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When looking back on the list of cars I have driven this year there are a few that resonate driving enjoyment and would be nameplates I would like to see in my own driveway permanently. One of the biggest surprises was a Volvo – yes, I said Volvo.

The new S60 sedan, delivered to me in All-Wheel Drive form, stood out enough to best the likes of BMW 3-series’ and Infiniti G. And while delivering one of the best-looking products in quite a long time, safety does not take a back seat with the new model.

As Volvo has slowly evolved its design style in the latter portion of the 20^th century, 2011 marks a drastic leap forward. To be fair, the new look resembles the latest sedans from Asian automakers but that should help their bottom line a bit. And now that Volvo is owned by the Chinese brand Geely, this Asian influence will likely seep into the rest of the fleet in the coming years. In my mind, the new S60 looks most like the Mazda6, a vehicle that was a cousin to Volvo before the brand selloff.

The vehicle looks good, especially in the Vibrant Copper Metallic our test model arrived in. As I opened the driver’s door to peer inside my enthusiasm did not waiver. I was pleased to see something that did not look like a scene from an Ikea catalog. A darker wood tone blended perfectly with the dash and door panels and the contrasting “orangish” seats complemented the body color.

Under the hood resides a spirited 300hp turbocharged 3.0-liter six-cylinder engine mated to a slick six-speed Geartronic automatic transmission with adaptive shift logic. From here all power is sent to the wheels via the AWD system with something called Instant Traction. One touch of the gas pedal and the results are immediate – Instant Traction is exactly what you get.

Volvo has done something a bit unique with the new S60 chassis – they offer two. The first is a more comfortable ride that is suitable for most folks and is designed to eliminate most of the road feel. The second, and the one included in our tester, is the Dynamic Chassis, most notably differentiated in the dampers and front and rear subframes.

Additional driving technologies include Advanced Stability Control (featuring a new roll angle sensor to identify skidding tendency earlier), Corner Traction Control (utilizing torque vectoring for smoother cornering and understeer reduction) and speed sensitive steering with driver selectable setting (adjustable steering feedback).

One thing I have truly enjoyed with Volvo models of late is the audio system and the S60 does not disappoint. This premium sound system features Dolby Pro Logic II surround sound from 12 loudspeakers via five class-D digital 130W amplifiers. And all audio, navigation, mobile phone and comfort control information is available in the display screen at the top of the center dash with all functions accessible via controls on the steering wheel.

On to safety. In addition to ALL of the familiar safety features found in new vehicles today the new Volvo S60 includes their City Safety automatic braking feature designed to cut down on low speed impacts. Working in harmony with this technology is a new Pedestrian Detection system that provides audible and visual warnings when a pedestrian is detected in the S60s path and should the driver not react in time full auto brake is applied to avoid impact under about 20-22 mph.

Driver Alert Control detects and alerts drowsy or distracted drivers and the new Volvo also includes blind spot and lane departure warning technology. And hey, if you are bored with the ordinary rear view of the park assist camera Volvo drivers can switch to include a new 180 degree field of vision front camera that helps see around blind corners.

The 2011 Volvo S60 is a giant leap forward for the automaker. Sure, it utilizes technologies co-developed under previous corporate alignments but the result is a big win for the customer. It is a pricey win but a victory nonetheless. Hopefully new ownership will keep the brand’s heritage intact.

Pricing for our 2011 S60 T6 AWD like ours begins at $37,700. The final sticker on the vehicle we tested came to $46,200, another arena in which the Volvo can now compete with the likes of the Germans. I did enjoy my time with the S60 as I have all of the latest models from Volvo (C30 and XC60). Should my ship come in one would certainly be on my short list.

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What would Santa drive?

I began this annual ditty around the turn of the century and I find that I enjoy revisiting it each year as the world is buried neck-deep in the (commercial) spirit of the season.

Looks like Santa’s load will be a bit heavier this year as early numbers indicate a bit more cheer in the air online and at the register. And the big guy will need to remember to bring along much needed accessories as wish lists are undoubtedly a bit tech-heavy this season.

Right of the top I am going to disappoint a certain segment. Santa will NOT be arriving in any vehicle whose primary drive system relies heavily (or entirely) on a battery. Sorry. He could not afford to pony up the dough needed to get the winning bid online for the Chevy Volt and the Nissan Leaf did not even make it to the north pole yet for him to even consider, it is still recharging somewhere outside of Palm Springs. There were a couple of other vehicles under consideration by the fat jolly guy but Ford embargoed his rosy red cheeks until after the Detroit Auto Show next month. (Rudolph is pissed too.)

He was thinking about one of the new Jags, like perhaps the XJL, and anything with the green Land Rover badge on it always seems to make the short list but when Mrs. Claus heard the premier group is now owned by something called “Tata” she quickly put her prudish foot down.

I understand the elves are having a blast up at the North Pole in their new Ford Fiestas that were given to them by Lee Dewyze after they found out the new VW Beetles they got from Oprah don’t even exist yet.

Some earlier faves of Santa’s for this time of year included environmentalists’ favorite whipping boy HUMMER but I had to break it to the old guy that those vehicles were killed off by the current administration in D.C. faster than an elk at a Sarah Palin fundraiser.

With fuel prices slowly creeping upwards again, Santa may wish to take advantage of an EcoBoost powertrain from Ford but he cannot get one in an F150 or an Explorer yet. Note to automakers: Santa says every type vehicle stamped as a 2011 model needs to be available on Dec. 24. Period.

If you are like me you may be hoping for gift cards (Home Depot) from the rosy-cheeked fella so these deliveries could be made in something sporty like a Chevy Camaro, Dodge Challenger or Ford Mustang (or the all-wheel drive Nissan GT-R) but anything with twin exhausts might wake the neighbors. Of course, given how many deliveries he has to make, a ZR-1 Corvette or Dodge Viper might be in order.

Chrysler, Dodge, Honda and Toyota have all upgraded their minivans this year and a new Nissan is on its way as we speak. Santa and most of the reindeer would be able to ride in any one of these in comfort and watch their favorite holiday movies while they do. (They were all very disappointed Will Ferrell did not receive the Oscar for his role in ‘Elf.’)

The big guy tried out a few vehicles earlier this year. Some won his praise while others kinda let him down. He got stuck in the snow at the toy workshop in the Jaguar XJR and the 370Z Roadster and on his way home he took a shortcut in the F-150 Raptor and buried it in the mud. Some nice Jeep guys in Wrangler Unlimiteds helped him out though.  The Caddy CTS-V would not start and the Acura ZDX and Honda CrossTour were a bit too funky for his more conservative tastes. He was impressed by the Suzuki Kizashi AND the Kia Sportage but felt a bit uncomfortable in the CTS Coupe and Sport Wagon. A long night of joyriding by the elves in the Chevy Cruze put Xbox360 Kinect production behind schedule and Rudolph was grounded after using Frosty and his buddies as an obstacle course for the Volvo S60 AWD.

I heard that Santa did download a magazine app or two for his new iPad (no lump of coal for Steve Jobs – this year) and he read about a few vehicles that were being singled out as tops in their segments. The Ram 1500 pickup got a big trophy in Texas this year although rumor has it they would secretly trade it for Ford’s marketshare.

The Chrysler Corporation was also honored on a national scale for the significant improvements made to the Jeep Grand Cherokee whilst the Chevrolet Silverado HD hauled home some magazine bling as top truck (from the same guys who gave them Car of the Year honors for Volt) and Santa read the Ford F-150 Raptor with the bigger motor got top nod from the Four Wheeler guys.

So what would Santa drive this year? If the EcoBoost F-150 were available it would be his first choice. As it were he decided to hop in the loaded Jeep Grand Cherokee with the HEMI engine but only because Mrs. Claus had taken the Subaru Outback to drive down to Duncanville, Texas to see her granddaughters play in the Sandra Meadows Classic girls basketball tournament.

“Merry Christmas to all and to all a good night…”

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In the immortal words of “Master” from MasterBlaster, “Embargo lifted.”

I hate press embargoes. Many who saw my initial feature last week on the 2011 Ford Explorer probably won’t even see this update, but for those that made their way back, thank you.

I will now dive into my experience with and impressions of the “SUV of the 21^st century.” (And I thank Ford Motor Company for giving me the opportunity to drive a V-6 version of its competition, the Jeep Grand Cherokee. My review model last month was the HEMI version and I kept wondering what the new Pentastar powertrain would be like. Again, thanks.)

Once upon a time…

I was disappointed Ford did not bring the EcoBoost version of the new Explorer but after reading some reviews of colleagues regarding the new turbo-four motor that will soon find its way under hood I am led to believe they need to do a bit more “final testing” of that powerplant before bringing it to market. Our V-6 Explorers performed just fine although when spinning the motor into higher rpm range there is a good bit of vibration and noise not usually found in import crossovers bearing similar engine/transmission setups. To be fair though the Jeep did the same thing.

I watched one journalist throw the Explorer through a very harrowing twisty road course and I was impressed that he managed to keep the vehicle between the stripes. I heard from his passenger though that there were a few conversations held with personal saviors during that time.

My experience in the 2011 Explorer offroad was a horse of a different color. I took the passenger seat first and while my driving partner crawled over hill and dale, something was taking its toll on my eardrums. The pressure kept building, similar to the wind buffeting when only one window is partially open while zipping down the road. The pressure was so bad I passed on taking my turn behind the wheel. As a measure of fairness I did drive the Grand Cherokee back-to-back with an Explorer on an unimproved road on the venue property and while the Ford did exhibit similar experiences to the offroad course I found no discomfort in the Jeep. Hmmmm.

One Ford engineer wondered if the rear hatch had not been closed properly and was beating like the skin of “Big Bertha” at a Texas/OU football game, but I would have thought the driver would get some sort of warning indicator to signify an improperly shut door. For myself I was guessing perhaps it was the dual glass sunroof panels or the subfloor as there was no noise coming from the rear. I am going to request an Explorer from the press fleet to re-examine this issue as soon as one is available. A road trip to Barnwell Mountain recreation area should suffice and yes, I will be calling my Jeep club friend Ed Kent to meet me there in case we have another repeat of my last Ford (Raptor) trip out there.

Back on the west coast, I was surprised to see Ford providing us a sand pit to test out the Terrain Management System modes. The Explorer was a blast in Sand mode but a bit of trouble arose as soon as we rutted the pit up a bit – a few tailpipe hangers fell victim to the aggressive driving.

On to electronics. Oh my. We got a SYNC/Microsoft black screen of death on our way back from the offroad site. Ford guessed this may have been due to the non-production software TeleNav loaded on our test vehicles so they could pre-program our drive routes for this event. OK, no problem. While the system re-boots we will just do things the old-fashioned way and use the dead-tree-version route instructions provided in each vehicle as a backup. Alright, we should be at 26.5 miles on the tripmeter. Wait – the trip meter is apparently being held hostage by Microsoft too! It reads “Paused,” and that we are not. OK, OK, we have another backup plan in place, we will just follow the little yellow arrows Ford has pre-positioned along the drive routes, kinda like bread crumbs.

As in any good fairy tale there is a happy ending. Hansel and Gretel make it back safely in the Explorer and the system had come back online and our trip data had been backed up in memory so we did not lose any info.

For the most part things went smoothly and as planned. I got a more thorough understanding of why my iPhone 4 does not always seem to work properly when connected and that is because I am not patient enough. It takes time to build the library to index my device and this system is a bit sluggish (like Windows98 slow).

And there were a few times even the factory technology partners on-hand experienced slight glitches when demonstrating their wares. I am glad I was not the only one.

Ford is getting very crossover heavy in its product lineup. Edge, Flex (sort of), now Explorer and rumor is the next Escape will follow suit (being based on the European Kuga). Expedition and F-Series are still there for your more demanding chores and I could easily see Explorer side-by-side with these in many households. It’s comfy, it’s quiet (below 4,000 rpm) and it’s cute. It’s loaded to the gills with safety and technology and it beats the pants off the previous model when it comes to fuel economy. It is significantly more stylish and modern inside and boasts some industry firsts such as inflatable seatbelts and curve control.

The 2011 Ford Explorer is definitely A utility for the 21^st century, but consumers will have to decide if this is THEIR sport ute for the 21^st century.

Here is a note from TeleNav announcing its expanding global partnership with Ford:

TeleNav recently announced its expanded Ford partnership, which will bring connected navigation to its MyFord Touch-equipped vehicles around the world. Starting in 2011 with the all-new Ford Focus, TeleNav’s connected navigation solution will be available globally in North America, China, Europe and South America. 

Ford’s second-generation SYNC™ system uses TeleNav’s automotive-grade GPS navigation software to deliver real-time information to help drivers search, find and drive to places more reliably and efficiently. Similar to the U.S. version, MyFord Touch will include Eco-Route, an application developed by TeleNav that calculates a fuel-efficient option for each route. MyFord Touch and MyLincoln Touch are currently available in the U.S. in the 2011 Ford Edge and Lincoln MKX, and now in the 2011 Ford Explorer.

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The calendar says we haven’t hit the first official day of winter yet and your mind may be displaying visions of sugarplums in preparation for the quickly approaching holiday season. But should there be an interest in a convertible in your near future – especially a convertible with a German accent – you might want to start thinking about cheaping-out on gift giving this season so you can save your pennies in time to enjoy topless cruising weather when the northern hemisphere welcomes the return of the sun’s warmth.

BMW makes a very nice little hardtop convertible on the 3-series platform but calling it affordable may not be an option for many folks. Leasing may make things more attractive or at least consoling yourself with the fact that many Bimmer purchases are investments might ease the sting a bit. One thing is for sure though, and that is the guaranteed enjoyment achieved when the wheels begin to roll.

Springtime in the Texas Hill Country is an almost unbeatable experience and seen without the interference of glass and metal makes it that more pleasurable.

We visited with the 335i convertible from BMW recently and a power retractable hardtop roof takes “The Ultimate Driving Machine” to the next level. Yes, I am the one who wrote a while back that this 3-series did not trip my trigger like so many colleagues in the glossy print business but the BMW is still undeniably a good vehicle with great road attributes and leaves most drivers sad when their trip comes to an end.

For milder climates, the included Sport package on our tester was a welcome addition providing sportier seats, suspension, steering wheel and tires and wheels. The list of standard features is already above reproach and the 335i touts a 300 horsepower turbocharged 3.0-liter six-cylinder engine in traditional inline configuration. This is backed by a smooth, six-speed automatic gearbox that sees paddle shifters with the sport steering wheel.

Fuel economy with the turbo motor rolls in at 19 mpg city and 28 mpg highway so “quality time” with the new Bimmer will translate to quality miles as well.

In addition to all of the usual safety technology built into modern vehicles the BMW we received also included park distance control, iPod and USB adaptor, nav system and satellite and HD radio.

Pricing for a 2011 335i convertible from BMW begins at $51,200 with our test model rolling in at a healthy $62,250. Certainly not cheap and certainly not an option for many, but the BMW 335i convertible is certain to provide an ultimate driving experience in “The Ultimate Driving Machine.”

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When an automaker has 96 percent name recognition in a vehicle, it is no wonder you keep that name the same despite changing the game.

Ford has done that with the 2011 Explorer.

The marque is third in consumer recognition behind the tying Mustang and F-series pickups and once sold upwards of 430,000 units in a single year for this popular sport utility vehicle.

Waking up from dreaming of the good old days Ford found consumers are not drawn to the platform as they once were, no more moths to the flame so to speak. Today, Ford explains, buyers are repulsed by poor fuel economy and traditional capabilities.

For an all-new Explorer this translates to a complete transformation and that is what designers and engineers have given the next-generation sport ute. No more body-on-frame, no more rear-wheel drive and no more V-8 engine.

Ford has been preparing for this launch since summer when they introduced the new model to the world via Facebook and this week they have given journalists their first opportunity to drive the new rig with one of the two new powertrain offerings.

San Diego (OK, actually La Jolla) was the setting and drive routes took us from the Del Mar fairgrounds to the Lions, Tigers and Bears animal rescue facility for off-road adventures.

Ford acknowledges that very few of its SUV customers actually drive their vehicles to escape the paved world and the few that do are not using Explorer for rock climbing duties, another four-letter manufacturer is utilized for that.

Ford is giving customers a kindler, gentler Explorer featuring new big blue oval design theme and introducing a new Terrain Management System once found in the likes of Land Rover (a former brand of Ford’s coincidentally).

Ford has sworn us to secrecy in divulging any driving impressions of its newest vehicle, at least until next week. They say they want to play fair with all of the journalists attending over three waves this week and in the new media world no corporation wants its headlines to appear at the end of the week. The news cycle begins on a Monday, according to them, so we are made to wait until Monday to reveal actual impressions as opposed to regurgitating statistics and figures.

I can reveal that we did get to test the new Explorer on some fine twisty roadways more suited for the likes of Porsche and we moved the Terrain Management System knob into three of the four available settings (despite the popular song lyrics it never snows in southern California either).

Under the hood of the vehicles we sampled was Ford’s 3.5-liter V-6 generating 290hp, which is actually just 2 shy of the previous generation’s V-8 figure. And fuel economy, of course, is generously increased, up to 25 percent. What are those numbers you may ask? Well, I guess giving up what we actually arrived at on our drive would be divulging drive “impressions” so perhaps I had best keep mum on that account but Ford insists it will be class-leading and the coming EcoBoost turbocharged I-4 engine (which they did not offer us to test) will improve fuel economy by 30 percent.

Ford did give us pricing information for the new Explorer (which began shipping to dealers this week). A Base model will begin at $28,995, XLTs start at $31,995 and a Limited will set out from $37,995. This is all said to be some $1,100 less than current offerings while delivering 80 more horsepower, five more miles per gallon and a standard third row (their words, not mine).

In marketing terms they are calling the new Explorer a “decathlete” ready to compete (and win) in ten arenas: Fuel economy, performance, towing, multi-surface traction, driving dynamics, NVH and sound quality, interior comfort, connectivity, safety features and content and, flexibility and versatility.

 In a slide showing side-by-side comparison to the new Jeep Grand Cherokee and the Toyota 4Runner, Ford insists they meet or beat the competition and that the 2011 Ford Explorer IS the SUV for the 21^st century. 

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Buck fifty a day. According to the automaker, that is all it will cost you to operate your new Chevy Volt Extended Range Electric Vehicle when used in EV mode only.

The car that GM is calling the “game-changer” is arriving in select markets this month. We spent some quality time with the Volt and its team members on a recent jaunt in the Texas Hill Country north and west of Austin. The event provided a few eye openers, some educational opportunities and at least one typical situation faced by drivers in semi-rural areas.

Much has been written about Volt over the past few years. I remember talking to engineers at the big auto show in Detroit in 2008 and since have published my share of articles and opinions as well.

Volt is unique and, above all perhaps, Volt is first in this segment. Volt is not a new hybrid. Hybrids rely on the electric and/or gasoline motors to drive the powertrain and propel the vehicle all the time. Volt is always being driven by the electric motor, similar to a locomotive.

Yes, those big, belching, horn-blowing train engines are actually propelled by a diesel-electric motor where the fossil-fuel burning diesel engine provides the energy to turn the electric motor which in turn spins the steel wheels on the rails.

Volt employs a large T-shaped lithium-ion battery pack to store energy to power the electric motor for the first 25-50 miles of driving. Why such a wide range? As we found out one chilly Texas morning, the battery pack aboard the Volt, like any other battery pack in the world, varies in efficiency due to outside conditions such as temperature and is affected by use of onboard accessories such as front and rear defroster, heater, etc.

The EPA has averaged out its rating of the Chevy Volt to an electric range of 35 miles with an additional 344 miles after the onboard gasoline engine kicks on to supplement electricity to the drive motor. In our “real-world” findings this week we saw slightly lower figures. My driving habits gave me a combined gas/electric range of only 258 miles and my co-drivers did not fare much better.

Perhaps Volt buyers will achieve better results and I have to believe that they will as the early adopters will be those who have already chosen more environmentally-friendly lifestyles.

For those living and working in an urban arena with daily combined driving distances of less than, say, 40 miles and never seeing the speedo top about 50, these are the consumers that can live on a buck fifty a day (after making your car and insurance payments that is).

Now, for those who do adopt this sort of lifestyle and driving scenario, what about those 9.3 gallons of gasoline in the tank? Is it going to go bad due to age? Will the gas engine seize up due to poor lubrication from sitting too long without firing? Volt engineers have taken this into consideration and provide some intelligent software solutions to these. If the vehicle sits too long the Volt will automatically start itself to cycle the engine lubricants and use some of that stale fuel.

The fuel system itself is pressurized so kinda like that fine bottle of wine you want to preserve Chevy seals the fuel system so the gasoline will stay fresher longer.

When we pulled into the parking lot of the resort hosting our drive event we saw a row of Volts cabled to charging posts similar to what one sees at an RV park. Chevrolet brought the 240-volt charging units to Austin and tethered them to a transformer box on the property. At home, the Volt owner simply needs to employ an electrician to connect the unit to a spare 220V/20A circuit on one’s breaker panel. About four hours is all that is required for a full charge and if the higher voltage is not available all Volts include a 110-volt extension cord in the rear cargo area that can be plugged into most conventional outlets, with charging times about doubled.

And once at the end of that mystical 379-mile driving range given the Volt by the EPA, drivers merely seek a traditional refueling station for another 9.3 gallons of premium fuel and they are once again on their merry way.

Volt styling is similar to the new Cruze by the same automaker with a few new touches outside and some very high-tech inclusions inside. Information is fed the driver via two video displays, one indash and the other atop the center stack, and most functions are done via touch controls. All the usual safety systems are employed on Volt as the vehicle still has to pass muster with NHTSA and four adults can ride fairly comfortably although vehicle range is greatly reduced due to the added heft (go get thinner friends).

Volt is quiet, smooth and stable and offers a comfortable ride. When the gas generator engine kicks on you do notice it. While not as loud as those heard in an RV campground this small 1.4-liter four-cylinder engine is both felt and heard.  The Volt operates in one of three driver-selectable modes: Normal, Sport and Mountain. We learned that one should switch to the latter mode some distance before actually reaching steep grades. The Volt propulsion system was described as achieving maximum power by utilizing stored energy as opposed to using power on demand as in current hybrid vehicle technology. Changing to Mountain mode automatically turns on the gasoline engine to build energy reserves in the battery but at a cost of maximum propulsion. You will feel power being taken from the drive system when changing modes. One can still drive at highway speeds it is just the equivalent of losing your passing power.

The technology and intelligence quotient found in the new Chevy Volt far exceeds that of today’s drivers. Yes, I just said this car is smarter than you – and me.

No talk of solar charging panels in the roof of the vehicle just yet but it seems only natural as the Volt roof is already a separate panel from the rest of the body components. Yeah, that will be coming next, mark my words.

Pricing will be around 41 grand but creative adjustments by your CPA coupled with some rebate action by the federal government will bring that down a bit. Initial availability is limited to six markets (including Austin, Texas where we were) with full rollout coming by the end of next year when battery production is increased.

Volt is new, Volt is now and Volt is only a buck fifty a day.