The Familial and Frugal: Four-cylinder Midsize Sedan Comparison

Families have it tough these days. Gas is nearly five bucks a gallon. A salary raise (assuming there even is one) barely makes a dent in the stack of bills, which seems to grow at the same rate as the kids. And what about the kids? Well, they want everything from an iPhone and a wii to designer jeans and a trip to Europe. Oh, and don't forget to feed them and save for their college fund. What's that? Recession? Ah, that's just a bogus projection. Suck it up and take a second job or mortgage.

Life's a...well, you know. On the bright side, when it comes to buying a gas-miserly car that can haul the family to and from work, school, Costco, and the ball field, there are plenty of choices that won't break the bank. After all, spending hard-earned cash on an SUV or a van, both of which drink gas like a frat boy does Budweiser, seems irresponsible right about now. Indeed, a four-door sedan that can swallow five passengers and a week's worth of groceries, yet delivers around 25 mpg and costs around $25,000, makes a heck of lot more sense.

To this end, we've gathered 10 family sedans-each powered by a four-cylinder engine mated to an automatic transmission-and subjected them to instrumented as well as subjective analysis at the test track and on the highways and mountain roads around Tehachapi, California. Notably, we also included two additional measurements that seem especially appropriate here -- interior noise and a real-world quantification of ride quality gleaned from the highway portion of the evaluation loop. Because this is a highly location-specific value, it's quoted on a 10-point relative scale, a low value representing a smoother ride. After a full week of intensive scrutiny, we ranked them based on performance, fuel economy, refinement, practicality, value, and safety.

Which were the five best? Which weren't? For the latter, we've listed 10th through 6th places below. For the former, check out technical editor Kim Reynolds's insightful and entertaining comparison test. And be sure to peruse our reviews and specs on each of the 10.

10th place:2008 Dodge AvengerSXTDrum brakes, four-speed transmission, cheap plastics, and sailboat steering make this a frightful drive. Gaps between last and first don't get any wider than this.

9th place:2009 Mitsubishi GalantSport EditionLooks old, feels older, and saddled with many of this comparison's worsts, including power-to-weight and EPA and observed fuel economy. Good news: It beat the Avenger. Bad news: It beat only the Avenger.

8th place:2008 Chevrolet MalibuLTZPoor finish for arguably the best looker. Shame that sexy skin hides a weight problem the Ecotec and six-speed can't handle.

7th place:2008 Nissan Altima2.5 SLSteepest sticker, yet not the best ride, performance, or value. CVT and light steering create an effortless drive, yet fully loaded, it still seems lacking.

6th place:2008 Kia OptimaEXThough due for a refresh, Kia finishes on top of the second tier. Room and economy are fine, it just needs the same refinements the Sonata received.

2008Chevrolet MalibuLTZLarger than Life

This is far and away the most American midsize sedan you can buy. Letter-writers relax, we haven't bothered to track down the provenance of every last bit and piece; we're talking personality here. Everything about Chevy's new Malibu is big and bold. It's an unabashed Yankee Doodle Dandy, from its broad smiling face and blingy chrome wheels to the brightwork ringing the windows. The brash styling continues inside with multiple choices of high-contrast interior colors and more chrome trim. It's a refreshing distraction from all the bland-mobiles rolling out of so many Asian-owned factories.

Such brash styling gives the Malibu a larger-than-life countenance. When parked near its chief rivals, the Malibu looks larger than most, but dimensionally it's among the smallest -- only the Nissan Altima and Kia Optima cast smaller shadows. Sit in the Malibu and it feels large, but in fact, at 112.5 cu ft, only the VW Passat has a smaller EPA combined interior and trunk volume. Driving the Malibu LTZ 2.4L heightens the illusion of largeness, though not in a particularly flattering way.

The Ecotec 2.4L four-cylinder engine features variable valve timing and puts out a right respectable 169 hp and 160 lb-ft of torque. And to make the most of that power and torque, the 2008 Malibu LTZ is fitted with a six-speed automatic transmission, a rarity in the segment (only the Volkswagen Passat and forthcoming Mazda6 offer six speeds). Lesser 2.4L Malibu models make do with four-speeds, but as production ramps up, the six will proliferate throughout the lineup. Not surprisingly, the Malibu offers the broadest gear ratio spread in the segment, which portends sprightly acceleration. Countering that expectation, however, is a fairly hefty curb weight of 3503 lb -- that's 165 lb heavier than the largest-in-class Hyundai Sonata. With the hammer down, the extra cogs help the Malibu overcome its 8.4 percent weight-to-power deficit and accelerate almost as quickly as the Sonata, reaching 60 mph in just 8.7 sec (to the Sonata's 8.6) and crossing the quarter-mile mark in an identical 16.7 sec, just 0.2 mph slower at 84.3 mph.

But how often is your foot on the floor? After all, if you need jack-rabbit acceleration you'll pop for the 252-hp, 3.6L V-6 Malibu. Driven more normally, the transmission is programmed to maximize fuel economy by shifting up to the highest practical gear as quickly as possible. It pays off on the EPA dynamometers with ratings of 22 mpg city/30 mpg highway (among chief rivals with automatic transmissions, only the Hyundai Sonata and Nissan Altima top Malibu's combined thrift), but out in the real world this strategy gives the car a slightly lethargic demeanor. The driver has to either work the handy manual shift paddles on the steering wheel a lot or prod the gas pedal deep to force frequent downshifts, all of which makes the car seem more lethargic than the numbers suggest. And driven the way magazine testers do, those frequent downshifts reduced the Malibu's test mileage to just 21.5 mpg -- that's lower than all but the four-speed Mitsubishi Galant.

The other slightly unflattering larger-than-life aspect of this Malibu LTZ is its sticker price, which starts at $25,920. That kind of money buys a mighty opulent Hyundai Sonata and seems slightly ambitious for this Chevy -- unless you can negotiate a big, fat, discount at the dealer, which is likely.- Frank Markus

2008Dodge AvengerSXTAvenging what, exactly?

The Dodge Avenger SXT's Monroney states that it is the "official passenger car of NASCAR." Is that a good thing or a bad thing? We're not really sure. Regardless, with its signature bold and boxy Dodge styling, the Avenger does wear a retro look reminiscent of stock cars. Sadly, that's about as racy as the Avenger gets. According to technical director Frank Markus, "The Dodge's quasi-aggressive styling and nomenclature and its racy white-faced gauges kind of write a sportiness check that the drivetrain and chassis can't cash."

Run this Dodge around Darlington, and you'll find it delivers 0 to 60 in 9.3 seconds, the quarter-mile in 17.0 at 83.3 mph, 60 to 0 braking in 142 feet, and lateral acceleration of 0.74 g. Amid test numbers from nine of its competitors, the Dodge's, save for the quarter-mile trap speed, put it dead last. At least the Avenger isn't the "official sport sedan of NASCAR," because that would be unfortunate.

So what gives? Why is the Dodge so lackluster? Well its 2.4-liter four-cylinder is a bit crude and, at 173 horsepower, doesn't exactly humble other four-bangers, some of which produce 200 horses. While most of its rivals use five- or six-speed automatics, the Dodge stays true to its trusty ol' four-speed, which pushes it off the line with about as much vigor as a maimed turtle. Rear disc brakes? Nah, let's stick with less effective drums.

Not that it's all bad with the Dodge. It does offer a standard "Chill Zone" compartment in the dash that keeps beverages cold as well as a MyGIG multimedia system that features a touch-screen display and a hard disc drive. Oh, and that "wheezy engine" and "archaic tranny" come with a lifetime powertrain warranty, all for a thrifty as-tested price of $21,500.

Other than that, there's not much to like with this official passenger car of NASCAR. "Pretty much a compelling case for last place among its challengers," declares Markus. Senior editor Ed Loh puts it another way: "Overall this is the essence of basic transportation; not remotely fun to drive and not all that practical or feature rich. There is absolutely no reason to buy this car." Well, unless you must have chilled sodas for the drive to the short track.- Ron Kiino

2008 Ford FusionSELStylish athlete needs adrenaline

The Ford Fusion may have been the biggest surprise of the group. It didn't rocket to 60 mph with any urgency (in fact, it was the slowest to reach high speed, had the slowest passing power and quarter-mile times), and didn't have the most dramatic styling, but it still left everyone who drove it thoroughly impressed.

Its 2.3L four-banger didn't blow the doors off the competition, proving thrashy and asthmatic on inclines and just adequate everywhere else -- and that was while driving without passengers or cargo. (A more energetic 2.5L four with around 170 hp will replace the 2.3 for 2009.) The Fusion's five-speed automatic did what it could with the 160-hp engine, holding gears longer to make up for the relative lack of power. Unfortunately, it doesn't allow you to take control-the shifter lets you choose between D and L, and, when in L, it doesn't take much for it to bounce off the rev limiter. Manual control would've been welcome. Where the Fusion shines, though, is on twisty roads. It uses a version of the Mazda6's chassis, making the Ford confident and firmly planted in turns. It's also well controlled over bumps and irregularities and compliant enough to offer a comfortable ride; in addition, steering is linear and predictable.

The interior is an elegant black-and-beige combination, with metal and woodgrain-like accents throughout. Ford chose materials wisely, selecting those that lend the cabin style and class without making the MSRP too high. Its front seats are soft, but with plenty of lumbar support, and the back row, while feeling too narrow, has considerable toe and foot room. The nav/information screen was tough to read at a glance, forcing the driver's eye away from the road for extended periods of time. Changing to different fonts or contrasting colors would make a big difference and make this a much safer system to use.

Ford's midsize competitor blends attractive looks, an excellent chassis, and a lot of value. The topline SEL, including navigation, Sync, Sirius, reverse sensing, and heated (front) leather seats, came to a hair over $26,000 -- and it wouldn't take much to bring the price down from there.- Allyson Harwood

2008 Honda AccordEXA stumble in the search for perfection

Our love/hate relationship with the 2008 V-6 Honda Accord has been well documented. We have one in our garage for the year, and certain staff members love to rip on the styling of the all-new model. Others hate having to constantly remind these guys they've misplaced their bifocals again.

What about the four-cylinder model? Well, with the same sheetmetal and interior layout come the same quibbles with the design. On the outside, bulging headlights and a mix of intersecting panels and seams offend some, while others think it has a look that'll age better than the fresh-now-who-knows-about-2011 styling of, say, the new Malibu.

Inside, the generational gap persists. So foul were the oaths muttered by some about the seemingly arbitrarily arranged spread of buttons on the center console, you'd think we were talking about BMW's iDrive system. Others hadn't looked up long enough from their iPhones to notice.

The four-cylinder Accord EX's performance is more well-received. Though the Accord is much larger than the last generation and the longest and widest in our group of 10, it's also one of the most powerful, pushing out 190 hp from a 2.4L I-4. In power and weight to power ratio, the Accord finished just behind the Passat, while it's 8.2-sec 0-to-60 time put it in third behind the Passat and Altima. All good, so far, but our judges were split on the delivery of these powerful goods.

"It's not fair to say this about just this car, but the I-4 Accord definitely struggled going uphill. I had the opportunity to pass a slow-moving truck and couldn't get up enough steam to do it," says Harwood.

"Not exactly awe-inspiring thrust, and why won't it rev to redline when my foot's on the floor?" wonders Markus.

Kiino disagrees. "The engine is lovely, smooth, and sounds racy especially in VTEC."

All were on the same page regarding the transmission. "The transmission works well, making good use of the power available. I actually this trans is better here than with the V-6," adds Harwood.

"[The transmission] is responsive and smooth," says Kiino, "but I'd still like a manual mode." The fact that Honda's five-speed auto can slip, detentless, from D (drive) to third gear (D3) without allowing access to fourth gear, has been a frequent complaint.

Though the Accord ruled the skidpad with the highest lateral grip, our editors' subjective ride quality and handling assessments ran far and wide. Markus liked the ride ("very supple" and steering "light but direct, with few surprises"), but wasn't thrilled with the overconservative stability control.

"I felt a lot of VSC [vehicle stability control] intervention at the same speed as the others," he says. "I don't like it -- I felt in control until the car decided otherwise."

Kiino found no problem with the VSC or handling, calling the Accord "very composed -- unlike the Malibu."

"The Accord has sharp turn-in, stays flat, and has smooth steering and great brakes," he says. "Plus, the ride is compliant, yet you have a strong sense of what's going on at the contact patches."

Though perhaps too strong for some as Harwood notes: "The ride is too rough for my taste, but acceptable on a daily drive."

Other notable commentary singled out the pronounced roughness transmitted by the tires and wind noise (though at brisk 80-mph California highway speeds). Though mentioned by all, some were not as concerned, chalking it up to increased road feel.

Markus gave the Accord high marks for its "huge" rear seat, terrific visibility, and a nice lockable ski pass-through, but dinged it on the equally upsized trunk. "Not great -- decent space, but lots of intrusions, including two exposed, quaintly obsolete, goosenecks."

On the value end, there's no denying the Accord makes a strong case. As is the Honda way, our EX model came well equipped, with few options or extra costs. Its as tested price of $23,860 put it well below its rivals Altima, Fusion, Malibu, and Passat, but at a premium when compared against Camry, Optima, and Sonata.

Honda has produced a strong contender that benefits from name recognition, a proven track record, and sterling reputation, but this all-new Accord isn't perfect. Will some of its more polarizing elements keep it from taking the crown?-Edward Loh

2009 Hyundai SonataSEMost Valuable Player

Value has always been a Korean-car hallmark. In the beginning, that meant using killer stereos, giguntous warranties, and used-car pricing to lure customers into miserable cars designed and built by people who were new to driving, let alone automaking. The value pricing and impressive warranty terms (five-year/60,000-mile bumper-to-bumper and 10-year/100,000-mile powertrain coverage) persists today, though they have arguably become unnecessary. In terms of packaging, feature-content, driving dynamics, and build quality, Hyundais now rival the benchmark blue-chip brands, and in 2006 Hyundai nosed ahead of mighty Toyota in the coveted J.D. Power Initial Quality Survey rankings.

The 2009 Sonata is a perfect case in point. All new for 2006, Hyundai has again spent big to keep its bread-and-butter sedan competitive with the new Toyota Camry and Honda Accord sedans that have appeared since then. The 2.4L four-cylinder engine gets continuously variable valve timing on both camshafts, a new variable-volume intake manifold, and other refinements that boost horsepower from 162 to 175 and torque from 164 to 168 lb-ft. EPA fuel economy also increases from 21 mpg city/30 mpg highway to 22/32 with the five-speed automatic, besting Camry and Accord. And it's not just the numbers that impress. This is a smooth-running, sweet-sounding four that doesn't shake at idle and never vibrates the steering wheel as many fours do. Acceleration to 60 mph in 8.7 sec falls short of Camry and Accord (by 0.2 and 0.5 sec, respectively), but feels competitive and unstrained from the driver's seat.

Big money was spent upgrading the interior with a new center console, some new color choices, and chrome accents that make the Sonata feel like it's competing in a higher price class. Officially classified by the EPA as a large car, there's ample room to seat five in comfort and the giant 16.3-cu-ft trunk ranks as best in class (at least until the new Mazda6 sedan arrives, boasting 16.6 cubes). Sonata standard equipment includes stability control, tire-pressure monitoring, heated mirrors, and an XM-ready stereo with USB/iPod connection and auxiliary jack. Our SE added a standard sunroof, 17-inch wheels with a sport-tuned suspension, and automatic headlamps. Fancier Limited models get an optional navigation system this year.

Probably what impresses us most about the 2009 Hyundai Sonata is its sophisticated ride and handling. The control-arm front/multilink rear suspension delivers a ride that's as smooth and supple as the Toyota Camry's, while providing confident, neutral, and predictable handling. Ultimate grip limits are modest (0.78 g), but the light-effort steering keeps the driver informed of where those limits are. State-of-the-art anti-lock braking with brake-assist helps stop the Sonata from 60 mph in just 124 ft -- same as a Camry, and shorter than most of its closest competitors.

Outside, the styling is freshened with new lamps (including jewellike projector-beam headlamps), grille, bumpers, and wheels. It's a handsome and rich look, but if there's one place where the Koreans still trail the industry it is in design. There's not a single detail inside or out that doesn't look familiar or seem borrowed from another sedan. Who knows? Maybe the Koreans realize they're trailing the pack in this regard, and that's why they're keeping their prices so low. Sonatas open at just $18,795 for a GLS or $21,195 for an SE (ours rang in at $22,235). A loaded V-6 Limited model with navigation still comes in under $28,000. Whatever you spend on a Sonata, you're getting big refinement and quality bang for your buck.- Frank Markus

2008 Kia OptimaEXGreat all around, but a half step behind

If you've been diligently researching four-cylinder family sedans, then you likely know about the new 2009 Hyundai Sonata, which received such significant upgrades -- a more powerful engine and an all-new interior. Well, as Kia showed at last April's New York auto show, the Optima, which just happens to be the Sonata's corporate sibling, will receive similar enhancements for '09 as well. Which brings us to what you're already thinking -- yes, we tried to get the new 2009 Optima, but were told none was available until later in the year. Too bad, because the Kia probably would have impressed us more than it did.

Naturally, our 2008 Optima EX amazed us with its value. Carrying a base price of just $20,135, it included a 162-hp engine, a five-speed automatic with manual control, four-wheel disc brakes, six airbags, automatic climate control, leather seat trim, an eight-way power driver's seat, heated mirrors, an auto-dimming rearview mirror, a leather-wrapped steering wheel, and, of course, a stellar warranty. Our tester boasted four options -- $700 Appearance Package (17-in. wheels, blackout exterior trim, black interior trim), $600 Electronic Stability Package (electronic stability control, traction control, ABS, brake assist), $1300 Premium Package (Infinity sound system, sunroof), $700 Convenience Package (heated front seats, power front passenger seat, power adjustable pedals, rear sunshade)-that added a lot of show for not much dough, bringing the bottom line up to only $23,435.

While that represents big bang for your buck, it doesn't exactly equate to the best bang for your buck. For example, a beautifully equipped 2009 Sonata SE with an automatic, sunroof, and 17-in. wheels goes for just over $22,000 and, as Markus notes, "The Optima generally feels like a generation older than the Sonata -- it's less sophisticated, despite Kia's leather and automatic climate control." Harwood agrees, stating, "The Kia didn't have the same feeling of value and quality as the Hyundai, and I'd find it hard to recommend paying more money for a lesser car that comes from the same parent company."

Nevertheless, buying an Optima does not make you foolish -- far from it, in fact. Not only is it aggressively priced, but it's also well-built, loaded with content, and respectably capable at the test track, posting 0 to 60 in 8.8 sec, the quarter mile in 16.7 at 84.3 mph, 60 to 0 braking in 130 ft, and lateral acceleration of 0.79 g. Among its competitors, the Optima's numbers are about midpack. And, overall, that's about how we'd rate this Kia - midpack. As Loh summarizes the Optima: "It's not a bad car by any stretch, but not a great one, either. "- Ron Kiino

2008 Mitsubishi GalantSport EditionA thin line between love and hate

Despite a recent facelift, there's simply no getting around the fact that the Mitsubishi Galant is at least a generation behind most in this field. It's by far the oldest -- first released in late 2003 -- and in the intervening years, the competition has moved on.

Only the newly released Avenger has a four-speed auto transmission like the Mitsu's, and none in this field is powered by an iron-block single-cam engine (the Passat's mill is iron, but for turbocharging reasons).

While it certainly isn't fair to say that old equals bad, the Galant does put up some of this test's worst numbers, including worst power-to-weight ratio, worst EPA fuel-economy rating (tied with Passat), and worst recorded real-world fuel economy (21.2 mpg). Over the same roads, with the drivers, the Hyundai Sonata averages 23.8 mpg. Ouch. That last bit is especially galling, if you consider this difference in range adds up to about two gallon's worth of driving every time the needle hits empty. With unleaded averaging over $4 per gallon, that means a savings of over $8 dollars at every fill up.

It ain't all bad: Despite the retro tech and tarted-up styling, our editors found a few features to compliment -- though some came out a bit back-handed:

"This car has a fabulous backseat -- oodles of foot room, terrific thigh support, nice armrests, and plenty of head, leg, and shoulder room," raves Markus. "The seats are good, but the interior is down-market in this field," says Kiino. "Much of the plastic is cheap-looking."

Harwood concurs, "Black, marble-like plastic shifter surround looks nice, but creates an awful glare when the sun hits it." Compared with the Korean contingent, the Galant feels merely mediocre -- lower on content and even menial comforts like a telescoping steering wheel.

Dynamically, the Galant is even less stunning. Often, poor mileage numbers indicate an excess of horsepower or mass (or both). In this case, weight is the culprit, as the Galant's 3413 lb leave it third heaviest behind the Passat and Malibu. No surprise then the Galant finished in the bottom third of our acceleration tests.

When it does get going, the Galant's "Sportronic" transmission runs through all four forward speeds with acceptable alacrity, kicking down gamely for hillclimb and passing situations.

"Engine and trans sound thrashy, but oddly, in a way that implies sportiness and fun, rather than being cheap or low quality," says Harwood.

Handling numbers are a touch better -- mid-pack at best -- but a ghastly 133-ft stop from 60 mph puts it second only to the whopping 142-ft stop of the Avenger. Subjective impressions match the data: "Steering is slow to respond to input and is less precise than Sonata's or Camry's," says Harwood. Kiino adds, "Ride and handling is better than the Dodge's but that's about it -- which isn't saying much."

So are there any Hail Mary saving graces for the Mitsubishi? A couple. Like the Koreans, all Mitsubishis come with a 10-year/100,000-mile powertrain warranty. The only one better is Dodge's unlimited warranty. Then there's this little gem -- the Galant's not selling particularly well. In May of 2008, Mitsubishi only moved 2783 Galants, compared with 13,620 Hyundai Sonatas and a ridiculous 51,291 Toyota Camrys. What does this mean to you? Well, if you like exclusivity and find the Galant charming, your local dealership will likely be willing to cut you a great deal. That's how it goes for the cars time forgot.

Just ask Kiino, who sums up the Galant this way: "Not a sedan I hate in any way, but there's nothing I love, either. The next-gen Galant, which will ride on a stretched Lancer platform, needs to arrive, um, yesterday. "- Edward Loh

2008 Nissan Altima2.5 SLHigh Content, Meager Value

Based on Nissan's new D platform, a version of which underpins the 2009 Maxima, the Altima came to market in 2007 boasting a redesigned suspension and a more rigid body. Its wheelbase and overall length are shorter, yet interior volume and trunk size remain essentially the same. The Altima still uses the QR25 four-cylinder (refined for 2007 with reduced friction and a larger intake manifold), now backed by either a six-speed manual or CVT -- no "true" automatic is offered.

The CVT proved an excellent match for the 170-hp four, ensuring quick acceleration and impressive passing power. This may be the best CVT on the market, but it was noted that after the third "shift" in higher rpm, the trans felt wooden. The engine/trans duo made the Altima's thrust to 60 and its run through the quarter-mile second quickest. However, steering feel was too light, and too many surface irregularities were transmitted through the wheel. In addition, the brakes were grabby. That said, the ride was smooth, although the suspension didn't seem to hold up in hard cornering.

In this test, many of the cars have all-black interiors, but the Altima's uses some of the best materials of the group. The center stack is well laid out and logical, making operating the nav system, stereo (with XM in our tester), and HVAC quick and easy. Keeping with Nissan's sporty-car philosophy, interior room is biased toward the front, leaving less legroom for rear-seat passengers.

The biggest hurdle this sedan will likely have to overcome, though, is the bottom line. Its $29,160 as-tested price tag is by far the highest. While it's possible to enjoy the car for less money than this 2.5 SL cost, in many cases, to get one item you want, you have to buy a package with many things you don't. Base price was $21,130; ours included more than $8000 of options.

In light of the potent 270-hp V-6 Altima 3.5 SE, there's no penalty for getting one with two fewer cylinders. Our 2.5 SL's exterior and interior look great, its controls are easy to use, and the engine and transmission are excellent. But it's certainly not the sportiest in the test, and it isn't the best family sedan of the 10. But it is the most expensive.- Allyson Harwood

2008 Toyota CamryLE (PZEV)Sensible Fun

You're looking at the best-selling automobile in the United States -- by a generous margin. In the first four months of 2008, Toyota sold 147,018 Camry sedans to ravenous stateside consumers. That's roughly 25,000 more than the second-place Honda Accord; more even than all Dodge cars combined. We Americans love us some Camry.

For good reason. The Camry is one of those rare vehicles that handles nearly every driving mission without apparent effort. Have people to ferry? The Camry boasts a QEII-worthy cabin, including abundant rear-seat legroom and a cavernous 15-cu-ft trunk. A few of us criticized the interior dress-up as being bland (hint: don't order beige), but nobody could fault the way it's all put together. You can feel the quality in every button you press, every dial you twirl. "Great ergonomics," says Kiino. "Comfy and easy to operate."

Looking for economical transport? Equipped with a DOHC, 2.4L four making 155 hp and mated to a five-speed auto, the Camry LE delivers a sound 21-mpg city/31-mpg highway -- and even returned an observed 23.8-mpg average during our flat-footed test driving. What's more, this particular Camry qualifies as a "partial zero-emissions vehicle" (PZEV); it's a sedan you'll be happy to bring home to Mother Nature.

That's not to say the Camry LE is strictly sensible. It knows how to have fun, too, revving with surprising zest ("engine power feels as underrated as a BMW's," says Kiino) and steering sweetly. It's also an exceptionally quiet ride, with subdued engine sounds, a transmission that shifts quickly and fluidly (though we wish Toyota had added a manual mode, as on the Camry SE), and a plush ride -- perhaps the best in the class. Braking performance (60 to 0 mph in 124 ft) is impressive, though with a mere 155 ponies the engine returns only midpack acceleration -- no matter how nice it sounds.

Given its myriad talents, roominess, conspicuous quality, and outstanding economy, the Camry LE may give some buyers sticker shock -- in reverse. Base price is a mere $20,685, and even our nicely equipped tester checked-in at only $22,293.

Twenty-two and change for a car this competent and likable? No wonder everybody's flocking to the Toyota store. Hey, you, get in line.-Arthur St. Antoine

2008 Volkswagen PassatTurboSpeed and Grace

Even in a class filled with well-fortified challengers from the U.S., Japan, and South Korea, Volkswagen's Passat Turbo stands out. Its 2.0L four-cylinder engine is unusually muscular, thanks to a turbocharger that helps raise output to 200 hp. Chassis feel is decidedly Germanic: solid, taut, tuned to handle speed effortlessly. And the Passat's European DNA means a clean, sleek exterior shape and a simple, orderly cabin that stands apart from some of the flashier competition.

If you're seeking a four-cylinder, four-door "driver's car," look no further. With the most potent engine in its class, the Passat leaves rivals gasping in its exhaust fumes. Zero to 60 mph takes just 6.7 sec with the available six-speed automatic transmission (a $1075 option). Further, the Passat trips the quarter-mile lights in just 15 sec flat. "The 2.0L turbo is so lovely," says Kiino. "Gobs of torque down low, very smooth, plus good mileage." (The Turbo returns 19 mpg city/28 mpg highway with the automatic.)

The first time you bend the Passat into a corner, you'll know its virtues don't end with its mighty mill. Steering feel is smooth and linear, and the suspension returns plenty of handling prowess (0.83 g) with a ride that never turns harsh. Keep an eye on the speedo: The Passat Turbo does "swift" like Howard Stern does shock. You might not even notice your true pace until those blue lights appear in your rearview mirror.

Yet, for all of its athletic talents, the Passat remains a dutiful family member. There's plenty of room in the cabin, the materials mostly look and feel high-quality (the standard leatherette makes a fine leather substitute, but some gray plastic trim bits look cheap). Climate control is manual, though heated front seats are standard.

Criticisms are mostly minor. The pressurized engine drinks premium fuel only; that equates to about six percent more in annual fuel costs -- a price we're willing to pay to enjoy the Turbo's thrust. The standard "smart key" is an obnoxious little rectangle that, instead of being smart enough to talk to the ignition while still in your pocket, requires insertion into a motorized slot that seems to exist only to break one day. It's needlessly complicated. Also, it's no secret that VW has suffered reliability woes in recent years, though the company insists it's turning things around. (In an effort to back up that claim, VW has recently announced that all 2009 models will come with free scheduled maintenance for three years or 36,000 miles.)

At around $26,000 with the automatic, the Passat Turbo is pricier than some competitors but still a solid value. In fact, you'd have to call that price fair indeed for an "almost 3 Series. "- Arthur St. Antoine