Hyundai this year debuted their all-new high-volume midsize Hyundai Sonata sedan, at what CEO Bob Cosmai called “the most important launch in our history.” We first experienced the car in the San Francisco Bay area, at a generous junket that couldn’t help but leave a favorable taste in our mouths. Since then, we’ve had a week’s worth of seat time in the mainstream four-door that Hyundai hopes will help it crack the 1-million annual sales mark. Our overall impression was good; Hyundai continues to catch the competition unawares by offering competent cars like the Hyundai Sonata for not a lot of cash.

First off, the new 2006 Hyundai Sonata is a looker; almost Audi-esque in design, but not ostentatious. In this segment, you have to appeal to a broad cross-section of consumers, many of whom embrace stylistic anonymity–thus the bland design of the segment’s major players; Honda’s Accord and Toyota’s Camry. Still, the Koreans did add a little aggressiveness in the overall elegant design, especially evident in the sporty wheels on GLS and LX models and the headlight cluster that almost seems to sneer at you. Subtle chrome accents and slanted taillights that resemble the back end of Lexus’ new IS series are also attractive, and upscale. Not one character line here is out of place; the Sonata looks rich, sporty and successful.

Step inside, and the upscale theme continues in the interior. The layout, features, materials and execution are all well ahead of the previous model, and entirely in line with the competition. Soft-touch plastics, leather and solid-feeling controls seem expensive, reinforcing Hyundai’s ‘more-for-less’ corporate mantra. There’s nothing amazing here, or even distinctive, unless you count the slightly odd shape of the climate control knobs. But you get heated seats, a surprisingly adequate stereo system, power everything, and keyless entry. XM radio, which is now standard in all Hyundai products, adds another entertainment option. No nav system is yet available–we’re sure that should Hyundai get around to offering one, it’d be efficient yet significantly cheaper than anyone else’s. The only complaint we’ll offer regards the seats–we found the bottom cushions in front too small for some drivers, so pay attention and be sure you’re comfortable before you make a purchase.

Our test Sonatas have all been V6-powered models (GLS and LX); due to the value pricing Hyundai expects to sell a majority of these, even though four-bangers make up the bulk of the market elsewhere. Power is more than adequate for this category; the V6 makes 235 horsepower. That’s on the happy side of average and behind only a couple competitors (Altima and Accord). It’s also enough for a 7.5-second run to 60 mph. For the tree-huggers in the crowd, the V6 Sonata is an Ultra-Low Emissions Vehicle, returning 20/30 mpg city/highway. The V6 gets a five-speed automatic; a stick-shift comes only with the coarser 162-hp inline four.

Although we’ve only driven that four briefly, we found it to be similar to the base-engine offerings from Honda and Toyota. It actually makes two more horsepower than theirs; but is a bit noisier and not as smooth. Still, for the money–the four-cylinder Japanese entries cost as much as a Hyundai V6–it’s entirely competitive. In fact, the Sonata mirrors the other entries in just about every dimension as well; it’s wheelbase (107.4″), length (188.9″), height (58″) and width (72.1″) are all within an inch of the other two.

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Time behind the wheel showcases the Sonata’s newfound prowess. A dynamic leap forward from the previous model, we think it’s every bit as competent as a contemporary Accord or Camry. The tires don’t squeal unless you’re really pushing it; the body leans but no more than you’d expect. The suspension layout is expectedly pedestrian, but works well; the front double-wishbones and multilink rear provide a nice blend of comfortable ride and grip. The 17″ rims on the uplevel models add even more stickiness, but compromise ride a bit. At between $1,800 and $4,500 less than its Japanese brethren (a base GL costs $17,895, while a loaded LX is $22,895), we can’t help but be impressed.

Hyundai stresses safety in this car, saying occupant protection was a primary concern during the design process. Cosmai said, “We don’t want customers to have to decide between safety and savings.” The new Hyundai thus comes standard with anti-lock brakes (ABS), traction control, six airbags, and electronic stability control (ESC)–rare in this class.

Hyundai–and subsidiary Kia–is on the move, with profits up 14% in the last quarter alone, and market share over 5.4%. Consumers are beginning to feel better about the brand, after a dismal initial launch in the early ’90s. Now they have that 10-year warranty backing up the claims of improved quality, and Hyundai places high in just about every J.D. Power report. Still skeptical? Consider this: sales are up 364% since 1998, placing Hyundai at the #4 import slot. That million-unit goal may still seem optimistic with current sales still under half that–but by 2010, if Hyundai can keep putting out vehicles this good, at these prices, the achievement will be no surprise at all.

Seems as if every other article in the Auto pages is proclaiming the passing of one or another of the old Big Three. And it’s true; 2004 was not a good year for American auto manufacturers. General Motors and Ford have been hit particularly hard, as for years executives have been forced to watch sales and profits drop while costs escalate, in part due to expensive unionized labor and pension obligations. The one bright spot–those profitable and popular full-size trucks and SUVs–are suddenly out of favor, as fuel prices skyrocket. Good news in the domestic ranks is rare these days.

Not every General Manager is crying into his or her drink, however. Cadillac has lately proven itself the bright spot in the GM portfolio. Since 2003, the brand’s resurgence has been well-documented. The entry-level CTS, SRX midsize SUV, and XLR roadster have all received critical acclaim and sparked a modest sales rebound, while the new high-performance V-Series line casts a halo effect across the board. Even the preproduction DTS we recently previewed seemed poised to snag new sales. On the heels of such success, the STS midsize sedan is newly redesigned to compete with the best in the upscale market. After a few days working on the west coast, we wanted to hit the road in this newest offering from America’s gold standard brand.’ We asked GM to meet us in San Francisco with an STS for a few days, and as another event wrapped up, we sped away from downtown in Cadillac’s best auto ever.

Since the paradigm-shifting 1975 model, Sevilles have been not just Cadillac’s best, but world-class, automobiles. Angular and aggressive, strong and sexy, the STS speaks Cadillac’s new ‘Art & Science’ design language perhaps more coherently than any model that preceded it. The trademark ‘blade taillights’ reappear, with stacked, rectangular headlamps flanking a gaping chrome grille. As creased and formal as a newly dry-cleaned tuxedo, our tester was incongruously swathed in subtly brash metallic paint, the color reminiscent of fresh blood. It was an effective combination–part dignified bearing and part sporty flair.

We took the STS down the Pacific Coast highway to Carmel, a high-toned town where Clint Eastwood once wore the Mayor’s sash, neon signs and fast-food outlets are outlawed, and ‘rich’ is a relative term. Needless to say, the STS fit right in. Passerby reactions were uniformly admiring, even from the owner of such a heady machine as a new CLS500–this particular woman blanched when she learned how little our Caddy costs; perhaps she’d overpaid? Not surprising, but for those who enjoy getting a good deal, such acclaim is certainly agreeable.

What was surprising, however, was the drive. One of our favorite locales for testing cars, the coastal roads in California wind through some phenomenal countryside–and the powerful and composed STS turned out to be a blast in the twisties. Two-lane blacktops twisting through mountains and alongside cliffs would seem unsuited to a Cadillac sedan–the brand’s reputation is of boulevard cruisers and lazy freeway masters–but, due surely in part to the optional Sport package on our tester, the Nurburgring-tuned STS made short work of the decreasing-radius turns and tight corners we encountered. With optional MagneRide shock absorbers that vary their response rate and stiffness up to one thousand times per second, the STS refused to be upset by any road surface. 18″ rims and wide rubber lent prodigious amounts of grip, helping the high-speed Caddy hang on in turns that might’ve thrown a Porsche a decade ago. Strong brakes made high-speed stops a no-brainer.

Also aiding the Caddy’s roadholding was the all-wheel-drive system our STS-4 tester came equipped with, which gives a surefooted feel even in the rain. One niggle, though–the awd system and the standard Electronic Stability Control didn’t get along so well. The calibrations were perhaps not quite fully sorted-out; the ESC sometimes cut power in basic, low-speed U-turns, as the awd system bound up or spun a wheel slightly.

Our STS’ acceleration was similarly superior. Although this isn’t the top-dog STS–the 440hp supercharged STS-V holds that honor–the optional V8 in our tester was fully up to the task of keeping up with manic traffic on California freeways. With 320 hp on tap, 60 mph comes up in six seconds. Skinflints will prefer the V6-equipped STS, with 255 horses.

Cadillac may have made their greatest progress, however, inside. The requisite leather and wood are present, in a stark, modern layout that’s miles beyond anything GM has previously offered. Plastics no longer seem sourced from Rubbermaid; everything, down to the simplest of switchgear, seems expensive and solid. Moreover, the STS is a technological wonder, boasting gadgets both useful and gimmicky. We especially liked the Head-Up Display that broadcasts road speed, engine revs, radio stations or CD tracks and navigational directions onto the windshield directly in the driver’s line of sight. We were particularly surprised to find that the STS’s touch-screen navigation system is GM’s best yet, even if it does still send you out of your way occasionally. Plus, it’ll play DVDs if the car’s in Park–and the virtual buttons for controlling the audio system on the screen proved a simpler solution to the ‘too many gadgets’ problem than BMW’s iDrive or similar mouse-driven methods. Bluetooth, voice control, park assist, remote starting and hot/cold seats round out the gadgetry.

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It’s interesting to note that this car is not sized in line with its competition. Like most luxury marques, the Cadillac fold includes three distinct sizes of four-doors, but the brand’s all-American “supersize it” philosophy means each–smaller, mid-size, and large–is actually bigger than the corresponding entry from the competition. So while Caddy’s smallest CTS is closer in price to BMW’s 3-Series and Mercedes’ baby C-Class, it’s actually nearer to a 5-series or E-class in price, size and appointments. Likewise, the new STS competes on paper with the German mid-sizers, but in actuality is more akin to the 7-series or S-Class uber-sedans. Viewed in that light, Cadillacs become quite an excellent value.

Fuel economy may be this car’s Achilles Heel. We averaged 14.7 mpg in mixed driving. As usual, our real-world figure proved significantly less than the EPA’s 16 mpg city and 22 mpg highway estimates–but even smooth drivers achieving the official numbers will be spending a pretty penny at the pump. Without all-wheel-drive, the STS V8 gets 17/24 in the EPA’s book; the V6 actually does worse at 17/24.

Carrying a $67,575 pricetag loaded (us automotive journalists get the best of everything), the STS-4 V8 isn’t for everyone. The base model with a V8 is $20,000 less, and the V6 starts around $40,000, though. And still, any STS is thousands cheaper than German–or even Japanese–full-size luxury sedans. The Caddy can hold its own in most performance tests, and the ride is as comfy as a Cadillac’s should be. You feel like a king in this car–and with the STS’s sensual new styling, you look like royalty as well. All told, the STS is a winner–for once, buying American and buying a world-class sedan are not mutually-exclusive propositions.

It’s been going on for so long now–since 2003 at least–that it’s no longer news. Cadillac has reinvented itself; hot new CTS, SRX, XLR and STS models (some with that extra-sexy V-Series designation), with their creased-suit “Art & Science” styling and ‘Nurburgring-tuned’ suspensions, have brought the brand out of sales purgatory and into the new millenium.

The “Standard of the World” is no longer the standard for the Palm Beach set–and that’s good news for a brand that was losing market share as fast as octogenarians were dropping off the actuarial tables.

But can a brand remain healthy by dropping its core customer base entirely (even if those customers themselves are dropping like flies)? Customers themselves weren’t dropping the brand; thus the ‘landau roof & gold-kit-encrusted’ CTS V6s that still sell well in retiree-land. No; of course, Cadillac still has to serve their market, which begs the question of how exactly to do so while still keeping the ‘cool’ that has served it so well in the last couple years. Can you make a car suitable for people who consider golf strenuous exercise, and still retain street cred among the ‘extreme sports’ generation? How?

In the new DTS–the alphanumeric equivalent of the Deville Touring Sedan–Cadillac thinks it’s found the answer. It starts with a subtler, friendlier version of the same “Art & Science” origami-inspired design–and this actually works well. The ‘06 DTS could be the best-looking full-size Caddy since the forward-raked 1967 models–it’s sleek without sacrificing size; elegant yet still imposing. We were actually stopped by a few folks who wanted to comment on the car, none over age 50, all of whom had something kind to say about the new front end. And although the dominating grille and swept-back projector headlights are attractive, we’d still argue that the rear end, with its clean, upright design and new take on the signature blade taillights, is even more of an improvement. It’s no XLR, or even CTS, but the full-size DTS makes a good case for itself, in the visual department.

Which is why we expected such great things from the interior. After all, the comfortable confines of a full-size Caddy are why people buy a Deville (sorry, DTS). And while the 2006 DTS’ innards do qualify as a nice place to pass the time, Caddy did miss the boat (or land-yacht, as the case may be) in a couple of important ways here.

Most of our complaints center around the center console. There’s a huge storage cubby under the armrest here, which feels as if it’s attached to the floor with a couple of zip-ties–the shoddy feeling is disconcerting in a Cadillac. Further forward, the console shifter for the smooth-but-outdated 4-speed Hydramatic slushbox is almost ridiculously out of place; it’s so cheap and cheesy it looks and feels like something you’d find in a ‘98 Impala. Sure to cause rattles in the years before they break off entirely, we can only hope these were preproduction pieces that will be better secured–if not entirely redesigned–before the assembly lines hit full stride. If not, we can take some small consolation from the fact that the center console itself can be deleted as part of a no-cost six-passenger seating option–we’d recommend doing this if you don’t want your Caddy feeling used before you drive it off the lot.

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Otherwise, the confines of the Cadillac’s cockpit are as comfortable as can be. The seats are plush and pillowy, with some of the best leather in anything built stateside–there’s no bolstering to speak of here, but then again, there shouldn’t be. The controls and displays for the stereo and climate systems are the same excellent pieces found in the Solstice and other new GM products, and the wood paneling over it all feels real, solid, and expensive. The dashboard, with it’s jeweled analog clock in the center, is also a gorgeous piece. Switchgear is as good as the other high-end, new-for-06 GM products as well. Rear seating is even more expansive than in front, and although the headliner feels cheap, the 10-button multi-function steering wheel was a better place to invest in anyway. For the most part, in other words, the new DTS ranks among the worlds most comfortable cars–and that’s what’s important in this class.

Driving the DTS is less of a revelation. Of course, the trusty Northstar V8–with 291 horsepower in this “Performance” edition, as opposed to 275 in the base models–is torquey and fluid. Acceleration is thus more than adequate–from launch to tripe-digit cruising speeds, there is no shortage of thrust here. There’s also a healthy exhaust roar under heavy throttle; we like our V8-powered sleds to exhibit some machismo. But even with the Magnetic Ride Control’s variable shocks and supposedly tightened suspension, body lean is so prevalent that, blindfolded, you couldn’t tell the difference between the ‘06 and the ‘66. This doesn’t inspire much confidence on challenging roads; this car wasn’t meant to be driven fast, and thus doesn’t encourage such adolescent behavior. Instead, it’s a consummate cruiser–fabulous on the freeway, but not fun.

All told, this new DTS is much improved (although we’d still appreciate a RWD chassis someday), as many of GM’s newest products seem to be. Were you so inclined, you could draw some favorable comparisons here to, say, Mercedes’ S-class–much in the same way the Solstice is in some ways comparable to the SLK, or the H3 to the G-class. Of course, the DTS (and its GM ilk) would still lose such a comparison on many fronts–but not on what is perhaps the most important consideration: price. Like other GM offerings, the DTS starts to compete very well when cost is factored in; base price is only $41,900. For buyers on a budget, that bargain price still buys Cadillac prestige and presence. There’s a lot of car here, for not a lot of cash–and that counts for a lot.

Extra points if you’ve already pegged the reference. Back in the 1960s, Pontiac was known more for innovative high-performance than blandness and body cladding. The ‘64 GTO sparked Detroit’s muscle car wars; the near-unique Tri-Power 389-cid V8 was so popular it annoyed Chevy engineers enough so they had GM issue a corporate edict against multi-carb induction on anything but their beloved Corvette; and the ’70s saw the Endura bumper presage the look, if not the actual durability (or lack thereof) of today’s chromeless front ends. One Pontiac venture that didn’t make the all-time great list–although it was just as innovative, if not more–was the 1966 Lemans Sprint, spearheaded by none other than John Z. DeLorean.

In those heady days of ever-increasing V8 displacements, the Sprint motor, available only from Pontiac, was as different and unexpected as Laugh-In. With an overhead cam design, the 230-cid engine made 207 horsepower with the 4-barrel–and revved to 6,000 rpm. It made for a light, European-feeling drive–and helped cement Pontiac’s reputation as a forward-looking firm within the General Motors corporate behemoth.

Like that iconoclastic Sprint, the 2006 Pontiac G6 GTP coupe is in many ways unlike anything else the division offers–except maybe the Solstice. So much so that the first half-hour spent with the car was filled with disbelieving comments along the lines of “This is a Pontiac? You sure?”

First of all, it’s good looking inside and out. Shaking off the shackles of the G6 sedan’s rather pedestrian lines, the coupe gives a rakish, sporty appearance. A high beltline lends a somewhat sinister feel as well, and the subtle spoiler and chromed 18″ rims complete the go-fast look.

Body-color panels and chrome accents inside continue the theme as well, as does the slick dash and bolstered front seats. For upscale aficionados, there are leather seats with heat and driver’s power adjustments, a tilt/telescoping wheel, a good-sized one-touch sunroof, and a spine-thumping Monsoon stereo with XM Satellite radio. The center stack, with its new displays and controls, is simply excellent–although the cheapest plastic in the car can unfortunately be found here. Impressive as well are the materials used in the rest of the interior’s construction; they feel as good as anything in the price segment, and switchgear is modern, too. Adjustable pedals are a nice touch here as well. Rear seats are roomy, too, unless you’re over 6 feet and want to stay that way. Overall, the ambiance is classy yet sport-oriented; everything falls to hand, and feels like money as it does so.

Driving the G6 GTP is a revelation, especially if you’ve had seat time in the old Grand Am coupe. The all-new 3.9-liter V6 makes 240 horsepower and 245 ft-lbs. of torque, and runs quickly–sixty miles per hour should be reachable in under seven seconds. It feels powerful in a European way; less like a GTO than a 325. The shifter for our tester’s optional manual tranny was nowhere near as sloppy as expected (although still not BMW-slick; and the ’shift to Reverse to remove key’ feature stymied us for far too long). Everything is smooth–shifter, steering, pedals, motor–and the engine is just as happy at 1,750 in 6th gear at 60 mph as it is zipping to the redline. Even the ride is good enough for everyday use, although there’s decent grip, and handling is mainly confidence-inspiring. Mileage is decent for an everyday sporty car; at 18 mpg city and 26 highway, you could do worse. If anything, we’d ask GM to take out a little of the play in the steering wheel and dial out a little more understeer, but all told, this is an impressive effort from the ‘once and future’ Excitement Division.

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Although we haven’t driven the $22,000 base G6 GT, with its 201-horse 3.5-liter six, we have to praise this example of car czar Bob Lutz’s work. At the price–not released, but figure around $24,500 to start–the GTP coupe is a nice ride from both a luxury and a performance standpoint. It’s heartwarming for nostalgia-ridden folks like us to see yet another sporty two-door in the Indian’s lineup. Of course, those who got the title reference without the reminder will also remember that the OHC motor died an untimely death in a mere three years. Let us hope the same fate does not befall this G6.

It’ll be a long time coming, but sooner or later, the public at large will realize that GM really has screwed together some decent automobiles of late. The base Cobalt is a case in point–sure, its Cadavalier predecessor was so bad they had to drop the name altogether for the economy car’s replacement, but this new one is actually a competitive car.

And although Joe Consumer has yet to recognize the many good qualities of the Cobalt, GM hasn’t given up on it yet. In fact, they’ve proliferated the model line. Taking a page from Honda’s wildly successful Civic, which earned serious street cred by both being an excellent canvass for rice-rocket tuners and by offering straight-from-the-factory performance in the Si models, Chevy has unleashed an SS option for the Cobalt coupe.

SS, for the uninitiated, stands for “Super Sport,” and since the early 1960s the best & brightest Chevys have worn that badge. The Cobalt SS is one of a wave of SS models for 2006, including hotted-up versions of the TrailBlazer and redesigned Impala. From our time with this little screamer, we’d say this might well be the best of the bunch.

It all begins with a supercharged 2.2-liter Ecotec four, breathing out a hefty 205 horses. This is a wildcat of a motor; the boost gauge on the A-pillar might look gaudy, but the engine deserves it. Chevy says the package makes for a 6.1-second 0-60 time; we have no reason to doubt that. If you’ve driven a Neon SRT-4–or just read last month’s review–you’ll have a feeling for the driving experience. Otherwise, imagine a Civic on methamphetamines. And think fun.

It’d be a whole lot less fun, though, if the chassis and suspension weren’t up to the task, however. Fortunately, they are–this little car really does feel at home on the road course. A rigid superstructure is where it starts, upon which fat sway bars, stiffened springs and shocks, and 18″ rims with 215/45 rubber complete the deal. We did take it out on a track, and were impressed with its tracking, stability, and tossability. The layout is front-wheel-drive, so of course there’s some understeer to deal with, but at least the torque steer has been dialed out to an impressive degree. All told, this car would compete well with anything in its class, on the track or off.

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It’s also fun to look at–especially if you’re in this car’s under-30 demographic. Older drivers might find the tall spoiler and ground effects somewhat hokey, but the kids love that stuff these days. The round taillights do lend a bit of Corvette to the rear view, though, and the rims are slick enough to pass for aftermarket. The overall profile is wedge-shaped, which itself speaks to the Cobalt SS’s mission.

The interior has its share of joy too, with color-matched leather inserts in the seats and a thick, leather-wrapped steering wheel. The switchgear and controls are better than ever before, and everything is ergonomically placed for spirited driving. Perhaps most surprising is the amount of space inside, for both passengers and cargo–although the hatchback that you’d expect from the fastback shape is absent, meaning loading bulky items is hard if not impossible.

It’s also a lot of fun to get a good deal–and here the Cobalt SS shines. At $21,430 to start (without incentives…), and about $23,000 as tested, you get a lot of car for the money. For once, the hot hatch, import tuner, and general pocket-rocket segment has credible competition from Chevrolet. While Ford’s Focus SVT (now mourned since its 2004 passing) and Chrysler’s not-named-a-Neon SRT-4 have shown that Detroit can turn out a fiery & fun four-banger, Chevy previous efforts have been lackluster at best. No longer. Now, the purveyors of the Corvette and a multitude of capable yet somnolent SUVs, has given us a compact to be proud of. God bless America.