I just don’t know if it should be “R”? I fondly remember the R Mustangs and always referred to them as “R Model” Mustangs myself, but the R branding as you have mentioned seems to have been soundly adopted by the Japanese. Mustangs aside, when I think of an R car, it’s the Acura R-Type or the Skyline GT-R. Or even worse some clapped-out Honda Civic with a body kit and R plastered nearly every place a Civic or Honda badge can be found.

Perhaps Ford could solidly claim “R” as its special performance identifier, it just doesn’t seem likely.

SVT was a fine name as well, but personally I’ve always liked SVO, Special Vehicle Operations just seemed to resonate in the same way Kelly Johnson’s “Skunks Works” did for Lockheed (as in this is some serious hardware, even though there has only been 1 SVO car).

My car had the full navigation system, and that means it had an iPod connector under the center armrest. It also had a 115-volt outlet in the back of the armrest to power laptop, phones, circular saws, blenders, and whatever else you might want to plug in. Unlike you, oh muscular and tall one, I was able to sit my 6-foot frame comfortably in the back seat as long as the seat ahead wasn’t all the way back. And, with my short (30-in) inseam, that meant I could sit behind myself, so to speak, easily.

To keep the price down from the $28,038 of my test car, I’d delete the $1,000 power sunroof and the $329 rear lip spoiler. That is one expensive Gurney flap rear spoiler, if you ask me… But, though I prefer manual transmissions, the dual clutch automatic gearbox is as wonderful as ever. It snaps off shifts quickly with little jerk or judder, and is part and parcel of the car’s exemplary fuel economy. I can see why people queue up to buy them, and VW dealers offer owners of nicely kept examples high numbers to buy them back so that can sell them to those who can’t wait.

The Accord? I was shocked by the blatant “thrifting” of the car, which had an unlined trunk; the car felt cheaper the closer you go to the rear bumper. Honda keeps this up and even the most devoted buyers will start wondering. The other part that shocked me? The Honda big-bore four-cylinder was much cobbier than the Camry motor, and I would never have guessed that, as Honda is best known for its silky fours. The smaller Civic motor still lives up to that reputation, but the bigger motor was a bit off. And though folks at places like Car and Driver wax poetic about Hondas, I found the front suspension right on the edge of being too harsh. It made the car feel responsive, but I didn’t think it appropriate for a big family sedan–and boy the Accord is a big car now. On California freeways the noise coming into the cabin from the front suspension was surprising.

The Malibu? Certainly the most entertaining of the group. Very nice steering inputs, good pedal weights, and a well-sorted suspension, including that roll couple Mr. Sawyer so loves to talk about. The next surprise? The Malibu engine is the first GM four-cylinder that doesn’t sound like it’s about to fly apart when you reach above 4,000 rpm. The transmission shifts were nicely damped, and the powertrain held gears nicely to redline, with very precise shifts. Interior materials were light years ahead of the crap GM used to put in cars–I recall driving an Impala in 2001 or so, and thinking it looked like a car for hauling prisoners from one Mexican prison to another. None of that now, though seams and final execution are not quite up to the impeccable standards of Toyota and Honda. But, one more generation and they might get there. Other failings on the Malibu? The back seat was a penalty box compared to the extra roomy seats in Camry and Accord. And the sweep of the A-pillar brought the roof a bit too close to my head, but I acknowledge I’m six three.

What else? Well, I really enjoyed the Malibu, but then I rotated into a Camry, and the difference was compelling. The Camry is quieter by several orders of magnitude, and feels much more solid. Not as entertaining to drive, and the Malibu would be better on a family vacation in the mountains, perhaps. But there’s clearly a reason why Camry sells in big numbers. And how many people look at family sedans for their spirited driving performance? Not many, I reckon.

GM has pulled itself together with this car, but needs to make one more huge leap. They should have had a car of this quality ten or even 15 years ago, when the Camry came into its own and blew away the former king, the Taurus.

Thing is, these cars are commodities, and purchase comes down to monthly payment, perceived reputation for quality, level of standard features, and which dealer is most convenient for service. If GM can shed a lot of labor costs in a bankruptcy, they can come back with the next-gen Malibu and more than put up a fight.

I call it Camry, then Accord, with Altima and Malibu right on the Honda’s bumper due to the blatant thrifting Honda is pursuing these days.

By building a turbo motor, Hyundai also ensures strong appeal with tuners and racers. Adapting turbos and superchargers to an existing naturally aspirated engine is never a good approach–you want the plumbing and related internal modifications like low-compression pistons handled by the factory. Hyundai has ensured that the engine compartment is properly plumbed to take a bigger turbo, or allow modification to the existing one. That means horsepower gains are cost-effective. The only threat is that the insurance industry will single out the car for its turbo.

Comparison with “Pony cars” doesn’t make much sense, really, though I guess it makes good headlines for magazines. The car is smaller and more wieldy, and the modern iterations of the Detroit Pony cars are positively massive, even if they are exceptionally good cars. This gives a rear-wheel drive option to people raised on Honda Civics and Altimas, and a more entertaining option to guys who are now tired of WRX and EVO. If the steering is improved as Chris has called for, the Hyundai will offer a much purer RWD experience, something the all-wheel drive cars can’t match.

I just turned in a Genesis V8 sedan, and drove the Genesis Coupe at a race track, and I think you will be surprised by how far Hyundai has come. (Reports on both to follow soon.) They aren’t perfect by any means, but the failings can be counted on the fingers of one hand, not by a supercomputer. Their biggest failings in many buyers’ eyes is that they carry the Hyundai badge. Perhaps they are moving faster than their image.

And we agree on energy policy. We have tremendous reserves in this country and on this continent that we refuse to go after. Hydrogen may work, but when? MIT’s new virus-powered batteries may work, but when? Solar? Have you been in the Upper Midwest in the winter? Those Great Lakes throw off a lot of water vapor that makes February darker than a politician’s heart. In the interim, drill!

Yes, I could have included the Asian SUVs you mention, and more. However, I’ve made a conscious decision to limit the comparisons to three as much for brevity’s sake as for sanity’s.

You’re probably right on the pickup truck. Though it would be a tough image barrier to crack, the fact is that the U.S. market is ripe for a new type of pickup for the semi-serious user. This is a truck enthusiast that doesn’t need to haul dry wall or hay. He wants to haul ass, and likes the image a truck encompasses. Chrysler had it right with its M80 concept, but got scared when it couldn’t meet the $16,000 price it had set for the vehicle. Dumb! I believe there is a market for a smaller pickup that has unparalleled style and swagger, is nonetheless friendly, and has some hauling capability. Think of what an American small/medium pickup done by Mini would be like and you are on the right track. Currently, Ford has the image and standing to do it best, but I’m not holding my breath.

Maybe we should ask our Detroit truck expert to weight in?