And then from the early 90s, it seemed that Ford, like its domestic competitors, was more of a truck company that made cars as a sideline. The Explorer was the franchise, and on the car side the Taurus was dethroned by import-brand competitors. When it came time for a third-generation Taurus, the car was noticeably larger an debuted under a new name, 500, although that nameplate was short-lived and quickly reverted to the familiar Taurus.

If Ford seemed more than a little confused with placement of its one-time star, such was not the case when the Fusion debuted for model year 2006. It was aimed directly at the Japanese-branded competition, with an economical four-cylinder engine (which the Taurus never had) as well as the familiar 3.0-liter “Duratec” V6, which had evolved considerably since its debut with the second-generation Taurus a decade before. In a class notable for non-notable styling, the Fusion’s chiseled lines stood out. With a well-developed chassis, it offered a positive driving experience in a class too notable for boring transportation appliances.

The Fusion was a success, and to keep momentum the second generation appeared as an early-release 2010 car earlier this year. Styling is bolder but immediately identifiable, with aerodynamic improvements that help increase fuel economy. The interior is likewise upgraded. Under the hood, the four-cylinder engine is new, larger at 2.5 liters (vs. 2.3) and more powerful. More power has also been found in the 3.0-liter V6, which can be run on E85 as well as regular unleaded gasoline. And in both, fuel economy has been improved. All transmissions, manual (with the four) and automatic, are now six-speeds. New safety technologies, including Ford’s radar-based Blind Spot Information System (BLIS™) with Cross Traffic Alert, are available.

The Fusion line has expanded beyond the core I4 and V6 models in S, SE, and SEL trim levels. There’s a hybrid, with a modified, Atkinson-cycle version of the 2.5 I4 and Ford’s series-parallel full-hybrid drivetrain, and there is the Fusion Sport, with the larger 263-hp 3.5-liter version of the V6.

But those will be stories for another time. I’ve just spent a week in a V6-powered SEL, enhanced with the comprehensive “Rapid Spec 302A” option package (BLIS, rearview camera, reverse sensing system, moonroof, and Sony audio system) and the Sport Appearance Package, which includes sport tires and suspension calibration in addition to cosmetics. As such, it was fully as good in every way as the competition from Japan or the US, with its own very distinctive character. It’s the American sedan for the American driver who has grown up in sporty, likely foreign-nameplate, cars and who would like to keep that sort of character. Besides being comfortable, reasonably quiet, and pleasant to drive, the 2010 V6 Fusion showed little thirst for gasoline, with an indicated 24 mpg average during its stay. Ford seems to be weathering the current economic woes better than most, and perhaps this is why: in building and selling cars successfully, good product is paramount. And the Fusion is more than merely good.

APPEARANCE: It’s bulked up a bit, but that’s the good bulk of healthy training, not flab. Built on the same 107.4-inch wheelbase as before, the new Fusion is at most only fractions of an inch larger in any given measurement. But it has more presence, with the bold three-slat grille and “power dome” hood dominating the front view, distinctive taillights with a hexagonal inset pattern at the rear, and simple but elegant lines to the sides. At the SEL trim level approach lights in the outside rear-view mirrors illuminate the ground near the front doors, a plus for convenience and safety at night.

COMFORT: No boredom inside! The new Fusion combines function and flair. All levels are well-appointed for their price; the SEL has heated power front seats, leather on the seating surfaces and steering wheel rim, a manually tilt- and telescope-adjustable steering wheel, dual-zone electronic climate control, Sirius satellite radio, and the Ford-Microsoft Sync™ electronics system among its standard feature set. Front seat comfort is good, and the electroluminescent gauges are easily read in all lighting conditions. There is even a useful trip computer with mileage, miles-to-empty, and timer controls. If, as in my test car, there is no navigation system, the backup camera display is in the inside rear-view mirror — where it is easier to see and integrate with regular vision. The Sony audio system that is part of the 302A option group has AM, FM, and Sirius radio reception, and a CD deck, with the auxiliary jack, a USB port, and a power point in the lower console box. Forward and front-quarter visibility is good. Wide C-pillars make use of the outside mirrors and the BLIS system Good Things. Front cabin storage includes the two-layer console, bottle holder/door pockets, a small covered storage bin in the center of the top of the dash, and a small coin/toll holder to the left of the steering wheel. Rear seat room is very good for the car’s size, with a moderate central tunnel allowing reasonable short-term comfort for a center passenger. The rear seatback is split 60/40 for extra luggage carrying ability, but the trunk is large enough that that should be a rarity.

SAFETY: To me, the best safety feature available in new Ford products is the BLIS with Cross Traffic system. It effectively warns the driver of a vehicle’s presence in the side blind spots by flashing a warning light in the appropriate side mirror. Unlike earlier systems, it’s radar-based, hidden beneath the plastic rear fascia panels. That also allows it to look to the sides as the car is backing out of a parking space - an otherwise dicey situation if between two large SUVs. Cars with the SYNC system and a paired Bluetooth phone have 911 Assist, automatic notification in the event of an airbag deployment, and Vehicle Health Report, which sends data back to Ford for analysis. The “SecuriCode™” keypad, a Ford exclusive for years now, allows the key to be stashed inside a locked car, a useful feature. Standard Fusion safety equipment includes four-wheel antilock disc brakes with stability and traction control systems, the SOS Post -Crash Alert System™, and the Personal Safety System™.

RIDE AND HANDLING: Although the Fusion’s basic chassis layout hasn’t changed, detail improvements have made a good car even better. It still has a transverse engine, front- or optional all-wheel drive, and fully-independent short-and-long arm front / multilink rear suspension. But the suspension geometry and spring and shock rates and stabilizer bars have been revised, and there is a new electric power assist steering system. Additionally, with the Appearance Package, you get a “sport tuned” suspension, meaning slightly firmer springs and shocks and 45-series V-rated sport tires on 18-inch alloy wheels. It’s more “sporty” than “sport”, only moderately firm but with reduced roll and better rubber for enjoyable driving — or the safety of quick accident avoidance. Improved soundproofing means near-luxury low interior noise levels.

PERFORMANCE: Ford’s 3.0-liter “Duratec” V6 is proven technology by now, but there’s still plenty of life in it. An aluminum alloy dual overhead cam V6 with four-valves per cylinder, it now makes 240 horsepower (at 6500 rpm) and 223 lb-ft of torque (at 4300 rpm) on unleaded regular gasoline, or 250 hp and 228 lb-ft on E85. That’s up from the previous 221 hp and 225 lb-ft, and it does that on less gasoline. EPA estimates are 1 mpg higher in the city, at 18, and 2 on the highway, at 27. With a mix of both, and mostly city and backroads, I got 24 — not bad at all. Some credit should go to the six-speed automatic. More speeds allow both lower low and higher high gears for improved acceleration and more economical cruising. There is a manual-shift mode, but there’s enough torque at nearly all engine speeds for manual shifting to be merely an amusement.

In November, BMW brand sold 90,383 units, an 11.1% increase compared to the same month last year. Meanwhile, Mercedes’ volume rose 19.1% to 88,600 units and Audi posted an 8.9% rise to 82,750. Audi, which is the top-selling premium brand in China, had its volume last month increased 101.9% to 16,503 cars.

From January to November, Audi has sold a company-record 139,872 cars in China, a 28.6% increase. BMW credits its November sales increase on strong demand for its Z4 roadster and 7 series upper-premium car. Z4’s November sales were up 149.3 percent to 1,760 compared with November 2008.

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That time has come. Now entering into the (Raging Bull) ring is the Lamborghini Gallardo LP560-4 Spyder, which is making its world debut at the 2008 Los Angeles auto show.

Like the coupe, the LP560-4 Spyder loses 44 lb and gets 200 cc added to its V-10 engine — a new, 5.2L aluminum unit with 552 hp, 398 lb-ft on tap. Mated to the updated engine is Lambo’s reprogrammed e.gear six-speed transmission that Lamborghini claims shifts 40% faster in the sportiest “corsa” mode. The improvements led to a claimed 0-to-62-mph time of 4.0 sec and a top speed of 201 mph for the LP560-4 Spyder according to the automaker. At the same time, Lamborghini points out that both fuel economy and CO2 emissions are substantially improved. The outgoing Gallardo Spyder achieved 10/15 mpg with the stick and 10/16 mpg with the e.gear, but the LP560-4 gets 12/20 with the stick and 13/20 with the e.gear. Impressive numbers for a supercar.

The LP560-4 Spyder’s brakes have been upgraded as well. The standard brake system consists of 14.4-in. vented discs with eight-piston Brembo calipers up front and 14.0-in. vented discs with four-piston calipers at the rear. If that’s not enough, Lamborghini offers a carbon-ceramic brake package consisting of monster 15.0-in. discs up front and 14.0-in. discs at rear.

One thing that hasn’t changed is the Spyder’s roof design. The Gallardo remains a softtop convertible. Its canvas top, available in four colors — black, blue, gray, and beige — opens or closes in just 20 sec, a remarkable contrast to the infamous afterthought top on the Murcielago Spyder. With the top down, the rear glass can be left up to serve as a wind deflector, or it can be folded independently with the top up. Rollover protection is provided via a pair of spring-loaded bars behind the seats that deploy within 250 msec if necessary. According to Lamborghini, the extra flexibility associated with the lack of a fixed roof is compensated for with structural elements within the frame designed to increase rigidity.

Standard features include dual side curtain airbags, dual-zone climate control, leather seats, HID headlights with LED driving lights, and a stereo with a USB input. Optional features include Bluetooth, a navigation system and a rearview camera. Also available are Alcantara-upholstered seats and various carbon trim options. Still no scissor doors though.

Lamborghini couldn’t have picked a more suitable of a place to launch its new drop-top model than Southern California, specifically at the 2008 Los Angeles International Auto Show. With supercar-friendly weather virtually year ’round, it’s little surprise that the area is a huge market for the Raging Bull. Earlier this year, the company announced it would be setting up its North American headquarters in Santa Monica and until recently, Southern California was home to the world’s number-one Lamborghini dealer, the now-closed Lamborghini of Orange County, which accounted for about 10% of Lambo’s global sales annually. Dealer drama aside, the 2009 Gallardo LP560-4 Spyder should start at around $220,000 when it goes on sale sometime next year.

First up is the Classic Car Club in Manhattan, New York. With a joining fee of $1,500 and a membership fee of $7,000 $10,500 annually, this clubs motto is All the fun, none of the hassle. This exotic car club even has been featured on VH1s Fabulous 40 in 2006. Another option to pay your membership fees to be in this exotic car club: Pay a one time lifetime membership fee of $55,000!

The club has more than two dozen exotic cars on hand, and they have a goal of 80 cars. Their collection has been called one of the nicest in New York, and some of the cars to their name include Porche, Lotus, Rolls Royce, and Ferrari. Most of the cars that this club has cannot be found anywhere else. There is no such thing as cheap replicas in this club.

The Exotic Car Country Club in Florida is famous for its large cash flow and love for classic and exotic cars. The membership fees range from $100,000 to $250,000, and monthly fees are from $1,600 to $1,800. The exotic car club will pick up and deliver a model, as long as you pay for delivery, the Exotic Car Country Club will pay for the return shipping. The club will deliver and pick up cars throughout the country, just dont keep them longer than three months.

The LuxShare Auto Club in Evansville, Indiana is one of the greatest exotic car clubs in the country. The city has an established Panoz dealership in Buxton Motorsports. The enrollment fee is $250 for this exotic car club, and the annual fee is $7,250 to $9,000 for premium membership status. Even though the club is fairly new, with only one Porsche Cayman S, the exotic car club needs to gain members to gain cars, and gain cars to gain members, so this great little exotic car club will gain momentum and power before you know it.

These are just three of the many exotic car clubs in the country, and each and every one is unique and has their own dynamite collection of cars. The fees vary depending on the clubs, but chances are pretty good that you can find an exotic car club that suits you perfectly.

The Mercedes S400 is equipped with a mild hybrid drive with an electrical engine which will function simultaneously as a “start-stop” starter generator and as a boost support. The new hybrid battery systems from Johnson Controls are designed for use in so-called “full hybrids” and are tested successfully under the toughest conditions. “We are delighted to be working together with Daimler on such an important project,” says Mary Ann Wright, the manager responsible from Johnson Controls-Saft. “We have worked very hard together to develop an excellent hybrid battery system.” Lithium-ion hybrid batteries will in future replace the nickel metal hydride batteries used in hybrid vehicles.

Johnson Controls-Saft is a joint venture of the world’s largest car battery manufacturer, Johnson Controls, with Saft, the French specialist for special batteries. The lithium-ion cells are manufactured in Nersac, France and are turned into batteries in Hanover, Germany, which have their own management systems.