2009 Pontiac Vibe

The name suggests vibrator, but one look at this poorly re-bodied Corolla-cousin to the Toyota Matrix is likely to prevent anyone but the most hardcore red arrow-fetishist from getting off.

2009 Toyota Venza

You know what's great about the Toyota Venza? Yeah, neither do we. As much fun as the old angled-E-pillar Camry wagons were, Toyota decided to take the concept of a Camry wagon and cross it with ugly in order to make one of those famous "crossover" vehicles. Thanks for nothing.

2008 Chrysler Sebring Convertible

It took a keen eye, some serious hallucinogenic substances and a love of the George Foreman Grill to make the already fugly Chrysler Sebring even less fetching. Congrats to the Chrysler team for taking a car that distinguishes itself for lackluster performance and giving it a body to match. USA! USA!

2009 VW Routan

We're not sure what the conversation was like at Volkswagen HQ when they decided to rebadge a Dodge Minivan, but we imagine it's only slightly more interesting then the conversation where they decided to give it yet another preposterous and meaningless two-syllable name. What, did someone already own the rights to Asscrap?

2009 BMW X6

We have yet to drive the new BMW X6 SAV (Stupid Automotive Variation), so maybe it's a revolution in automotive design. Or maybe it's a $52,000 miscalculation that offers the convenience of neither a car or an SUV. Only time will tell.

Maybach 62 Landaulet

Although a concept, it's still the perfect ride for when you want to look like a million bucks because nothing says "kidnap my children" like a stretch, convertible Maybach. Rumor is they're going to build it. Oh geez.

2008 Ford Focus

Leave it to Ford to take a car we absolutely loved when it first debuted and slowly engineer everything we like out of the car. But it's got Ford SYNC technology so... you know... victory!

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Overall, I was pretty happy with Sync. The media functionality was superb and actually using the system while driving is very easy. The commenters are ripping on me for owning a Zune (and likely my taste in music, as well), but Sync worked wonders when paired with this device, and would work just as well with players from Apple, Creative, iRiver, Sandisk and so on. With the CD, AM/FM, Sirius, USB, auxiliary input and Bluetooth connectivity, the entire spectrum of media is covered and capable of being played through the Sync system. Unless you still favor cassettes. If so, you are free to cease reading now and return to devoting yourself full-time to getting hell out of 1995.

The phone functionality was pretty good, as well. Once you overcome the agony of getting it all set up—and I endured some significant agony—it works well. The option to receive and send (limited) text messages is a definite bonus, compared to other in-car systems. But as I have urged in my two previous installment, check out SyncMyRide.com to see if your cellphone is fully compatible, because that could be a big deciding factor in taking the plunge on this $400 option in Ford, Lincoln and Mercury vehicles.

The Sync did have a bit of a learning curve. I am a pretty technically savvy person, but I struggled through the unboxing and setup. Sync didn't have a similar feel to other consumer electronics or gadgets. The menu system and button-functionality took some time to get accustomed to; in the end, it was like learning an entirely new system. This threw me off because the vast majority of consumer electronics employ tried-and-true functionality that is in most cases easy to grasp without being forced to consult a manual (Sync has one, of course, and it's substantial, but when it comes to stuff like this, you want to play first and ask questions later).

The final word is that I would recommend the system. Once you get over the initial setup and learning curve hurdle, the Sync pays for itself in terms of convenience and functionality. Just be sure to first determine whether your gadgets are compatible.

Don't be intimidated by my unboxing yesterday. I approached the Sync the same way I would review any other kind of consumer electronics—and the way any ordinary human being would use a similar type of electronic doodad. Meaning: Play first, read later.

The first hurdle setting up Sync was determining the method of standard operations. It took me a little while to figure out the menu system for setting everything up. It's a tree-based menu system similar to how a computer file directory works, but until I determined that the OK and Phone button on the steering wheel acted almost as the forward and backward button throughout the tree menus, it was painful trying to navigate through and remember the menus, all while managing the total Sync setup. I would have preferred an entire computer integrated into my car. Learning new operational standards and systems is not something anybody likes to do.

As mentioned yesterday as well, consult SyncMyRide.com to determine just how capable your cellphone is when operating with the Sync. The majority of the setup video was me trying to get all of my contacts onto the Sync. Because my phone didn't support the entire address book push, it required me to manually send (over Bluetooth) each contact to Sync, a process that I repeatedly botched. Eventually I ended up just dialing the number I wanted to call directly on the number pad, an adequate workaround and a way to buy time until I could further investigate why the Sync wouldn't accept my Bluetooth contacts pushed individually.

Once the cellphone address book is established, then many other features can be utilized, such as voice commands when using the phone, along with other options.

On the plus side, the media set-up process was nearly flawless. A little menu tweaking was required to determine what source the Sync recognized as the input. In my case, I set it up as my Zune through the USB connection. But it can also be configured to receive music over Bluetooth and through the auxiliary input. I was also happy to learn that Sync is capable of playing DRM-restricted music for a select number of the many supported MP3 players—including the Zune and the iPod. This is an excellent in-car media system that became a pleasure to use after I began to memorize a lot of the voice commands.

Overall, I can't put all of the blame on set-up on the Sync—my cellphone caused some of the problems, because I doesn't support all features available on Sync. Stay tuned for part three in the series where I give the Sync a full-blown road test.

"I don't know why he wouldn't."

Suitability Parameters:
· Speed Merchants: No
· Fashion Victims: Yes
· Treehuggers: Yes
· Mack Daddies: No
· Tuner Crowd: Yes
· Hairdressers: Yes
· Penny Pinchers: No
· Euro Snobs: No
· Working Stiffs: No
· Technogeeks: Yes
· Poseurs: No
· Soccer Moms: No
· Nascar Dads: No
· Golfing Grandparents: No

Also Consider:
· Toyota Corolla
· Honda Civic
· Nissan Sentra
· Dodge Caliber
· Mazda3

Vitals:
· Manufacturer: Ford
· Model tested: Focus SES Coupe
· Model year: 2008
· Base Price: $16,075
· Price as Tested: $19,710
· Engine type: 2.0-liter I-4 DOHC
· Horsepower: 140 hp @ 6000 rpm
· Torque: 136 lb.-ft. @ 4250 rpm
· Redline: 6500
· Transmission: 5-speed manual
· Curb Weight: 2755 pounds
· LxWxH: 175 X 78.4 X 58.6
· Wheelbase: 102.9 inches
· Tires: P205/50R16 87H all season
· Drive type: Front-Wheel Drive
· 0 - 60 mph: 8.4 Seconds
· 1/4-mile: 16.4 seconds
· Fuel economy city/highway: 24/35
· NHTSA crash test rating: N/A

2008 Ford Focus Coupe, Part 1, Part 2

Acceleration: **
With that engine whine, it certainly sounds like it should be accelerating. However the other cars on the road moving past you tell a different story.

Braking: ***
The front disc and rear drum brakes provide adequate braking. Nothing special here and certainly nothing exciting. Although it's not like there's a lot of horses to have to reign in either.

Ride: ****
The teeth-chattering of the previous model was significantly diminished. Still not as smooth a ride as you'd hope for given the price, but better. Maybe Ford could disregard any upgrades to the suspension in favor of just making those bucket leather seats standard. Rear seat passengers however, would still be left on their own and with their own tooth repair bills.

Handling: ****
Just like the last Focus, the new one takes the corners quite well and without drama.

Gearbox: ****
The five-speed manual in the Focus is a smooth operator, easily sliding through gears. My assumption is a short-shifter will more than likely be the first option a buyer of the manny-tranny Focus will be picking up at their local aftermarket shop.

Audio/Video: ***
The up-optioned stereo of the test vehicle comes complete with Sirius radio and Sony speakers. Still, the volume wasn't loud enough to send my head swimming, so the target teen demographic's not going to be too happy with that. No DVD player option, but I'm sure there will be greedy aftermarketers ready to supply the boppers with LCD screens.

Toys: *****
Sync. Ambient lighting system. Sync. Heated seats. Sync. 'Nuff said. Wait...Sync, Sync, Sync, Sync, Sync.

Trunk: ****
Even without the seats down the trunk is large. With the seats down, it's ginormous. In fact it's so big I almost deduct a point because I realized it was probably why that rear-end sight line-destroying trunk-lid is so high. Instead, I'll deduct one point for the very clunky subwoofer housing that seems to take up way too much space.

Value: **
I don't think the base model Focus is worth the money — even if Sync's included in the SES trim and even if you consider it gets almost 35 MPG. But this may be one of those rare occasions where adding more options actually increases the value. Once you add the leather bucket seats for $695, the ambient lighting for $295, Sirius for $195 and heated seats for $115 — you've got a rather kitted-up car. The only problem is you've now got a car that's exceeding $18K and approaching $20K. That's a lot of money for the demographic Ford is targeting.

Overall: ***
Without Sync this car is overpriced and entirely unmemorable. With Sync, it's slightly more memorable — but requires such a hefty price in optional accessories it's difficult for me to find a demographic it's right for.

Related:
Jalopnik Reviews: 2008 Ford Focus Coupe, Part 1

Many of Ford's changes for 2008 target driving comfort and feel. Engineers talk up work they've done reducing NVH — noise, vibration and harshness on the Focus. More dampening foam and a new windshield have diminished wind and engine noise. In addition, a newly tuned suspension damps the teeth-rattling rumble of the previous model.

Likewise, there's not much drama in the driving experience. Even with the five-speed manual, the standard 2.0-liter four is about as exciting as a podiatrist's waiting room. I pined for the previous Focus ZX4's 2.3-liter that made a spry 151 hp. But Ford's left that engine behind for the new model, and with it any pretense of the Focus being a driver's car. One minor annoyance was a software-based rev holder that kicked in above 3,000 rpm, keeping engine speed artificially high. Something to do with smoothing out the engine's efficiency curve. That's not to say the new Focus drives poorly, just unremarkably. It's the same dependable front-wheel drive C170 compact platform that's held the chassis of the US Focus since 1927 — well, 1998.

So where's the real story? It's in driver interaction. From the first tug on the door handle, everything one touches is new. That continues to include the plush black leather seats with off-color cross-stitching and similarly leather wrapped steering wheel that came with our tester. It also encompasses the redesigned instrument panel with über-cool LED accent lighting. Controls feel substantial and perfectly placed — like the knobs on a music mixer. And those seats appear out of place in a car that starts at $14,695. Then again, the test vehicle was decked to the hilt, and stickered for an eye-popping $19,000.

But it's Ford's Sync system that gave our gadget- and toy-loving selves that funny feeling. For $395 you get what I believe is the Holy Grail of factory iPod/phone integration systems. To start — and bear with us if you've heard the spiel before — Sync lets you attach an iPod, Zune, MP3 player and even a thumb drive via the USB port, then manage the device via steering wheel controls or voice recognition. Voice recognition extends to mobile phones, which can pair via Bluetooth for hands-free calling and access to contacts. Text messages can be received and responded to using one of ten canned responses. Normally this type of system would be reserved for an automaker's most luxe-cars, then trickle down to its lesser models as its exclusivity waned. Instead Ford's instituting more of an egalitarian style of electronic wealth distribution.

My colleagues know I'm sometimes guilty of distracted driving. Sync certainly made getting through traffic easier, even if all I was doing was using the iPod steering wheel controls and the hands-free phone option. I'd have liked to become more acquainted with the other options but the system did take some time to get used to and required more than a few flip-throughs of the instruction manual. By the time I finally understood exactly how to use the feature to stream music via a WMA-enabled cell phone over the Bluetooth connection my time in the test car was already over. But, once I got the hang of it, I realized how badly I wanted a system like it.

And I kind of feel like that's Ford's story with the 2008 Focus — you'll overlook the dullness of driving for the excitement of the toys. I don't know if it's going to work on a large scale, but it's been working with bargain-basement brands like Scion for a while, and this is certainly a better system than anything on the aftermarket I've seen for them. In fact, I did wonder whether I'd be able to pry that Sync out of the Focus and take it with me.

Photo Credit: Sherry Kraft