Several years of economic hardship (and more than a few casualties) have left the auto industry cautious; the wild abandon that characterized auto shows past is long gone.  In its place, there’s a pragmatic realism–but for 2012, that realistic outlook is also optimistic.  In addition to the upcoming products that are useful refinements of existing vehicles, Detroit also saw the debut of some honest-to-goodness concept cars, showing that the industry may have scaled back on the wildest flights of fancy, but it hasn’t forgotten how to dream.

Chevrolet Code 130R:  Chevrolet showed a pair of sporty concept coupes designed to please the “next generation.”  In addition to the familiar Hot Wheels Camaro that’s been showed before, the Code 130R and Tru 140S are clean-sheet dream cars with one foot firmly grounded in reality.  The Code 130R is a high-roofed two-door coupe that’s almost retro thanks to distinct hood and trunk lines.  It’s rear-wheel drive, and powered by the 150-horsepower 1.4 liter turbocharged Ecotec four-cylinder engine that powers other compact Chevy products. In addition to its sporty look, this concept also features fuel-saving engine-shutoff technology.  Could they build it?  Yes.  Should they?  It would make an interesting counterpoint to cars like the Scion tC and Kia Forte Koup, but would ultimately probably have limited, HHR-like appeal.  In short, yes.

Chevrolet Tru 140S: The Tru 140S picks up the “affordable exotic” concept where Mitsubishi’s Eclipse left off, exhibiting a slickly drawn three-door body that’s very much unlike any Chevrolet you’re familiar with.  It’s sized like a compact sedan on the inside thanks the sharing the Cruze’s platform, and its 150-horse Ecotec turbocharged engine is good for 40mpg. The Tru 140S is a concept, but it looks close to road-ready–Chevy’s even gone so far as to include a heads-up display and Chevrolet MyLink infotainment.  Could they build it? Yes.  Should they?  If the lukewarm sales of the “affordable exotic” Eclipse are any indicator, the prognosis isn’t spectacular.

Volkswagen E-Bugster: Volkswagen showed a concept Beetle to go along with that car’s recent infusion of attitude.  The E-Bugster takes the classic California street rod look and applies it to the latest Beetle, with blanked-out rear windows, a lowered top and smooth flanks.  The E-Bugster’s still firmly grounded in the current automotive realities, however; it’s also fully electric, powered by a 114-horsepower electric motor with a lithium-ion battery.  The electric drivetrain will find its way into future Volkswagen products and has a range of about 100 miles.  Could they build it?  Yes.  Should they?  The electric drivetrain is more likely to find its way into a less overtly sporty vehicle.

smart for-us:  The urban jungle-bred smart fortwo expands its utility with the conceptual for-us.  This happy-faced concept car rides two inches higher than the fortwo it’s based on and adds a tiny pickup bed out back for carrying large items—especially a pair of Smart’s new electric bicycles.  The for-us is just as electrified as the bikes it’s designed to carry, as well, as it’s powered by smart’s second-generation electric-drive system.  The smart ebike is headed for production as well, and include disc brakes and a USB connector for MP3 players.  The for-us has a docking station in its cargo bed that charges the bikes, which have a 60-mile range on batteries alone.  Could they build it?  Not as extravagantly as the concept.  Should they?  Smart already appeals to a miniscule slice of the market; the number of folks truly ready to buy a smart-camino is probably less than a thousand.

Acura ILX Sedan:  Though the youthful Integra and RSX practically made the brand, Acura hasn’t had a sporty, entry-level model for quite some time.  The all-new, Civic-based ILX, which debuted in concept form in Detroit, hopes to address this concern.  Entering the lineup below the TSX, the ILX Concept offers the brand’s signature styling, high technology and will offer Acura’s first hybrid-electric powertrain when a production version goes on sale this spring.  The 2.0 liter, 2.4 liter and 1.5 liter hybrid powerplants are shared with the Civic.

Acura NSX Concept: Acura’s hinted, teased and withdrawn the idea of a new NSX supercar so many times now that it’s hard to believe they’re serious. Acura says that this one’s the real deal, though, and not only is it going into production in a year or three, but it’ll also be developed and built in Ohio.  Technical details are scanty, but a mid-engine V6 like the last NSX (which departed in 2005) is likely.  Acura also suggested that a production NSX would utilize the brand’s Super-Handling All-Wheel Drive system as well as electric motors to boost horsepower, making the upcoming NSX a hybrid sports car.

Lexus LF-FC:  At a glance, Lexus’ LF-FC concept looks like standard dream-car fare, with a voluptuous 2+2 grand touring coupe body, a glass roof and hints of future Lexus designs in its curves.  The LF-FC also embodies concepts for a greener future, though; this high-luxury, high-performance vehicle has been designed to utilize an advanced hybrid-electric system.  Lexus announced no plans, but the brand’s expertise in producing luxury hybrids makes the LF-FC a dream that could some day be attainable.  Could they build it?  Probably.  Should they? If it were my car company, I’d wait and see how the Fisker Karma fares first.

2013 Ford Fusion:  Ford unveiled an all-new Fusion mid-size sedan in Detroit.  The complete redesign picks up some of the styling cues of the new Focus and Fiesta.  It also happens to look a lot like a miniature Aston Martin, though this is perhaps merely a coincidence. Three new engines are offered:  1.6 and 2.0 liter four-cylinders with Ford’s EcoBoost turbocharging system, and a new Fusion Hybrid whose new lithium-ion batteries help to improve its fuel economy to 47 city/44 highway. As with the Taurus before it, Ford has boosted the technology quotient as well, adding an automatic start-stop system, available adaptive cruise control, lane-keeping technology, blind spot notification and an active parking assist.

2013 Dodge Dart:  Dodge hopes to follow in the footsteps of Chevrolet, whose subcompact lineup recently underwent a name change in the process of morphing from also-ran to contender.  Dodge’s new Dart has one advantage that the Chevy Cruze doesn’t; a familiar and classic nameplate. The all-new Dart’s nothing like the last one, sold in 1976. Dodge’s new subcompact has Alfa Romeo DNA, and a choice of four-cylinder engines ranging from 160 to 184 horsepower.  Six-speed manual and automatic transmissions are offered.  A premium has been placeed on customization, with numerous options and even a reconfigurable instrument panel.  Dodge announced an MSRP of $15,995 when the Dart goes on sale later this year.

Audi Q3 Vail: Audi’s upcoming compact crossover got the special-edition treatment, showing up in unique “Vail” trim and ready to tackle the ski slopes, or at least the roads leading to the lodge.  The 314-horsepower Q3 Vail is a crossover vehicle that’s gotten SUV treatment, with big off-road tires on twenty-inch wheels and a two-tone body. The grille and headlights are surrounded by unique trim, while an aluminum skid plate protects the drivetrain.  The roof racks are designed to carry skis and snowboards.  It was a shame that there wasn’t any snow in Detroit, because the Q3 Vail is more than ready for it.

Bentley Continental V8:  No one’s ever going to accuse Bentley of being sensible or reasonable, but that hasn’t stopped the brand from considering fuel economy.  In fact, the British manufacturer’s latest Continental V8 features a forty-percent improvement in economy and emissions.  A new 4.0 liter twin-turbo V8 is at the heart of the upgrade.  Direct-injection fuel delivery and a cylinder shutoff provide improved efficiency while keeping the output at a more-than-respectable 500 horsepower.  An eight-speed automatic transmission is standard.  The Continental V8 joins the 6.0 liter Continental in GT and GTC form later this year.

2013 Cadillac ATS:  Slotting into the lineup below the CTS, Cadillac’s new small sedan breaks tradition from past compact Cadillacs in that it doesn’t look like a cheap imitation of its larger siblings.  The lightweight ATS has been developed for entertaining performance.  Three engines are offered: a 2.0 liter turbocharged four-cylinder producing 270 horsepower, a 2.5 liter four with 200, and Cadillac’s powerful 3.6 liter V6 with 320 horses.  All three engines use direct-injection fuel delivery and six-speed transmissions in manual and automatic flavors.  Inside, a simplified center stack is in keeping with the minimalist styling.  Cool details like illuminated door handles, real wood and carbon fiber trim and ambient interior lighting give the ATS luxury credibility.

2013 Hyundai Veloster Turbo:  Hyundai’s quirky new Veloster is still wet behind the ears, but it’s never too soon to pick up some street cred.  To that end, the wraps were pulled off of a turbocharged version.  The little front-wheel drive coupe’s light weight should serve it well with a 201 horsepower 1.6 liter direct-injection four-cylinder under the hood.  It’s over two hundred pounds lighter than the Volkswagen GTI, and the Veloster Turbo will still return 38mpg on the freeway.  To appeal to the sport-compact crowd, the Veloster Turbo will be available with cutting-edge matte paint.

2012 MINI Roadster: After the recent debut of the sporty, two-seat MINI Coupe (not to be confused with the traditional MINI Cooper), the Roadster can’t be much of a surprise.  The brand that helped to redefine automotive fun drives into the two-seat roadster arena with a funky, chunky face and MINI’s signature personalization features.  Powertrain-wise, the MINI Roadster is available in base, Cooper S and John Cooper Works models, producing 121, 181 and 208 horsepower respectively. Six-speed manual and automatic transmissions are offered.  Stability control and electronic power steering are also standard, and the curious aerodynamics of the stubby body are offset by a retractable spoiler.

2012 Porsche 911 Carrera Cabriolet:  Porsche was also thinking topless in spite of the wintry weather, and unveiled the latest soft-top 911 Carrera.  132 pounds lighter than the previous version, the new 911 Carerra Cabriolet also features a flexible roof that neatly matches the hardtop’s roof line when it’s closed.  0-60 comes up in 4.4 seconds in the 350-horsepower Carrera, and 4.1 in the 400-horse Carrera S.  Pricing starts at $93,700 for the Carrera and $103,800 for the Carrera S.

2012 Volkswagen Jetta Hybrid:  Volkswagen’s traditionally gone with diesel when it comes to alternative-fuel vehicles, but have no fear; the hybrid Jetta doesn’t replace the much-loved Jetta TDI.  The Jetta Hybrid does stand out with a seven-speed dual-clutch transmission and a compact 1.4 liter turbocharged engine that produces 150 horsepower.  A 20-kW electric motor adds another 27 horses.  Thanks to the lightweight engine and transmission, the Jetta Hybrid is within 250 pounds of the standard version’s curb weight, so performance should not be dramatically affected.  Stop-start technology and an aggressive “coasting” mode shut the engine down whenever it’s not needed for additional fuel savings.

2013 Buick Encore:  Buick continues to flesh out its lineup of affordable luxury vehicles with the new Encore.  The name’s slightly misleading, because the Encore’s rather unique.  Rather than waiting for BMW and Audi to bring their small crossovers to North America, Buick’s aiming to get there first.  The diminutive Encore is a five-seater with a high driving position and over 18 cubic feet of space behind the rear seats.  A 1.4 liter four-cylinder engine provides power and transmits it to the road via a six-speed automatic transmission.  Buick’s signature elegant styling ensures that the Encore won’t be mistaken for anything else.

2012 Toyota Prius c:  Last year, Toyota introduced a slightly larger Prius; this year, the hybrid brand is going a bit smaller.  The “c” stands for “city,” and the Prius c is sized to be a competent urban commuter.  It’ll be one of the lowest-priced hybrids on the market, with an MSRP of under $19,000, and its compact size enables it to use a smaller gasoline engine than that of its big brothers.  A 1.5 liter four-cylinder is coupled with a 45kW electric motor for a total system output of 99 horsepower.  Fuel economy is rated at 53/46.  The Prius c goes on sale this spring.

Toyota NS-4 Concept: Toyota’s flights of fancy are all about hybrids these days, but the NS-4 is not as far-out as it looks.  This design and technology exercise is Toyota’s vision of a mid-sized plug-in hybrid for 2015.  The Hybrid Synergy Drive is lighter and has better range than the version currently in production, and charge times have also been reduced.  Anti-fogging, anti-UV glass is used to improve visibility and comfort.  Other safety features include a blind spot monitor, pedestrian-collision friendly hood, lane departure warning, adaptive headlights and a smartphone-inspired touch screen console.  Sounds familiar, doesn’t it?  Ultimately the most significant thing about the NS-4 is what it suggests about Toyota’s future styling direction.  Could they build it?  Yes.  Should they?  Toyota could do worse than to let the Camry evolve into this.

Lincoln MKZ concept:  There’s a new Lincoln MKZ on the way shortly, and Lincoln showed off a conceptual version of its new design in Detroit.  The styling of Lincoln’s forgettable entry-level sedan has gotten a lot more distinctive, thanks to a new split-wing grille that’s sized just right to avoid looking like a beak.  The MKZ looks long and low, two things Lincoln has always done well, and a panoramic roof brings the sun inside.  MyLincoln Touch is accessed via an eight-inch touch screen on the console, and rear poplar wood gives the MKZ Concept’s interior a warm feeling.  Could they build it?  Absolutely; it’s in the plans.  Should they?  Yes.

2013 Mercedes-Benz E400 Hybrid:  Mercedes adds a new dimension to the versatile E-Class for 2012 with the introduction of the lineup’s first hybrid.  With its 302-horsepower direct-injection V6 supplemented by a 27-hp electric motor, the E400 Hybrid returns 24/31 fuel economy.  That’s respectable enough, but like Mercedes’ BlueTEC diesel models, the real fun starts when you consider the electric motor’s 184 pound-feet of torque.  The E400′s combined torque is almost 400 foot-pounds, and that’s some serious grunt.  Additionally, a “sail” function allows the gasoline engine to shut off at freeway speeds, letting the electric motors take over when acceleration isn’t needed.  The lithium-ion battery pack is integrated seamlessly into the vehicle with no impact on interior room, making the E400 a “secret” hybrid.  It’ll be available in the second half of 2012.

There’ll be a second post about some of the other debuts, including the 2013 Audi A4 allroad and RS 5, the 2012 BMW 3-Series, 2012 Fiat 500 Abarth, 2012 Honda Accord Coupe concept, the Nissan Pathfinder Concept and eNV200, the Maserati Kubang concept, the Chrysler 700C concept, Tata eMo, and Infiniti Etherea.

The Corolla makes no apologies for being a driving appliance, though, and it doesn’t need to.  The sturdy, reliable Corolla is the Maytag of automotive appliances not matter what color it is, with a well-deserved reputation for drama-free ownership.  For 2012, the Corolla is largely unchanged after its 2011 refreshing.  Toyota’s added a  few features to the standard-equipment list and improved the sound systems, and left everything else be.

A facelift in 2011 brought Toyota’s latest family face to the Corolla, with the effect that it looks like a seven-eighths scale Camry.  A large grille and sharply angled headlamp units dominate the front end, while the chunky body and stubby tail conspire to make the Corolla look very…Toyota.  The Corolla is more substantial at curbside than the Honda Civic or Ford Focus, and the rear is dressed up slightly by Camry-esque taillights and a lower valance with a sporty black panel.  The single exhaust and standard fifteen-inch wheels are ample evidence that the Corolla’s mission in life is not all-out performance, though.

The Corolla’s interior is simple without feeling cheap or poorly-built.  The straightforward instrumetn panel is easy to acclimate to, and all of the touchpoints are finished in feel-good materials.  Inexpensive vehicles always run the risk of feeling like rental cars; the Corolla feels like a very nice rental, at least.  A satiny surround for the center stack provides a handsome, finished look but that’s about the only significant concession to style. Convenience features include a dual glovebox, power windows and locks, and a keyless entry.  Bluetooth connectivity is available.  Available options include a moonroof, a navigation system with a six-inch touch screen, and Toyota’s new Entune infotainment system which synchronizes with smartphones and other electronic devices to open up a wide range of entertainment.

A tallish seating position, responsive electronic power steering and compact dimensions make the Corolla easy to pilot around town, too.  The MacPherson strut front, torsion beam rear suspension conducts its business without drama; this setup has served the Corolla well for years, and what it lacks in cutting-edge sophistication it more than makes up for in transparent operation.  Enter a turn too quickly and the Corolla understeers predictably and without losing its composure:  stability control and traction control are standard on all Corollas, as are anti-lock brakes.  The ride is a bit harsher on the freeway, and there’s a moderate amount of road noise.  The Chevrolet Cruze is arguably quieter, but it’s also new to the market, lacking the Corolla nameplate’s four decades of familiarity.  If you’re expecting a stable and confident front-drive subcompact, the Corolla hits all of the targets.

As a frugal commuter, the Corolla absolutely excels–not a surprise considering that’s what it’s designed to be.  Power is provided by a 1.8 liter DOHC four-cylinder, and the 132 horsepower is nicely suited to this car’s size.   Variable valve timing on both the intake and exhaust ensures that power delivery is smooth.  Not too fast or too slow, Toyota’s subcompact Goldilocks is just right.  The four-speed automatic transmission is also just about perfect, putting the power to the road seamlessly and helping the Corolla to return 34 miles per gallon on the freeway.  There’s enough passing power to keep up with freeway traffic.  A five-speed manual transmission is also available.

It’s not flashy, and frankly it’s not supposed to be.  The Toyota Corolla’s noble mission in life is to get you where you’re going as efficiently as possible and without making a fuss out of anything, and that’s a respectable automotive goal no matter what the Corvette fans and monster-truck lovers say.  The Corolla is composed without being complacent.  Corolla pricing starts at just under $16,000.  The uplevel LE adds a few standard amenities and comes in at $17,300.  My tester  was equipped with satellite radio, sixteen-inch alloy wheels and a moonroof, and stickered for $20,485.

All specs are for the 2012 Toyota Corolla LE.
Length:  180.0 in.
Width:  69.4 in.
Height:      57.7 in.
Wheelbase:  102.4 in.
Curb weight:   2800 lb.
Cargo space:   12.3 cu.ft.
Base price:  $17,300
Price as tested:  $20,485
Engine:   1.8 liter DOHC inline four-cylinder
Drivetrain:  four-speed automatic transmission, front-wheel drive
Horsepower:   132 @ 6000
Torque:  128 @ 4400
Fuel capacity:  13.2 gal.
Est. mileage:   26/34

With its new, smooth lines, the Grand Cherokee doesn’t look “Trail Rated,” but it’s still a capable off-roader.  Jeep has combined on-road stability and off-road ability into a single package, and improved the Grand Cherokee’s safety, luxury and styling at the same time.  New, more efficient engines, a terrain-management system similar to Land Rover’s and an new air suspension round out the package.

The new Grand Cherokee is like a ‘tooned version of the previous vehicle, thanks to an almost obsessive amount of attention paid to aerodynamics.  It’s visually smaller and smoother, with styling hallmarks like the seven-slot grille, round headlamps and trapezoidal fender openings exaggerated.  It’s all new, but instantly recognizable.  The front bumper’s lower fascia is removable for improved approach angles and can be replaced for freeway travel.   The Grand Cherokee is also longer and wider than its predecessor, a fact that is largely disguised by the new design.  Interior room has benefitted accordingly.

The Grand Cherokee Limited is clearly aware that its price tag puts it in Land Rover territory, and its new interior is trimmed accordingly.  The interior is handsome and follows the recent multi-toned style established by the Ram pickups, with dark-colored upper dash sections separated from a lighter underside by chrome and wood trim.  The materials have evolved toward the elegant end of the spectrum.  The Command-View dual-pane sunroof is available, exposing the handsome interior to direct sunlight.

Combining utility and luxury, the 35.1 cubic-foot cargo area is chrome-lined and equipped with cargo hooks, a removable flashlight, storage bins for dirty gear and an available power tailgate.

The base Grand Cherokee gets an all-new engine.  With fuel economy becoming one of the biggest concerns of SUV buyers, Jeep has taken steps to improve the Grand Cherokee’s efficiency, with a new 3.6 liter V6 as standard equipment.  This flex-fuel engine is a DOHC unit with a die-cast aluminum block for reduced weight and variable valve timing.   The Grand Cherokee is a bit large for the 290 horses the V6 puts out, however; it gets up to speed decently enough but there’s not much power to spare.   The tradeoff is slightly improved fuel economy compared to the V8 version and very docile manners around town.  A five-speed automatic transmission is standard, and the V6 Grand Cherokee will tow up to 5000 pounds.  A V8-powered Grand Cherokee is still available as well, with a 360-horse 5.7 liter V8 and the fuel-saving Multi-Displacement System (MDS).  With the big engine, towing ability goes up to 7400 pounds.

It’s common for Jeep to offer a choice of four-wheel drive systems, and the new Grand Cherokee continues that tradition.  A full-time four-wheel drive system with a single-speed transfer case is standard on the Quadra-Trac I system, while Quadra-Trac II provides instant torque transfer to mitigate tire slippage.  The top-of-the-line Quadra-Drive system adds a rear limited-slip differential.

The Grand Cherokee has a fully independent suspension front and rear, with short and long arms up front, a multi-link rear and coil springs at all four corners.  The big news for off-road applications is the new Quadra-Lift air suspension.  This adjustable air suspension offers five ride-height modes that enable better aerodynamics on the freeway or the ability to step gently over tall obstacles off-road.  Air springs at all four corners enable the Grand Cherokee to vary its ground clearance by just over four inches.  Considering the cost of an aftermarket four-inch suspension lift, the Quadra-Lift system will answer the prayers of a few weekend off-roaders.  Additionally, the Select Terrain system modulates engine, brake throttle and transfer case activity to cope with a variety of different road (and off-road) surfaces.  Jeep even offers an “All-Weather” package for extreme weather conditions, which adds Select Terrain, a two-speed transfer case, engine block heater, remote starts and snow-resistant slush mats for the interior.

Back in the ‘burbs, available driver aids like a blind-spot monitoring system and a forward collision warning make dealing with one’s fellow commuters a bit less stressful.  Great care has been taken in the construction of the Grand Cherokee’s body to provide a solid and silent ride.  Driving the Grand Cherokee on pavement involves a lot less head-tossing than it once did.

This is a competent, confident and capable vehicle, but is it lacking a personality?  Grand Cherokees have many faithful and loyal owners, though I’ve always found the other members of the Jeep family–including the Commander–to be more lovable.  The ovoid Grand Cherokee is perhaps too citified for my taste.  I’d rather a Jeep was a Jeep, and not quite housebroken. That said, there’s nothing wrong with knowing your manners.  Refinement is never a bad thing. Pricing for the Grand Cherokee starts at $30,995 for two-wheel drive and $32,995 with four-wheel drive.  To roll with the Range Rovers, opt for the $38,820 Grand Cherokee Limited.  My test vehicle was a V6-powered Grand Cherokee Limited with a leather interior, power tailgate, Quadra-Lift suspension, navigation system and Sirius satellite radio, and stickered for $43,500.

All specifications are for the 2011 Jeep Grand Cherokee

Length:  189.8 in.
Width:  84.8 in.
Height:      69.4 in.
Wheelbase:  114.8 in.
Curb weight:   4850 lb.
Cargo space:   35.1 cu.ft. (seats up); 68.7 cu.ft. (seats folded)
Towing capacity:  5000 lb.
Base price:
Engine:   3.6 liter DOHC V6
Drivetrain:  five-speed automatic transmission, four-wheel drive
Horsepower: 290 @ 6400
Torque:  260 @ 4800
Fuel capacity:  24.6 gal.
Est. mileage:   16/22

As the Frontier has become a mini-Titan, so the Pathfinder is now a mini-Armada.  The familial resemblance isn’t accidental; underpinning the Pathfinder is a version of Nissan’s strong truck platform, making this mid-size SUV a direct descendant of the tough Titan pickup and Armada full-size sport-ute.  The tougher platform marks a return to the Pathfinder’s roots; long before the SUV craze hit, the Pathfinder was crawling down gnarly trails and making a name for itself.  Subsequent years softened the truck up, but the ’05 model is keen to remind you that its name is more than just hype.

Pathfinder fans won’t recognize the new truck at first.  The return to body-on-frame construction results in a longer wheelbase, resulting in a smoother ride.  The old anonymous (and dated) Pathfinder styling is gone, replaced by a boxy truck that looks like it’s ready to tackle any off-road task.  Short overhangs front and rear improve off-road performance.  The distinctively brick-shaped front end is aggressive and looks like nothing else on the road–except of course for the Armada and Titan, who share versions of the Pathfinder’s angular chrome grille.  There’s a tweak at the C-pillar, similar to that found in the Armada, and the Pathfinder retains its signature hidden rear door handles.  The rear window is rounded at the edges, almost oval-shaped, for an interesting touch.

It’s larger on the inside, too.  The Pathfinder gets a third-row seat with room for real human beings.  Like most seven-passenger mid-sizers, it’s best saved for children, but the extra capacity will prove helpful for suburban shuttling.  Although rear passengers are shorted on legroom a bit, the Pathfinder is big inside.  The interior is handsome, with a dashboard that’s more functional than fashionable.  Adjustable pedals are available.  Rugged cloth covers the comfortable seats, and leather is available, as is wood trim to dress up the utilitarian look.  The Pathfinder sports a double-decker glovebox; an MP3-capable sound system and rear-seat air conditioning are also available.  The third-row seats fold with a single lever, and the cargo area is free of carpet to facilitate carrying dirty or wet items.  Tough cargo tie-down handles and a storage cubby under the second-row seat are handy for camping trips or road trips.  We liked the easy-to-use split tailgate as well.

Sound and fury are also improved, and the power and noise from the 4.0 liter V6 are grin-inducing.  The V6 is shared with the Frontier, and the Pathfinder has a 6000-lb towing capacity.  Remember when most pickup trucks couldn’t tow that much?  The secret is the Pathfinder’s 270 horsepower and 291 foot-pounds of torque.  The Pathfinder’s engine is related to the 3.5 V6 found in the sporty 350Z, but it’s been retuned and beefed-up for use in the trucks.  Electronic throttle control and continuously variable valve timing ensure smooth power delivery, and improve fuel economy as well.  On the road, there’s plenty of power at the slightest prod of the pedal, and the Pathfinder doesn’t suffer from the twitchy throttle that plagued the last Frontier we drove.  The standard five-speed automatic transmission is a smooth shifter.  On four-wheel drive models, an electronic transfer case with a low range is standard.

The Pathfinder handles the road well, whether it’s paved or gravel.  The suspension is fully independent, with sophisticated double-wishbone construction rather than the crude solid axle found in many trucks.  Hill descent control, four-wheel limited slip differentials and Rancho off-road shocks add off-road ability (the latter are available on the SE Off-Road model); on pavement, Nissan’s Vehicle Dynamic Control stability control takes over.  The ride is “trucky” and firm, thanks to the body-on-frame construction, but it’s only noticeable as a bit of up-and-down looseness in the tail when the Pathfinder is heavily loaded.  Off-pavement and on dirt or gravel, the Pathfinder is confident and tracks like a sports car compared to more softly-sprung sport-utes like Chevy TrailBlazer or Jeep Grand Cherokee.  The brakes are good as well.  Side and side-curtain airbags are available.

Accessories for the Pathfinder underscore its rugged mission in life.  Nissan adds running boards, roof racks, fog lamps, tow hooks and a carpet-free cargo area to all but the most basic Pathfinders.  Our SE Off-Road model was only a two-wheel drive, but featured a plethora of skid plates, rear air conditioning and Rancho off-road shocks.    Pathfinder pricing starts at $24,900 for the base model and goes up to $35,000 for a top-of-the-line 4×4 LE.  Our test truck was a mid-range Pathfinder SE with the Off-Road package, and stickered for $32,410.  That put it below the price of a similarly equipped Ford Explorer or Jeep Grand Cherokee, which made it an attractive prospect.

Specifications:
All specs are for the 2005 Nissan Pathfinder SE Off-Road, which we tested.
Length:         187.6 in.
Width:            72.8 in.
Height:            72.9
Wheelbase:        112.2 in.
Curb weight:        4488 lb.
Cargo space:        16.5 cu.ft. (seats up); 79.2 cu.ft. (all seats folded)
Base price:        $28,450
Price as tested:        $32,410
Engine:         4.0 liter DOHC V6
Drivetrain:         five-speed automatic, rear-wheel drive
Horsepower:         270 @ 5600
Torque:         291 @ 4000
Fuel capacity:        21.1 gal.
Est. mileage:        16/23

Looking like an avant-garde refrigerator (and not in a bad way), the LR3 replaces the Discovery in Land Rover’s U.S. lineup.  Overseas, it’s still called the Discovery, but apparently Land Rover’s U.S. arm preferred the technical sound of the alphanumeric name.  This all new mid-size sport-ute is a true seven-seater, and ditches the Discovery’s solid axles in favor of a smoother-riding independent suspension.  Don’t worry, though, Land Rover isn’t going soft on us.  The LR3 just might be more capable off-road than its rugged predecessor, and it could take days to describe each and every feature of this Swiss Army truck.  We’ll just hit the highlights.

The design is striking, and is likely to polarize buyers. It’s functional in a way that goes beyond “modern” or “retro.”  It doesn’t look new or old, it just looks…”Land Rover.”  We like the asymmetry of it—the tailgate is lopsided, and the engine vent on the front fender is only on one side.  It’s a very smooth design, with tight shutlines and flush glass and detailing, as if the LR3 has been carved from a single massive ingot of aluminum.  Side marker lights are delineated by character lines and look as though they were slotted into place rather than stuck on.  The tall, boxy design is reminiscent of the vehicle this truck replaces, of course, as is the stepped roof design which gives rear-seat passengers additional headroom.  Swiveling headlamps are also used, improving nighttime visibility.

The interior is superficially more spacious than before.  There are three, count ‘em, three sunroofs up above, and a cliff-like dash with quite a lot of buttons on it.  True to Land Rover’s typically confusing control layout, it took us a few tries to turn the rear windshield wiper off.  Unlike the Discovery, the LR3 is a true seven-seater, with third-row seats that will fit full-sized adults.  They’ll have to climb a little to get back there, however.  When not in use, the rear seats fold flat into the floor.  Seating for all passengers is upright and up high.  We also like Land Rover’s thick oval-section steering wheels, which are some of the most comfortable in the industry.  Tucked away down where you won’t notice them are additional dust seals on the doors that prevent crud from finding its way inside when the LR3 is off in the boonies.  Amenities inside include dual-zone climate control, a 300-watt, 14-speaker harman/kardon sound system, and an available touch-screen navigation system.

The Jaguar-based 4.4 liter V8 engine is torquey and geared for off-roading.  It’s pretty nice on pavement, too.  The all-aluminum DOHC powerplant produces 300 horsepower, and has been modified from its sports sedan origins with additional displacement and a healthy dose of waterproofing (the LR3 can ford up to 24 inches of water).  The engine’s oiling capacity has also been changed to accommodate operation at a variety of vehicle angles.  A six-speed automatic is standard equipment, and has a selectable, “manumatic” mode called “Command Shift” that works like most manumatics do.  The LR3 shifts smoothly  Four-wheel drive is provided by means of a dual-range electronic transfer case with a locking center differential, equipment that’s pretty much required for serious off-roading. Oh, and the LR3 will tow over 7700 pounds.  What more do you need?

Like the Range Rover, the LR3 gets a three-position height-adjustable suspension, and it’s the first to feature the Terrain Response system that was debuted on the Range Stormer show truck.  Terrain Response dials the brake, throttle and traction control reaction times to suit different off-road environments.  There’s a setting for snow, for sand, for mud, for rock-crawling, and so forth.  Get it out on the road, and the LR3′s ride is a quantum leap ahead of the Discovery’s.  Double wishbones at all four corners are augmented by the adjustable-height air suspension, and the LR3 has ten to thirteen inches of wheel travel for good articulation in uneven terrain.  It feels secure on the road, and bank-vault like construction helps; the LR3 is one of the quietest SUVs we’ve ever driven.  Instead of a traditional separate frame, the LR3 rides on an integrated body-frame structure which combines a separate frame with a unibody structure.  The hydroformed frame rails and safety cage around the passenger compartment make the LR3 feel secure indeed.  Eight airbags don’t hurt in this respect, either.  This SUV is heavy (it’s pushing three tons), and drives like it, but the weight is carried down low so the tippy feeling of Land Rovers past is banished.

Off-road, it’s got the same athletic abilities as the outgoing Discovery, only it’s more confident and smoother.  Four-wheel disc brakes with ABS and electronic emergency aids are standard.  Stability control is also standard.

With the cost of luxury SUVs creeping upward, Land Rover’s pricing isn’t as far beyond the pale as it used to be, either.  The LR3 SE starts at just $44,995, and considering that it’s been domesticated without losing the stuff that made it great in the first place, that’s not a bad deal at all.  The top-of-the line HSE starts at $49,330, and our third-seat and navigation system-equipped test truck hit the books at $53,245.  It was worth it, too.  If you’re in the market for a premium off-roading SUV, Land Rover is the way to go, and the new LR3 represents the best that this British brand has to offer, on or off-road.

Specifications:
All specs are for the 2005 Land Rover LR3 HSE, which we tested.

Length:     190.9 in.
Width:        75.4 in.
Height:        74.5 in.
Wheelbase:    113.6 in.
Curb weight:    5500 lb. (est)
Cargo space:    44.5 cu.ft (third row folded)
Towing capacity:  7716 lb.
Base price:        $44,995
Price as tested:        $53,245
Engine:     4.4 liter DOHC V8
Drivetrain:     six-speed automatic, four-wheel drive
Horsepower:     300 @ 5500
Torque:     315 @ 4000
Fuel capacity:    22.8 gal.
Est. mileage:    14/18

There’s plenty to like about the Outlander, too; it now shares Mitsubishi’s Super All-Wheel Control (S-AWC) all-wheel drive system with the high-performance Lancer Evolution and introduces an all-new infotainment system similar to Ford’s SYNC system.  All this and good road manners too?  The Outlander definitely merits a closer look.

The new styling is an attention-grabber from the first.  The Outlander’s new nose resembles the Lancer Evolution’s jet-inspired face, and a matching bumper blackout gives the impression of a gaping, road-swallowing maw.  The long, narrow body with its distinctive greenhouse remains the same; the long-nosed Outlander wears its sport-wagon aesthetic proudly.  The fenders are flared, and at the rear, silver-framed LED taillights provide a distinct look, especially on dark-colored Outlanders.  The Outlander GT is distinguished by a blacked-out mesh grille, eighteen-inch wheels, a dual exhaust and special badging.

Step inside, and available two-toning combines a black dash panel and carpets with light-colored seating surfaces for a handsome look.  The Lancer’s influence can be seen on the interior as well, with a sporty instrument panel and three large climate control knobs that mimic the position of the auxiliary gauges on the Evolution.  The seats are a bit hard for my taste, but chair-height seating mitigates the discomfort somewhat.  Behind the rear seats, there’s a decently-sized cargo area that’s easily accessed through a wide-swinging rear door.  You can stuff up to 39 cubic feet of cargo back there, or opt for the available third-row seat, which is good for carrying passengers in a pinch but something of a penalty box for adults otherwise.  The big news on the interior is FUSE, which is Mitsubishi’s answer to Ford/Microsoft’s SYNC infotainment system.  FUSE connects to your iPod, phone or USB drive and enables voice-activation for such accessories, making it easier to multitask while driving.  Standard equipment on the Outlander GT also includes Mitsubishi’s FAST-key keyless entry and automatic climate control.  A thump-capable 710-watt Rockford Fosgate sound system is available, as it is on most Mitsubishis.

Lesser Outlanders make do with a 167-horsepower four-cylinder engine, but the Outlander GT steps out with a 3.0 liter SOHC V6.  This 230-horse engine features Mitsubishi’s MIVEC variable valve timing.  Fuel economy is improved for 2011, thanks in part to a six-speed automatic transmission that features Idle Logic.  With Idle Logic, the Outlander GT automatically shifts itself into neutral when the vehicle is at a stop, conserving fuel.  A standard Hill-Start Assist prevents the vehicle from rolling when it’s on an incline.  Response from the transmission is impressively sharp, though the 3.0 liter engine isn’t the fastest off the line.  As on the Lancer Evolution, the S-AWC uses an active center differential and electronic differential systems to divide power between front and rear wheels as well as from left to right.  Driver-selectable modes enable the Outlander to be slightly tuned to different driving surfaces.  The Outlander offers “Tarmac” and “Snow” modes, as well as a “Lock” mode which locks the differentials for off-roading.

The Outlander has tautened up many of its loose edges in recent years, and it drives a lot like a Ford Escape with a longer wheelbase.  The suspension uses MacPherson struts in the front and a multi-link rear, like most small crossovers do these days, but fat stabilizer bars help to snug the Outlander’s body down and improve steering feel. The ride is taut, falling just shy of being honestly sporty, and it doesn’t flop and waddle in corners.  This is thanks in part to the Outlander’s aluminum roof structure, which lowers the center of gravity to reduce head-toss and ride unpleasantness.  Brake response and pedal feel are great, and the Outlander is an excellent long-distance road-trip companion.  Anti-lock brakes, stability control and traction control are standard equipment.

You don’t see Outlanders at every street corner, but Mitsubishi’s compact crossover is one of the sportier contenders out there.  The entertaining power and handling provided courtesy of the V6 engine and S-AWC all-wheel drive turn the Outlander GT into a do-all that shouldn’t disappoint folks who like to drive.  Outlander pricing starts at $20,840 for the two-wheel drive, four-cylinder-equipped SE.  The Outlander GT stickers for $29,250.

All specs are for the 2011 Mitsubishi Outlander GT.

Length:  183.7 in.

Width:  70.9 in.

Height:              66.1 in.

Wheelbase:  105.1 in.

Curb weight:   3780 lb.

Cargo space:   39.5 cu.ft. (seats up); 72.6 cu.ft. (seats folded)

Towing capacity:  3500 lb.

Base price:  $29,250

Engine:   3.0 liter SOHC V6

Drivetrain:  six-speed automatic transmission, all-wheel drive

Horsepower:  230 @ 6250

Torque:  215 @ 3750

Fuel capacity:  15.8 gal.

Est. mileage:   19/25

Don’t look at the i350 and assume that it’s just a thinly-disguised Chevy Colorado, either.  The Colorado was jointly developed with Isuzu in the first place, and Isuzu was actually selling this vehicle in Thailand before the Colorado ever went on sale.  So who did it belong to first?  You be the judge.  

That said, there aren’t many mechanical or design differences between the two.  Isuzu’s distinctive multi-bar grille sets its pickups apart from the Colorado, but that’s about it.  It’s available as an extended cab or full crew cab, and from the side and rear only the Isuzu badges set it apart from the Chevy Colorado or GMC Canyon.  The i280 and i350 have a more purposeful look, as if Isuzu expects to draw a large number of the contractors and business owners who are already using its popular cab-over F-Series medium-duty trucks.  The i280 is an extended-cab pickup, and the i350 a full four-door crew cab.  Isuzu dealers will be offering bed covers, running boards and trailer-towing packages.

Inside, the i350′s businesslike feel is continued.  The large-windowed cab is roomy and airy.  A unique dashboard is smoother, and its satin-finish aluminum-look trim gives it a less plasticky feel than the Colorado, while still being easy to clean out.  In base form, the i280 is a work truck, with vinyl floors and seats.  Trim is plastic, and amenities are limited.  Of course, there’s no money to be made these days selling exclusively to contractors, so the i280 and i350 can be dressed up somewhat as well.  Cruise control, side-curtain airbags and a six-disc CD changer are available in uplevel models.  The top of the line i350 Limited can be had with leather upholstery, a sliding rear window and a moonroof.  The i350 gets a much better warranty than any Chevrolet, too, in the form of Isuzu’s 7-year, 75,000-mile powertrain warranty and roadside assistance.

On the road, it drives…well, like a little truck.  This is probably not a surprise.  It’s less refined and carlike than its competitors from Toyota and Nissan, thanks to a workmanlike, heavy-duty solid-axle rear suspension.  Up front, the i280 gets coil springs, the i350 torsion bars.  The i350 never feels fragile; it’s a tough little truck that doesn’t back down from bad pavement or dirt.  Anti-lock brakes are standard.

The i280 is powered by a 2.8 liter four-cylinder, while the i350 we drove had, predictably, a 3.5 liter five-cylinder under the hood.  Both engines feature electronic throttle control.  The i280 is rated at 175 horsepower, can tow up to 3200 pounds and manages 27 mpg on the freeway when hooked up to the available five-speed manual transmission.  Step up to the i350 and you’ll get 220 horses, as well as a V6-rivalling 225 foot-pounds of torque.  Towing capacity is slightly higher, at 4000 pounds.  Pushbutton four-wheel drive and a four-speed automatic transmission are standard on the i350.

Best of all, this truck is affordable.  The i280 starts at $16,989, the i350 $27,358.  Our test truck was a fully loaded i350 LS with four-wheel drive, power-folding mirrors and keyless entry and it stickered for $28,018.

Specifications:
All specs are for the 2006 Isuzu i350 Crew Cab.
Length: 207.1 in.
Width:    68.6 in.
Height:     67.9 in.
Wheelbase:    126.0 in.
Curb weight:  3802 lb.
Towing capacity:  4000 lb.
Base price:
Price as tested:
Engine:  3.5 liter DOHC inline five-cylinder
Drivetrain: four-speed automatic transmission, four-wheel drive.
Horsepower: 220 @ 5600
Torque: 225 @ 2800
Fuel capacity:    19.6 gal.
Est. mileage:  17/22

We had a pretty serious fight on our hands.  Groceries and housewares had to be picked up and shifted from one end of Metro Detroit to the other.  We were staring down the barrel of some of the nastiest roads Southeastern Michigan had to offer, about to cross the most heavily-traveled roads in the region…and it was ten minutes before rush hour hit.  It was a task for a Marine battalion, but it was just us and the new Kia Spectra5.  

In the growing field of do-all compacts, the Spectra5 is the new kid on the block.  Micro-wagons like the Toyota Matrix and Mazda3 are finding popularity as multi-purpose alternatives to big, clumsy SUVs.  Based on the new-for-2004 Spectra, the Spectra5 is close in spirit to the departed Mazda Protege5–perhaps not a surprise considering the name similarity.  The Spectra5 is sportier than its sedan counterpart, with larger wheels, a stiffer suspension and some hip interior components.  The company’s PR flacks call it the “sportiest Kia ever.”

Of course, all the credentials in the world don’t mean anything if things don’t work right when the rubber hits the road.  The Spectra5 shot out of the parking garage and into the teeth of Detroit’s worst traffic.  The friendly-but-assertive styling ensured that our fellow drivers took notice.  The Spectra5 is at once tough and bubbly, with rounded fender flares and a chunky body-colored blackout grille.  The headlights are smoked, as well.  Small spoilers front and rear and fog lights in the bumper add a level of sophistication.  16″ wheels are standard.  It’s a stubby-tailed look thanks to the nearly vertical hatch, but the Spectra5 manages to look more “sporty” than “frumpy.”

The suspension was the first part of the Spectra5 to meet the city.  The four-wheel independent setup is augmented by stiff anti-roll bars and a strut tower bar for improved rigidity.  The Spectra5 still doesn’t feel as stiff as some cars out there, but this isn’t necessarily a bad thing, because there are potholes on Michigan Avenue big enough to knock a Civic unconscious.  The Spectra5′s unusually soft (for a compact) springs soaked ‘em right up.  The good rough-pavement ride translated to slightly dulled reflexes compared to a Focus or a Mazda3, but the Spectra5 is still responsive and a hoot to surf through traffic.  It’s a better handler than taller do-alls like the Suzuki Aerio and Chrysler PT Cruiser.  The four-wheel disc brakes were responsive enough to bring the Spectra5 down from speed when it became necessary to dive down alleys to avoid traffic.  Anti-lock brakes are optional.

The 2.0 liter four-cylinder under the hood is decently powerful.  138 horsepower is about par for cars of this size, but the Kia’s relatively large displacement means there’s plenty of torque on hand, and in Detroit’s mean streets, torque is king.  We fought for position as the road began to fill up.  Detroit’s aggressive freeways require a driver to exploit any opportunity, any space in traffic, and the Spectra5 was up to the task.  Continuously variable valve timing allowed the engine to breathe deeply when necessary, and to respond with power when needed.  The engine was a bit noisy at speed, but that’s par for the course in most economy cars anyway.  We didn’t care much for the floppy-feeling shifter that controls the five-speed manual transmission; the action was vague and somewhat imprecise.  A four-speed automatic is also available.

It’s hard work attacking traffic, and the Spectra5 offers a comfortable cabin from which to do so.  The seats are well-proportioned, the dash intuitively laid out.  There’s room for four adults and a baby seat; it may not look like it, but there’s slightly more passenger space in the Spectra5 than in a Toyota Matrix.  The door sills are higher than they look, which makes for a bit of a driving-in-a-tub feeling and creates some rear-three-quarter blind spots that proved to be something of a disadvantage when trying to maneuver.  Tweaks to set it apart from the run-of-the-mill Spectra include leather on the steering wheel and shifter, sport seats and cool aluminum-look pedals.  Front, side and side-curtain airbags are standard as well.

This cheeky little car isn’t intimidated by the challenges life throws at it, and that kind of heart is what makes a small sporty compact worth having around.  A healthy dose of affordability doesn’t hurt, either.  With antilock brakes, cruise control and a sunroof tacked on to the $14,995 base price, our Spectra5 stickered for just $16,885

Kia Spectra5:
All specs are for the 2005 Kia Spectra5, which we tested.
Length:         170.9 in.
Width:            68.3 in.
Height:            57.9 in.
Wheelbase:        102.8 in.
Curb weight:        2844 lb.
Cargo space:        18.3 cu.ft.
Base price:        $14,995
Price as tested:        $16,885
Engine:         2.0 liter DOHC inline four-cylinder
Drivetrain:         five-speed manual transmission, front-wheel drive
Horsepower:         138 @ 6000
Torque:         136 @ 4500
Fuel capacity:        14.5 gal.
Est. mileage:        25/33

To underscore its capabilities, Hummer introduced the newest iteration of the H2, the SUT, to the motoring press by taking the trucks to Moab, Utah, an off-roading mecca.  There, we drove the trucks on some of the most challenging trails to be had—most of which were marked very clearly, “Stock Vehicles Not Recommended.”  The H2 had no problem tackling slickrock slopes and stepped hills of boulders that conventional wisdom considers to be the province of specially modified trail trucks.  I drove H2s up some hills that were almost too steep to walk up.

The SUT’s claim to fame is an open cargo box and a collapsible rear bulkhead that extends the cargo area.  Yes, it’s a version of the MidGate used in Chevrolet’s Avalanche and GMC’s Envoy XUV.  Like the Evnoy, the H2 SUT gets a power rear window, instead of manually removable glass.  At the touch of a button, the driver can lower all four door windows and the rear glass window, for a breezy, open-air drive.  Anything the SUT does on the trail the original H2 SUV can do as well.

The brick-like silhouette of the H2 SUV radiates purposefulness.  That’s a big part of its appeal, even to suburban cowboys who will never get it dirty.  It’s a big, square, and very serious-looking piece of equipment.  Somehow, the removal of the sheet metal at the rear makes the H2 SUT seem friendlier.  The SUT is a big, burly, happy truck, lacking the serious affect of the boxier H2 SUV.  From the rear doors forward, the styling is exactly the same; at the rear, the cargo box has been exposed to the elements.  The spare tire has moved to a rack on the rear as well—it’s a pretty beefy rack, considering that the full-size, 31″ spare tire weighs almost 100 pounds.  Every aspect of every Hummer has been designed with off-roading in mind.  The spare tire is a good example; it’s mounted high enough that it won’t drag while ascending or descending steep slopes, but not so high that it blocks visibility to the rear.  There are mounts for receiver hitches at the front and the rear, to facilitate towing, and serious, maximum-duty towing hooks are also prominent.

In spite of the open box, the SUT is no pickup truck.  The sides of the cargo box are collarbone-high to a six-footer, making it nearly impossible to load or unload over the side.  The rubber-lined four-by-six foot bed is no lumber hauler but it’s perfect for wet tents, dirty outdoor gear or coolers.  Tie-downs are included, to hold those items in place when humping and bumping over obstacles.  The H2 SUT just might be the ultimate backpacker’s tool.

The wheels are pushed out to the corners of the vehicle, making for a very stable platform.  The H2 SUT benefits from additional rear bulkhead bracing and different shock valving compared to the H2, and seems to ride more smoothly on pavement.  Both rigs comfortable enough for longish road trips, in fact, although fuel consumption would certainly be an issue.  An independent front suspension and air-sprung five-link rear offer off-road articulation as on-pavement compliance, with a slight leaning toward the stiff-ride end of the spectrum.  Coil springs for even more severe off-road duty are also available.  Four-wheel disc brakes and ABS are standard, and the traction control makes off-road chores like climbing loose gravel hills easy.

Both H2s feature a 6.0 liter V8 under the forward-tilting hood.  325 horsepower is just enough for a vehicle this size, and if the H2 isn’t exactly a speed demon, it’s assertive enough.  The heavy-duty transmission features full-time four-wheel drive and the high-torque engine is well suited to off-road duty.  On the road the H2′s engine is pleasantly muted with the windows up, and growly with ‘em down.

Inside, running changes have been made to both versions.  More upscale interior materials go a long way toward banishing the hose-out feeling of previous H2s, and that’s a good thing.  New, darker plastic with metallic accents gives the H2 SUT’s interior a purposeful look that’s more befitting its $53,000 price tag (it’s about $1000 more expensive than the square-derriere’d H2 SUV).  Another new option is the navigation system.  It may not be much help in the road-less wilderness, but the Hummer is certainly happy to tell you how to get out to that wilderness.  XM satellite radio is also a welcome addition to the options list.  For buyers with smaller budgets and tastes, a mid-sized Hummer H3 makes its debut this summer.

Ostentatious and fuelish?  When used as a commuter vehicle, yes.  But in its natural environment, the Hummer H2 suddenly makes a lot of sense.  We think that the more playful H2 SUT will help a lot more people get the point of Hummer’s “ultimate off-roader” mission in life.

Specifications:
All specs are for the 2005 Hummer H2 SUT, which we tested.
Length:         203.5 in.
Width:            81.2 in.
Height:            78.5 in.
Wheelbase:        122.8 in.
Curb weight:        6400 lb.
Cargo space:        22.0 cu.ft. (MidGate up); 52.7 cu.ft. (MidGate down)
Towing capacity:    6500 lb.
Base price:        $52,845
Engine:         6.0 liter V8
Drivetrain:         four-speed automatic, four-wheel drive
Horsepower:         325 @ 5200
Torque:         365 @ 4000
Fuel capacity:        32 gal.

This car/truck’s existence shouldn’t come as a surprise, of course.  Subaru has been charting its own course through the automotive landscape since the first cars appeared on our shores thirty years ago.  After products like the 360 bubble car, BRAT car-pickup, Buck Rogers-styled XT and the Outback SUS “sport-utility sedan,” a four-wheel drive station wagon with roof-mounted lights and the cargo area chopped into a cargo bed doesn’t even push Subaru’s peculiarity boundary.  The Baja Turbo isn’t a car for everyone–but it’s probably the perfect car for just a few people.

The Baja is festooned with rails and flares, and it certainly looks the “do-all” part, with a function over form mien that’s instantly endearing, if you’re into such things.  It has the purposeful air of an adventure backpack a-dangle with carabiners and wilderness tools.  The squared-off hood and big fog lights are relics from the previous-generation Outback, with which the underpinnings are shared.  For 2005, the Baja is available without the gray plastic cladding that covers the fenders and bumpers, and it looks much better in monochrome.  New colors include Regal Blue Pearl, Garnet Red Pearl and Atlantic Blue Pearl.

The seats are comfy and supportive; we liked the cloth upholstery better than the leather.  The driver’s seat isn’t quite perfect; like many Japanese sedans, the cushion is too short and too close to the floor for long-legged drivers’ comfort.  The dash has been revised with more upscale materials and better construction.  There’s a six-disc in-dash changer, too.  The rear seat folds flat for cargo storage.  On the downside, rear-seat legroom can be a bit cramped, and if you want secure storage, the back seat is it unless you buy the factory accessory tonneau cover.

After complaints that the first-generation Bajas were slow, Subaru installed the Forester XT’s turbocharged 210-horsepower, DOHC 2.5 liter four-cylinder.  Problem solved!  The turbo offers plenty of power at lower speeds and comfortable freeway cruising as well.  The five speed’s the most fun.  The optional four-speed automatic transmission robs it of some of its punch, however; opt for the five-speed manual.  The Baja won’t win every drag race it gets into, but it feels like it could and sometimes that’s what really counts.  Full-time AWD means that the Baja laughs at snow; a 2400-pound towing capacity means it can act like a real truck if you want it to, just like its spiritual successor, the Brat pickup.

The “Switchback” extendable cargo area is a trick the Brat never had, though.  It’s a small pass-through, but handy for long cargo.  At the rear, the license plate folds open so you can drive with the tailgate down and still be legal.  The available bed extender flips out to allow 93″ objects to fit in the Baja with the Swtichback door open.

This is more car than truck, and behaves accordingly on the road.  The suspension is independent at all four corners, with MacPherson struts up front and a multi-link rear.  Like the Outback, it’s beefed up and raised for dirt duty; ground clearance is a generous 8.4 inches.  Suspension-wise, it’s tightened up just enough for confident back-road handling, while still retaining enough squashiness for good off-road articulation.  For hard-core fans of either off-roading or street racing, the Baja will be too much of a compromise.  If you want to do both on occasion, it’s just about perfect.

Best of all, it’s reasonably priced.  A five-speed Baja Turbo starts at $24,095.  Our test truck featured a host of handy accessories including cargo nets inside and out and the bed extender, and stickered for $24,189.  Top of the line is an automatic-equipped Baja Turbo with a leather interior with an MSRP of $26,995.

It’s unlikely that Subaru will keep the Baja around much longer; it’s based on the Outback platform from a generation back, and its slow-seller status makes it an unlikely candidate for resurrection.  Like its spiritual predecessor the Brat, the Baja is probably destined for cult car status; one of those vehicles that’s absolutely perfect for just a few people, and doesn’t make sense to anyone else.

Specifications:
All specs are for the 2005 Subaru Baja Turbo, which we tested.

Length:         193.3 in.
Width:            70.1 in.
Height:            62.1 in.
Wheelbase:        104.3 in.
Curb weight:        3610 lb.
Cargo space:        41.5 inch bed; extends to 93.5 in.
Towing capacity:    2400 lb.
Base price:        $24,095
Price as tested:        $24,189
Engine:         2.5 liter DOHC turbocharged horizontally opposed four-cylinder
Drivetrain:         five-speed manual, all-wheel drive
Horsepower:         210 @ 5600
Torque:         235 @ 3600
Fuel capacity:        16.9 gal.
Est. mileage:        19/25