In 2004 the Grand Cherokee got a redesign, with an all-new, boxier face, better-handling suspension and the powerful HEMI V8 under the hood.  For 2005 this familiar SUV remains the same, with the addition of stability enhancements and slightly improved fuel efficiency.

The round headlights and squared-off shape harken to its Jeep heritage, and present a somewhat more dignified face to the world.  Thanks to Jeep’s growing rivalry with the British off-roaders from Land Rover, the Grand Cherokee has had to learn some manners, and get some refinement.  What’s not obvious is that the windshield has a steeper rake, to improve aerodynamics, and the available SmartBeam headlights that vary their intensity based on ambient light.

One thing Jeep and Land Rover have in common of course, is that the hardware is king.  The Grand Cherokee’s underpinnings are thoroughly modern and indisputably tough (and available with a full complement of skid plates).  This SUV has just gotten its first independent front suspension, finally ditching the solid front axle for a short-long arm setup.  Off-roaders concerned about a loss of flexibility will be surprised to learn that the independent setup offers a 10%increase in wheel travel, according to Jeep.  The five-link rear has been stiffened to keep it on par with the new front end.  The Grand Cherokee’s suspension is a touch softer than that of other sport-utes.  While far from unstable, it’s got a bit of a tippy feeling on-pavement, even with the available Dynamic Handling System (DHS) which is included with the HEMI engine.  DHS is an active suspension system that uses hydraulic controls to stiffen the suspension and reduce body roll.  The rear end of our test truck offered a fair bit of waddle in spite of DHS.  Off-road handing is, of course, superb.  Rack and pinion steering is new, offering more precise on-pavement control and a tight turning circle.

The Grand Cherokee is available with a choice of three engines, including a 5.7 liter HEMI V8.  We drove the HEMI, of course, and its 325 horsepower offers significant grunt.  The HEMI is also equipped with the Multi-Displacement System (MDS) which allows the engine to deactivate half its cylinders when they’re not needed, resulting in fuel economy gains of up to 20%.  The entry-level Grand Cherokee powerplant is a 3.7 liter SOHC V6 shared with the Liberty; middle of the road is a 4.7 V8 that’s completely overshadowed by the popular HEMI.  On the road, the HEMI is quiet, in spite of the power available under the hood.  Five-speed automatic transmissions are offered across the board.  Just to give potential buyers fits, there are also three full-time four-wheel drive systems to choose from.  Quadra-Trac 1 uses a single-speed transfer case for hassle-free operation in entry-level Grand Cherokees; Quadra-Trac II adds a low-range gear for off-road operation and active operation that limits wheel slippage.  Top of the line is Quadra-Drive II adds a trio of electronic limited-slip differentials for maximum traction on- and off-road.

This is a premium SUV, and the luxury quotient has been upped inside.  More attention has been paid to the needs of the human beings who will inhabit the Grand Cherokee, as well.  Headroom has been increased, and the redesigned dash is in Jeep’s “form follows function” mode, yet elegantly touched up with a handsome console and two-tone construction.  The luxury quotient is high, thanks to the availability of a navigation system, Chrysler’s UConnect hands-free Bluetooth phone system, a rear-seat DVD player, reverse-sensing parking assist and a Boston Acoustics sound system.

Like perennial rival the Ford Explorer, the Grand Cherokee spans a wide range of prices.  The Laredo is the price leader, with a standard V6 engine and a sticker price of $26,230.  Standard equipment at that price includes ABS, a tire pressure monitoring system, and a cool cargo-storage unit.  At the top of the line, the Grand Cherokee Limited with the optional HEMI engine starts at $34,445 and offers luxury stuff like rain-sensing windshield wipers, adjustable pedals, a six-disc CD changer and a leather interior.

Specifications:
All specs are for the 2005 Jeep Grand Cherokee Limited 4×4.
Length:     186.6 in.
Width:        84.3 in.
Height:        67.7 in.
Wheelbase:    109.5 in.
Cargo space:    34.5 cu.ft. (seats up); 67.4 cu.ft. (seats folded)
Base price:    $34,445
Engine:     5.7 liter HEMI OHV V8
Drivetrain:     five-speed automatic, four-wheel drive
Horsepower:     325 @ 5100
Torque:     370 @ 3500
Fuel capacity:    20.8 gal.
Est. mileage:    14/21

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

The seventh-generation XJ was introduced in 2004; the long wheelbase (LWB) version followed later that year as a 2005 model.  The wheelbase has been stretched five inches, and most of that is devoted to improved rear legroom.  Does it work?  The LWB model accounts for more than half of XJ sales.  For 2006, the lineup gets subtle design tweaks, a higher level of standard content, and, most significantly, the Portfolio limited edition, of which only 150 will be brought to North America.  Inspired by Concept Eight show car that hit the circuit in 2004, the XJ Portfolio builds upon the impressive, all-new platform introduced in the same year.  

The XJ lineup sports a new chrome-mesh grille, which is shared with the rest of the Jaguar lineup.  The side moldings have been shaved, to give the car a cleaner look, and new wheels improve its curb presence as well.  Apart from those tweaks, it’s still a long, low car with those unmistakable Jaguar looks.  The Super V8 Portfolio stands out at the curb, thanks to unique 20″ wheels and chrome “gills” behind the front wheelarches.  It’s available in just two colors:  an imposing dark Black Cherry and an elegant, airy Winter Gold.

Motivating the XJ is a choice of V8 engines.  The base engine is a 4.2 liter V8, re-certified for 2006 to 300 horsepower.  Jaguar’s 4.2 is a smooth and relaxed engine, made smoother by dual overhead cam construction and the XJ’s light body structure.  For acceleration to match Jaguar’s reputation for performance, buyers are advised to step up to the supercharged version of the same powerplant, with an additional hundred horses under the hood.  Standard equipment with the Super V8 Portfolio, the supercharger adds big speed for leadfeet, and a more relaxed drive for normal drivers.  It’s slightly noisier than the naturally-aspirated engine, but the supercharger whine doesn’t intrude on the interior atmosphere much.  The six-speed automatic transmission is up to the tasks of hard launches or freeway travel, although only the Jaguar-faithful will appreciate the weird “J-gate” shifter.

In truth, four hundred horsepower is superfluous in this case.  Alloy construction makes the XJ extremely light on its feet, especially considering its size.  The all-aluminum monocoque body structure makes the XJ lighter than its size would suggest–Jaguar says it enjoys a weight advantage of up to 800 pounds over some of its competitors.  The suspension uses lightweight forged aluminum components, with race-inspired double wishbones at all four corners.  At freeway speeds the XJ is magnificent, well-poised and almost light on its feet.  There’s a bit of up-and-down motion on the freeway, that only performance drivers will notice.  Supercharged XJs are equipped with Jaguar’s air-damped Computer Active Technology (mysteriously abbreviated to CATS), and the tighter suspension excises the porpoising.  Below that, it’s a bit clumsy, in part due to the extended wheelbase, and twisty roads aren’t the XJ’s natural habitat.  It’s happiest on long, gentle curves and up-and-downs.  Tight roads annoy the long wheelbase and it’s reluctant to turn in.  In normal driving, Jaguar’s Dynamic Stability Control helps to keep the XJ going in the direction it’s pointed in.  Stopping isn’t as much of a problem; the XJ’s revised-for-’06 brakes offer larger discs and improved pedal feel.

Enough of the nuts and bolts; let’s talk about what’s inside.  This long, low sedan isn’t as spacious inside as some of its competitors, but that just makes the atmosphere intimate.  The back seat is more fun than the front thanks to copious legroom, four-zone climate control and the available DVD entertainment system, whose twin screens mount in the backs of the headrests.  Of course, a slew of refinements has been made under the skin, mostly in the name of improving the atmosphere.  Jaguar engineers added a second firewall up front, to help “cocoon” the engine and reduce drivetrain noise.  Laminated glass is used in the windshield and side windows as well.  The laminate is a five-layer sandwich that works similarly to double-paned glass, but without the weight penalties.  This is a luxury car, pure and simple.  Nobody does “elegant” like Jaguar.  Lexus and BMW have their signature build quality, and Mercedes and Audi have the lavishly trimmed and sculpted interior thing down, but “elegant” is always the first word to pop to mind upon entering a Jaguar.  The Super V8 Portfolio goes one step beyond, with gorgeous satin-finish Conker black walnut wood, reclining rear bucket seats and a suede headliner to set it apart from the rest of the line.  These little touches transform the interior and take what’s merely elegant right over the top.

Start picking at the nits, though, and the XJ seems a bit unfocused on its mission of elegance.  The turn signal stalks are strangely downmarket pieces.  The ergonomics of the navigation system are curious, and the newly available Sirius satellite radio looks like a poor Best Buy installation job.  It’s hard to find a comfortable seating position, and the steering wheel feels like it’s too close to the dash panel.  The XJ seems to be about being seen, rather than driving.  Does any of that hurt the atmosphere?  Not a bit.  The wood and leather are gorgeous, and the XJ Super V8 Portfolio does a great job of shutting out the world outside, right down to the climate control that kept our test car solidly at 73 degrees while the mercury outside soared to 108.

Hot outside and cool inside is a good metaphor for the XJ, ultimately.  Jaguar offers a distinct alternative to the more common luxury cars from Europe and Japan.  The XJ Super V8 Portfolio offers the exclusivity of extremely limited production and a higher level of luxury.  Is it worth the $115,995 MSRP?  Maybe not, but it still makes a heck of a flagship, matching the elegance of Mercedes’ S-Class or Lexus LS430 easily.  Besides, it’s a moot point as the majority of this year’s Super V8 Portfolio run is already sold.  Jaguar knows a good thing when it builds it.

Specifications:
All specs are for the 2006 Jaguar XJ Super V8 Portfolio.
Length:     205.3 in.
Width:        83.0 in.
Height:        57.3 in.
Wheelbase:    124.4 in.
Cargo space:    16.4 cu.ft.
Base price:        $115,995
Price as tested:        $115,995
Engine:         4.2 liter DOHC 32-valve supercharged V8
Drivetrain:         six speed automatic transmission, rear-wheel drive
Horsepower:         400 @ 6100
Torque:         413 @ 3500
Fuel capacity:        22.3 gal.
Est. mileage:        17/24

Before we noticed the new design and refinements to our test truck, however, we noticed the color.  This just might be one of the most overwhelmingly yellow vehicles ever built.  The hue is called “Screaming Yellow,” to be specific.  Unfortunately you can’t get this cool color unless you’re in Texas, Colorado or California; it’s part of the special “Amarillo” edition, of which just 1500 will be built.  Luckily, the rest of the new Super Duty’s good points are available to all.

The front end is new for ’05, and sharp eyes will note a strong resemblance to the Mighty F-350 Tonka show truck of 2002.  The stacked headlamp units and bold chrome grille give the Super Duty a more rugged look.  Fog lights are protected inside the bumper.  This truck is really intended to be a large, complex tool, and the design backs this fact up nicely.  A DeWalt or Black & Decker logo would look just as natural as the Ford oval on the tailgate.  For 2005 Ford will also offer a Harley-Davidson and the King Ranch leather package on the Super Duty, in case you really want an Amarillo and can’t get one.  Body styles include regular, extended, and a cavernous crew cab, and a choice of wheelbase and box styles as well.  Our Crew Cab test truck swallowed six adults with room to spare–and had a cupholder for each of them.  We had one small gripe; the heavy tailgate could use an effort-reducing torsion spring like that found in the smaller F-150.

A whopping ninety percent of Super Duty owners use their trucks to tow, according to Ford.  Eighty percent of them do heavy hauling.  That’s why a lot of attention was paid to the ability of these rigs, rather than the looks.  Thanks to stronger frames and re-rated axles with higher limits, Super Duty series trucks can now tow up to 17,000 pounds when properly equipped.  The new “TowCommand” system integrates improved brakes, telescoping mirrors, the Torq-shift five-speed automatic transmission and a factory trailer brake control that works with the ABS to make the work of towing easy.  When the system detects slippage, the ABS is reprogrammed to take the trailer into account.  We couldn’t stop crowing to our friends that the F-350′s 4200-lb payload meant that it would haul two of their cars (three in some cases) in the bed, and still be able to tow a horse trailer out back.

Our test truck was equipped with the revised and improved 325-horsepower Power Stroke turbodiesel V8.  On the road it’s quiet and powerful; at idle it gurgles like a sleeping dragon.  The Power Stroke diesel has next to no clatter, and moves the heavy Crew Cab along like it’s considerably lighter.  There’s no punch of power like you get with a big-block V8, just the constant, unstoppable urge of 570 pound-feet of torque.  Unlike some heavy-duty trucks, the F-350 will cruise at freeway speeds without difficulty.  Gas engine choices include a new 300-horsepower 5.4 liter V8 and a new three-valve, 355-horse 6.8 liter V10.

Ride, handling and steering have all been improved, and the revised steering feel is particularly nice.  The recirculating-ball steering is (comparatively) nimble, even at low speeds in  parking lots, where the F-350 tends to feel a bit like Gulliver in Lilliput thanks to a 51-foot turning circle.  Remember, an Explorer is barely windows-high to this big fellow.  There’s only so much refinement that can be built into a one-ton chassis–and only so much that a serious truck guy wants to have.  The F-350 rides like a truck ought to; it’s firm, preferring to obliterate bumps rather than absorb them.  Our 4×4 test truck’s twin-coil front suspension with live axles at both ends was nicely sprung, and kept bump steer and wheel hop to a minimum on rough pavement.

Of course, a truck needs a driver, and Ford hasn’t forgotten that.  This is a Truck with a capital T, with a commanding driving position, the better to see around a large gooseneck trailer or tall load.  Deep consoles front and rear are able to swallow anything from a laptop computer to a set of tow straps.  The controls are laid out logically, and there are many, many cubbies and storage bins within easy reach.  Visibility from the lofty driver’s seat is good, of course, and a reverse-sensing parking sensor is handy for backing this twenty-foot truck up.  The handsome and comfortable King Ranch leather package is also available, offering durable Castano leather and special badging.

Got work to do?  The F-350 is ready to tow or haul anything you care to throw at it.  Of course, all that ability comes at a price.  There are so many price points on the F-Series that it would take a separate article to go through them all, but our crew cab, 4×4 test truck started at $36,400.  Add the diesel V8, TowCommand system and King Ranch package and the price heads quickly for $50,000.  For comparison, a similarly-equipped Amarillo Super Duty stickers for $47,685.  Considering how long and hard a Super Duty’s going to work, that sounds about right to us.

Specifications:
All specs are for the 2005 Ford Super Duty F-350 Crew Cab, which we tested.

Length:     245.6 in.
Width:        79.9 in.
Wheelbase:    156.2 in.
Curb weight:    6586 lb.
Payload:    4200 lb.
Towing capacity:    12,500 lb.
Base price:        $36,400
Price as tested:        $50,185
Engine:     6.0 liter OHV turbodiesel V8
Drivetrain:     five-speed automatic transmission, four-wheel drive
Horsepower:     325 @ 3300
Torque:     570 @ 2000
Fuel capacity:    29.0 gal.

Now, that’s technically true about any car, but in Jaguar’s case it’s an especially distinguishing feature.  Among luxury cars and luxury sport sedans, the competition is so fierce that the constant application of “me-too” features and the latest fashionable design tweaks results in a trend toward homogeneity.  It’s easy to drive coast-to-coast in an Acura, Infiniti, Volvo or Mercedes, but often a bit difficult to find anything like a personality.  Not so with Jaguar.  For better or for worse, the British manufacturer’s products stand apart from the luxury car herd, and always have.  The 2005 S-Type is no exception to this rule.  From its retro-influenced styling to its fluid grace on the road, the S-Type still stands out, even though it’s been around since 1999 without major design changes–and even though Detroit is hip-deep in the things these days, since all the Ford executives are driving them.

As has long been the case with Jaguars, the first thing that sets the S-Type apart is its design.  The design has been tweaked for  ’05, but the basic themes haven’t changed much.  Low and curved, this car crouches at the curb, rather than standing up tall as is the current, SUV-mimicking fashion.  Competitors like the Lexus GS and Mercedes E-Class look like Brinks trucks next to the curvy S-Type.  What the S-Type lacks in altitude, it makes up for in attitude, however.  The four-eyed face and oval grille beneath a chrome “leaper” hood ornament are Jaguar hallmarks modernized for the new millennium, and they look great.  The design changes are subtle, and serve only to enhance the S-Type’s pleasantly familiar face.  The lines of the hood and front bumper have been simplified for a cleaner look. The grille is lower and wider as well, but you’d almost have to park new and old side-by-side before you’d notice.  Equally hidden to the casual glance is the new aluminum hood, which reduces weight and helps lower the car’s center of gravity for improved handling.  The S-Type’s side aspect has been cleaned up as well, and the rear is less square than it was–in fact, the trunklid has been flattened out, to improve high-speed performance.  Our test car featured the Sport package, which adds massive, athletic thin-spoked 18″ wheels that fill the wheel wells nicely.

Slip inside, and the interior is, well, cozy.  Snug, even.  The S-Type is a great deal smaller on the inside than its competitors, to the point that it’s best thought of as a coupe with a habitable back seat, rather than a sedan.  Five full-size adults can squeeze into an S-Type, but it had better be a short trip.  Headroom in the back seat can be tight for tall passengers, too.  The up-side is a handsome interior layout with chronograph gauges and a center stack ringed by leather.  High-tech aluminum trim accents replace the traditional wood on the dash and console when the Sport option box is selected, as in our test car, but frankly the wood looks better and the high-zoot S-Type VDP’s generous walnut trim is closer to what one expects to find in a Jaguar.  The LCD display for the radio controls that looks like an unfortunate flashback to 1990.  The narrow windshield adds to the sensation that the S-Type is wrapped tightly around you.  The S-Type has none of the elegant-but-sterile boardroom feeling of many lux sedans, and it’s almost enough to make up for the unfortunate rack of downmarket plastic buttons and annoying “J-gate” shift pattern.  The seats are comfortable, and there’s enough space in the trunk for luggage for four.  The S-Type makes a convincing argument as a grand touring car, though it’s not quite as suited to executive-shuttle duty.

On the road, this Jaguar rises far above our ergonomic quibbles.  A choice of 3.0 liter V6, 4.2 liter V8 and supercharged V8 engines is available.  We drove the 235 horsepower 3.0, and found it to be an eager and sturdy powerplant.  The all-aluminum, 24-valve engine features continuously variable cam phasing for added torque and responsiveness.  On-ramps and rolling acceleration are its strong points, and at freeway speeds the V6 comes on as strong as a Benz.  It’s a good singer, as well–remember, Jaguar’s forte is atmosphere, and the engine note is a big part of that.  The six-speed automatic transmission is fantastic and a smooth shifter even under hard acceleration.  For drivers who want to go chasing BMWs and the like, Jaguar’s performance-leading S-Type R offers 390 horses from its supercharged 4.2 liter V8.  Jaguar reports a 5.3 second 0-60 run, about two seconds quicker than the V6-powered S-Type.

Handling is also exemplary.  The S-Type has a taut, tied-together feeling that’s lacking in most sports sedans.  The body structure feels as stiff as if it had a rollcage, and this results in sharp reflexes.  Unequal-length wishbones up front benefit from light aluminum control arms and toe links designed to keep the front wheels planted.  The S-Type is very much an athlete, even in the “lighter” 3.0 V6 format.

Safety equipment is of course exemplary, with front, side and side-curtain airbags standard on all S-Types.  Anti-lock brakes and Dynamic Stability Control (DSC) are also standard equipment.  Panic braking and emergency maneuvers never seem to raise the S-Type’s pulse rate; hit the brakes hard and the car just stops, drama-free.

We found the S-Type to be expensive in comparison to other cars in its class.  Our test car was an S-Type 3.0, with a base price of $44,230.  Its out-the-door price of $48,995 included the Sport package, heated seats and a sunroof, but did not include a navigation system, all-wheel drive, hands-free phone or other upscale options that are available in other cars at this price point.  The S-Type R’s price has actually been dropped by about $4000 for 2005, and supercharged Jaguar performance now starts at $58,995.  Which brings us back to the Jaguar difference, which is in a large part what you’re paying for here.  Nothing else feels quite like the S-Type, and if the athletic feeling of a Jaguar is what you’re after, this is a good way to get it.

Specifications:
All specs are for the 2005 Jaguar S-Type 3.0, which we tested.
Length:     193.0 in.
Width:        71.6 in.
Height:        56.0 in.
Wheelbase:    114.5 in.
Curb weight:    14.1 cu.ft.
Cargo space:    3771 lb.
Base price:        $44,230
Price as tested:    $48,995
Engine:     3.0 liter 24-valve V6
Drivetrain:     six-speed automatic, rear-wheel drive
Horsepower:     235 @ 6800
Torque:     216 @ 4100
Fuel capacity:    18.4 gal.
Est. mileage:    18/26

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

The round lights, forward-thrust grille, blocky fender flares and three-element taillights are instantly recognizable.  Ford’s designers took plenty of inspiration from the Mustang’s muscle-car heyday, and the new car has hints of just about every generation of Mustangs past.  Even though the silhouette is a blast from the past, though, the Mustang’s smooth, powerful flanks are unmistakably a product of the modern era.  It’s retro without being contrived.  The Mustang wears its sheet metal with a chiseled flair (and bulging fender flares, too) that’s got one foot in the present and one firmly rooted in the Mustang’s illustrious past.  This car drips attitude.  Out back, the three-element taillights even flank a round chrome badge that’s reminiscent of the gas cap from a ’67 Mustang.  Fastback coupe and convertible body styles are available; we like the looks of the coupe best, but ragtop aficionados will be glad to hear that the convertible is just as rigid as the hardtop.

The interior continues the nostalgia, with two round dash dials right in front of the driver and a double-hooded instrument panel.  Satin-finish silver trim is used on the upper surfaces, with darker colors down below.  Even the numbers on the speedometer are an  old-school tall’n'skinny typeface.  In spite of the classic-looking bodywork, the Mustang’s still young at heart, and offers options like a color-configurable instrument cluster a la Scion.  Interiors can be color-matched to some exterior colors, for an even more striking effect.  Ford also offers two Audiophile sound systems, complete with subwoofers; one in 500-watt size and the other with a ground-pounding 1000 watts.  Prefer to have the radio off and listen to the V8 music from under the hood?  The new Mustang has improved sound quality in the cabin as well.  This pony car is finally comfortable on the inside, too; we could spend all day in the comfortable bucket seats.  Rear-seat passengers aren’t so lucky.  Visibility is slightly better than in past Mustangs, but the view out is still constricted by high sills and that long, tall hood.  It’s all part of the setting, though; the interior of the Mustang always has an element of the starting line of the Big Race, waiting for the flag to drop.

A 210-horsepower V6 and a 300-horse V8 are the underhood choices.  The V8 may sound like a typical muscle car piece, but the Mustang’s 4.6 liter powerplant is as modern as they come.  Three-valve heads with variable cam timing and changeable intake runners are state of the art from the Blue Oval.  The old pushrod V6 is also gone, replaced by a smoother-running 4.0 liter SOHC unit.  We drove the V8, of course, and what it lacks in restraint at the gas pump it more than makes up with flat-out power.  The 4.6 V8 is a deep-breathing, eager engine that’s willing to rev much higher than you’d expect.  Power delivery is smooth.  Five-speed manual transmissions are standard equipment, of course.  The Mustang is still a car you have to wrestle with a bit; the shifter wants to be manhandled, wants to make you work.  There’s also a five-speed automatic transmission that’s shared with the Thunderbird and Lincoln LS.  The autobox changes the Mustang’s demeanor completely, and it’s a burbling pussycat around town.

The Mustang gets its first new chassis in almost twenty years.  Underneath, the live-axle, rear-wheel drive setup is the same, but things have been drastically updated.  A three-link rear suspension with a Panhard rod is used to improve responsiveness and stability.  Up front, MacPherson struts are used.  The coil springs have been lightened, reducing suspension weight.  It finally handles!  We threw the Mustang into a corner with some trepidation, and were surprised to find that it’s lost the vague, tail-happy feeling of its predecessors.  Handling is much more precise and predictable; enthusiasts will find the new Mustang much easier to trust.  Four-wheel disc brakes are standard, with anti-lock brakes (ABS) available.  Traction control is also installed when the ABS option box is checked.

The competition has changed drastically, but the first all-new Mustang in two decades looks like a winner from all angles.  The dramatic new styling, updated engines, and revised chassis conclusively address all of the previous car’s major shortcomings, and that’s always a good thing.  The update has also done an excellent job of keeping intact the qualities that made the Mustang good in the first place. Best of all, pricing starts at $19.410 for the coupe and $24,495 for the convertible.  V8-powered Mustangs start at $24,995 and $29,995.  Our test car was a V8-powered GT coupe with the big sound system, side airbags and a color-matched interior, and it stickered for $29,120.

Specifications:
All specs are for the 2005 Ford Mustang GT.
Length:     187.6 in.
Width:        73.9 in.
Height:        54.5 in.
Wheelbase:    107.1 in.
Curb weight:    3450 lb.
Cargo space:    12.3 cu.ft.
Base price:    $25,705
Price as tested: $29,120
Engine:     4.0 liter SOHC V6 or 4.6 liter SOHC V8
Drivetrain:     five-speed manual transmission, rear-wheel drive
Horsepower:     300 @ 5750
Torque:     320 @ 4500
Fuel capacity:    16 gal.
Fuel economy:    17/25

Slotting into the lineup above the Grand Cherokee but not much bigger physically, the Commander is large and luxurious without sacrificing Jeep’s “Trail Rated” off-roading capabilities.  Three-row seating offers seven-passenger capacity, and while it’s still a truck at heart, the Commander offers a decent amount of luxury as well.

The Commander is a size and a half larger than any Cherokee of course, but the design cues are unmistakable.  A big seven-slot chrome grille rides front and center, flanked by stacked headlamps that are rounded inside of square housings.  The Commander is overwhelmingly square, and the boxy, utilitarian design makes no excuses about being a truck.  If Sears sold a tool called the Craftsman Standard SUV, it would probably look a bit like the Commander.  Grab handles on the D-pillars at the rear flow into the roof, forming a cargo rack.  The fender flares are prominent, emphasizing the off-road ready wheel-tire combination.  The roof is tall, but the Commander isn’t as huge as it looks.  Size-wise, it compares to full-sizers like the Land Rover Range Rover and Toyota Land Cruiser.  Comparisons to the Hummer H2 are inevitable thanks to the boxy shape, but the Commander is significantly smaller than that behemoth in most dimensions.

It’s smaller on the outside, that is.  Climb into the Commander and it’s instantly clear that, though it takes up less real estate on the outside, there’s a great deal more room on the inside than the Hummer.  It’s still plenty masculine, with a machine-like dash and big, beefy controls, but the Commander also offers easy-to-read controls and usable space for human beings.  The three-row seating is cathedral-style, putting the rearmost seats higher than those in the front for improved visibility.  Legroom for third-row passengers is limited by the Commander’s size; it’s not as generous as a Suburban’s.  Second- and third-row seats fold flat for cargo carrying.  With all three rows up, there’s not much cargo space in the back, but with everything opened up the Commander will swallow up to 68.9 cubic feet of cargo.  An available rear skylight and sunroof combination lets even more light into the cabin.  On the comfort and convenience front, the Commander can be had with a DVD-based navigation system, wood-look dash inserts and Chrysler’s UConnect hands-free wireless phone system, which can link to Bluetooth phones.  Sirius satellite radio and a rear-seat DVD entertainment system are also offered.  On the safety front, side-curtain airbags with rollover protection are standard.

Above all else, the Commander is a Jeep, of course, which means that it hits the streets ready to tackle just about anything.  Unibody construction is backed up by an independent front suspension and multi-link rear similar to that of the Grand Cherokee.  This combination should result in decent on-road comfort with excellent off-road articulation and strength.  Jeep’s Electronic Stability Program (ESP) is standard on the Commander.  ESP uses the brake and throttle to keep this SUV steady during emergency maneuvers.  Four-wheel disc brakes are standard as well.

A choice of three engines is offered.  The base 3.7 liter V6 produces 210 horsepower and will probably not please most drivers, considering the Commander’s two-ton girth.  The 4.7 liter and 5.7 liter HEMI V8s that grace the engine bays of the middle- and top-range Commanders offer more authoritative performance.  The 235-horse 4.7 is shared with the Grand Cherokee, and the 330-horse HEMI can be had in a number of Chrysler products.  With the HEMI, Chrysler’s Multi-Displacement System (MDS) manages fuel flow to the cylinders and saves gas by switching to a four-cylinder mode when the power isn’t needed.  Fuel economy is still not the Commander’s strong suit, however, so you’ll have to be content with decent acceleration.  All three engines are available with full-time four-wheel drive and two-speed transfer cases for serious off-roading.  Electronic limited-slip differentials are also available for those who really intend to get their Commanders dirty.  Five-speed automatic transmissions are offered across the board.  Properly equipped, the Commander can tow up to 7200 pounds.

It may look like a throwback to an earlier era–oh, belay that, considering the current push for improved fuel economy in all vehicles, it IS a throwback to an earlier era–but the Commander is all-new and all-modern.  It’s just hitting showrooms now, and pricing starts at $27,985.  Add $2000 for the four-wheel drive models, and V8 power starts around $36,000.

Specifications:
All specs are for the 2006 Jeep Commander.
Length:         188.5 in.
Width:            74.8 in.
Height:            71.9 in.
Wheelbase:        109.5 in.
Curb weight:        4951 lb. (4.7 V8 4×4)
Cargo space:        68.9 cu.ft. (all seats folded)
Base price:        $27,985
Engine:         3.7 liter SOHC V6, 4.7 liter SOHC V8 or 5.7 liter HEMI V8
Drivetrain:         five-speed automatic, four-wheel drive
Horsepower:         235 @ 4500 (4.7 V8)
Torque:         305 @ 3600 (4.7 V8)
Fuel capacity:        20.5 gal.
Est. mileage:        15/20

Maybe it’s just the hype surrounding the Solstice and G6 retractable hardtop, but it seems like the all-new Pontiac Torrent hasn’t gotten nearly as much attention as one would expect.  It’s a sort-of SUV that fills the gap in the lineup left by the Aztek’s departure.  It’s not the same size as the Aztek, but its multi-purposeful body and available all-wheel drive mean that it will appeal to similar buyers.  It’s based (perhaps a bit too closely) on the Chevrolet Equinox, and Pontiac calls it an SUV but it’s more of a do-all than an off-roader.

With gas prices going up each week, versatile crossover SUVs like the Torrent are catching the eyes of many buyers, and they’re finding homes even as the backlash against gas-hogging truck-based sport-utes gains momentum.  The Torrent is a smart move for Pontiac–but will anyone notice?

Pontiac also seems to be recoiling from the oddball styling that got the Aztek laughed at, because the Torrent’s look is decidedly uninspired.  The Torrent closely resembles the Equinox, with only token attempts made add some Pontiac family distinction.  The familiar split grille up front and big round foglights are about the only hints that this is a Pontiac.  From the side and rear it’s got the smooth jellybean look that’s becoming common to GM’s SUVs.  Splashes of satin silver trim look good on dark-colored Torrents and we’re glad there’s no plastic cladding, but this trucklet doesn’t stand out in a crowd, either.

It acquits itself with ability.  The Torrent is a good do-all, if perhaps a bit larger on the outside than it needs to be.  This is a better people hauler than a cargo vehicle; the cargo area is tall but narrow, and the Torrent won’t carry much more than a conventional station wagon, in spite of flat-folding front seats.  For rear-seat passengers it’s a fantastic ride, though.  The rear seat is adjustable fore and aft, with lots of legroom and a flat floor for easy ingress.  The Torrent’s seats are chair-height and comfortable all around.  Four passengers will find the Torrent as comfortable as most minivans.  The interior styling follows Pontiac’s aesthetic, which involves a lot of dark plastic and satin-silver trim.  Manly-men who don’t want to be seen in minivans but need the utility might find themselves more comfortable in a Torrent.

The Torrent isn’t about off-roading, it’s about on-pavement erranding, and to that end it’s outfitted like a rolling purse.  From the driver’s seat it seems like everywhere you put your hand, you’ll find another storage bin or cubbyhole.  Oversized cargo may not fit so well in the rear, but everything else–purses, backpacks, cell phones, laptops, briefcases, umbrellas, any suburban equipment you can think of–has a spot.  There’s a good-sized armrest storage compartment, a small rubber-lined shelf around the shifter for change, a large cubby on the floor, and plenty of cupholders.  The large door bins are good for CD cases and maps.  The Torrent was one of the few vehicles in which we didn’t have to contend with extra keys and cell phones tumbling around as we drove.  We had only one quibble with the interior layout, and that was the window switches, which are arrayed in an unintuitive pattern on the center console.  This arrangement is common to the Equinox and Saturn VUE with which the Torrent shares its guts.  Amenities on our test truck included XM satellite radio, cruise control, a leather interior, side curtain airbags, and a big sliding sunroof.

The drivetrain is basic but uninspired.  The 3.4 liter V6 under the hood offers decent power for a do-all.  At 185 horsepower, it’s just enough for the Torrent’s 3660-pound weight, and only just.  Acceleration is by no means neck-snapping, but the Torrent doesn’t feel underpowered, either.  GM’s transmissions these days are reasonably good, and the Torrent’s five-speed automatic doesn’t disappoint.  It’s capable around town and on the freeway, but don’t go looking for technological wizardry as the Torrent sticks with what’s tried and true.  All-wheel drive is offered for a measure of poor-weather stability, but our front-wheel drive Torrent handled a sudden rainstorm without complaint thanks to standard anti-lock brakes and traction control.  The Torrent can tow up to 3500 pounds.

A stiff structure lies beneath the sheetmetal.  The Torrent’s unibody is backed up by full-length frame rails, and the result is a sturdy, secure-feeling vehicle.  The four-link rear suspension and MacPherson struts up front are “sport-tuned,” which means that it’s a bit stiffer than its platform-mates.  The Torrent handles a bit bigger than it is, although parking lot nimbleness enhanced by electronic power steering.  Does it drive like a car?  Yes–a large, somewhat clumsy car.  This means that it’s par for the course as far as mid-sized SUVs go.  The Torrent enjoys being in town more than it does the open road.

Now that the Aztek is gone, the Torrent is it as far as Pontiac-badged SUVs go.  Most folks are going to consider this a good thing, of course.  The Torrent doesn’t stand out from the crowd, but it’s a competent enough do-all.  Pricing starts at $22,400.  Our tester was equipped with XM satellite radio, a subwoofer-pumped sound system and leather interior, among other optionals, and stickered for $28,335.

Specifications:
All specs are for the 2006 Pontiac Torrent, which we tested.
Length:         188.8 in.
Width:            71.4 in.
Height:            67.0 in.
Wheelbase:        112.5 in.
Curb weight:        3660 lb.
Cargo space:        32.2 cubic feet (all seats up); 68.6 cu.ft. (seats folded)
Towing capacity:    3500 lb.
Base price:        $22,400
Price as tested:    $28,335
Engine:     3.4 liter V6
Drivetrain:     five-speed automatic, front-wheel drive
Horsepower:     185 @ 5200
Torque:     210 @ 3800
Fuel capacity:        16.6 gal.
Est. mileage:        19/24

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