Like Chevrolet and GMC, Ford scuttled its minivans in favor of a more carlike large crossover vehicle.  Whether this move was intended to improve the versatility of the line up or a reaction to a perceived inability to compete with the minvans from Honda and Toyota is a matter of debate.  The Flex is undeniably an adept carrier of stuff, with a multi-configurable interior that offers ample room for up to seven adults or a wide variety of odd-sized cargo.

The Flex remains one of the most visible and immediately recognizable crossovers, thanks to upright, boxy styling that gives it a classic station wagon look without quite playing the “retro” card.  That unusual Opting for the new-in-2011 Titanium package gets you black chrome trim on the headlamps, grille, mirrors, windows and tailgate, as well as special twenty-inch wheels.  The overwhelmingly horizontal design makes the Flex seem longer and lower than competitors like the GMC Acadia and Buick Enclave, though it’s just as tall.

The design also confers a cavernous interior.  Three-row seating is aided by the boxy roof which provides ample headroom at all positions.  The optional 50/50 split third-row bench seat folds and tumbles with a single button, increasing cargo space from 20 cubic feet to 43.2.  That figure goes up to 83.2 with both the second and third rows folded, and is within a Taurus’ trunk of equaling the room available in a minivan.  With the third-row seats folded, the Flex Titanium is like a big, classic station wagon, only taller and without the fake wood on the doors.As the top-of-the-line, the Flex Titanium boasts a long list of standard equipment, including adjustable pedals, heated mirrors, a remote start a power tailgate and Ford’s slick Active Park Assist, which will parallel-park the Flex with almost no driver intervention required–and is also a fun way to scare the crap out of unsuspecting passengers.  The SYNC infotainment system, a navigation system and a backup camera are also standard on the Flex Titanium. A slick refrigerator built into the second-row console is also available, making the Flex a road-tripping champion. The Flex is big and comfortable, and if you opt for the Vista Roof, every passenger gets a sunroof.

Thanks in part to the Ford trucks in its lineage, the Flex feels a great deal sturdier than any minivan.  The four-wheel independent suspension consists of MacPherson struts in the front and a fully independent multi-link rear, and is far from trucklike.  Wheels ranging from 17 to 20 inches, depending on model, and a 117.9-inch wheelbase confer a feeling of comfortable bulk.  The Flex can haul up to seven people, and it feels like it would welcome the opportunity to do so.  On the road, it’s large but not ponderous; the low center of gravity compared to a full-size SUV keeps it from feeling tippy.  The electronic power steering is responsive and solid.  Standard AdvanceTrac stability control doesn’t hurt either.  For longer freeway trips, Ford’s Pull-Drift Compensation system reduces driver fatigue by correcting for strong crosswinds and uneven pavement.  Anti-lock brakes are standard, with discs at all four corners.

The Flex is powered by a choice of V6 engines.  A 262-horsepower 3.5 liter V6 is standard, while the Titanium gets the more powerful 3.5 liter “Ecoboost” V6.  Combining twin turbochargers with direct-injection fuel delivery, the 355-horse V6 is both powerful and efficient.  The Ecoboost engine makes the 4800-pound Flex somewhat less sluggish than the average full-size crossover, but it’s not as fuel efficient as you might expect.  The 16/21 rating is on the low side of respectable, to be sure, but Ford’s overly optimistic range computer doesn’t help with the perception of economy–it drops five miles for every actual mile driven, it seems.  A six-speed automatic transmission is standard, and includes paddle shifters.  All-wheel drive is also available, making the Flex a wintertime workhorse, and what it gives up in interior room to the minivans it makes up for with a 4500-pound towing capacity.

The Flex is good-looking, very comfortable to drive and versatile enough to tackle just about anything you can think to throw at (or into) it.  If it were fashionable to be a station wagon, there’d probably be woodgrain paneling down the sides already.  As it stands, it’s a trend-setter for full-size crossover vehicles.  Flex pricing starts at $29,465, but the Titanium is a bona fide luxury model, so MSRPs for the range-topper start at $45,185.  With the active parking assist, Vista Roof, rear-seat refrigerator and power-folding seats added in, my tester stickered for $50,145.

All specs are for the 2012 Ford Flex Titanium.
Length:  201.8 in.
Width:  88.8 in.
Height:      68.0 in.
Wheelbase:  117.9 in.
Curb weight:   4781 lb.
Cargo space:  20.0 cu.ft. (all seats up); 83.2 cu.ft. (all seats folded)
Towing capacity:  4500 lb.
Base price:  $45,185
Engine:  3.5 liter DOHC turbocharged 24-valve V6
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower: 355 @ 5700
Torque:  350 @ 3500
Fuel capacity:  18.6 gal.
Est. mileage: 16/21

And that’s just from the outside.  An environment-friendly 3.5 liter V6 engine, generous safety and comfort features and improved fuel economy for 2012 are on hand to put the Pilot near the top of any family’s list.

Honda’s corporate “green” message would seem to make large SUVs an illogical arena, but the Pilot confounds that logic by resisting even the trend toward crossover-type styling.  Big and wide, the Pilot is a brick in a world of river-smoothed stones; this thing is a truck, and it wants you to know that at first glance.  The details are chunky, from the large headlights and three-bar grille to the aero-smoothed bumpers and beveled rear end.  Pavement-friendly tires wrapped around seventeen- or eighteen-inch wheels are framed by smoothed-off wheel wells.

Interior proportions are generous, with three full rows and a wide enough body for three-across seating.  The instrument panel and center stack have been simplified for easier comprehension, addressing past complaints about Honda’s button-festooned dashboards.  The Pilot’s three rows of seats aren’t as knee-friendly as those of the much larger Chevrolet Suburban, but it’s capable of carrying eight passengers, even if up to three of them are space-hogging baby seats.  With the seats folded, my test Pilot swallowed an antique trunk and an armoire without complaint–it’ll swallow a minivan-like 87.0 cubic feet of cargo, configured thus.  Seats up, the Pilot makes a good family hauler and can be equipped for max luxury besides.  Excellent sound deadening provides a quiet and comfy freeway ride.  An eight-inch Multi-Information Display (MID) provides  full-color updates on fuel economy and other vehicle functions, as well as acting as an interface for personal music players.  Drivers can even upload personal photos to act as “wallpaper” on the display.   In navigation-equipped models, the navigation screen replaces the MID.   Navigation-equipped Pilots also add a backup camera with multiple views.

In traffic, the Pilot feels a bit bigger than it’s comfortable being, as a Honda.  While the dynamics of Honda’s cars are quite good, the Pilot has a tendency to feel ponderous.  MacPherson struts are used up front, with an independent multi-link rear.  There’s a lot of float in the suspension, and the Pilot waddles somewhat on the freeway.  The brakes are adequate but emergency stops are not as confident as you’ll find in the Ford Explorer or Dodge Durango.  It’s safe enough; Honda’s Vehicle Stability Assist stability control and standard anti-lock brakes ensure that the Pilot’s not going to carry you into a tree at the first opportunity, but this vehicle seems all too aware of its two-ton curb weight.  Over the road it’s mellow, a good road-tripper, but emergency maneuvers shred its composure quickly.

Acceleration isn’t the Pilot’s strong suit either. The 3.5 liter 24-valve V6 is smooth and efficient, but with only 250 horsepower to move a vehicle of this size, there’s a noticeable deficit when it comes to acceleration.  Still, it’s adequate, and Honda’s Variable Cylinder Management is also on hand to reduce fuel consumption by shutting down unnecessary cylinders.   The Pilot’s engine has been retuned for additional efficiency with friction-reducing internal components and a variable-output alternator.  Two-wheel drive Pilots will get 25mpg on the freeway, putting this SUV near the top of its class in that respect.  The Pilot is happy to cruise at freeways speeds endlessly, making it a great road-tripper.  Five-speed automatic transmissions are standard, and the available four-wheel drive is a full-time system that can be locked for serious off-roading when needed.  Four-wheel drive Pilots can tow up to 4500 pounds.

It all adds up to a handsome family-hauling package.  That the Pilot is decent in the ‘burbs is not a surprise, but the moderate work ability conferred by the towing capacity and massive interior put it a step above the average crossover when it comes to getting things done.  The Pilot qualifies as a moderately-priced vehicle in its most basic form, with an MSRP of $28,470 for the two-wheel drive LX model.  Of course, things can get out of hand pretty quickly; my tester was a top of the line Pilot Touring 4WD with a navigation system, and stickered for $41,630.

All specs are for the 2012 Honda Pilot
Length:  191.4 in.
Width:  78.5 in.
Height:      72.7 in.
Wheelbase:  109.2 in.
Curb weight:   4608 lb.
Cargo space:   18.0 cu.ft. (seats up); 87.0 cu.ft. (seats folded)
Towing capacity: 4500 lb.
Base price:  $40,820
Price as tested $41,630
Engine:   3.5 liter DOHC 24-valve V6
Drivetrain:  five-speed automatic transmission, all-wheel drive
Horsepower: 250 @ 5,700
Torque: 253 @ 4,800
Fuel capacity:
Est. mileage:   17/24

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

After twenty-three years in the North American market, the Sonata seems to have finally developed a personality, and it’s cutting-edge.  The Sonata features dramatic, sporty lines, fuel-efficient powertrains and dramatic improvements in road manners and comfort.  Hyundai has expanded the Sonata lineup to include a hybrid, and there’s a turbocharged version as well.

A sportier Sonata’s not a bad thing at all.  The more powerful engine doesn’t transform the newly amazing Sonata, but it does sweeten the package a bit.  The 2.0 liter direct-injection engine mates happily with a twin-scroll supercharger and offers a 76-horsepower bump in output over the naturally-aspirated Sonata, to 274.  It’s enough to give this family sedan some noticeable urge, though not enough to make the car hard to handle on a daily basis.  The power rating also gives Hyundai bragging rights over the V6-powered Honda Accord, Ford Fusion and Chevy Malibu, among others, and the Sonata 2.0T returns 33-mpg fuel economy on the freeway.

Unlike many high-performance vehicles, the Sonata runs on regular-octane gas, rather than requiring premium.  A compact six-speed automatic transmission ensures that the Sonata’s always docile.  Drivers can row the gears manually with steering wheel paddles, in a nod to enthusiast antics, but for the most part this is a lightly-sportified family hauler rather than a full-on sports sedan.

The Sonata’s suspension is fully independent, using MacPherson struts up front and a multi-link rear.  The Sonata 2.0T SE gets a slightly sportier treatment, with stiffer coil springs and a thicker stabilizer bar at the rear to provide better feel and stability.  Anti-lock brakes, stability control and traction control are standard, as is a tire pressure monitoring system.  Rack and pinion steering is used. This car is more capable than it seems at first; the Sonata 2.0T isn’t always eager to communicate its intentions but holds its line when pressed.

Apart from the powertrain, the turbocharged Sonata is essentially indistinguishable from the naturally-aspirated version.  Dual exhausts and a “2.0T” badge are about it, in fact; the swoopy, graceful styling of the new Sonata is otherwise untouched for the more powerful version.  The large, V-shaped grille, deep character line that cuts upward to the thin C-pillar and coupe-style silhouette are all part of Hyundai’s new family look.  Eighteen-inch wheels are standard.

The interior is similarly understated in terms of sport modifications; it’s basically identical to that of the rest of the lineup.  The Sonata’s cabin is surprisingly large, with ample rear-seat space and more headroom than you’d expect given the low roofline.   Buyers can choose between monochromatic and two-toned interior environments, and the materials feel durable and first-rate.  Hyundai offers a choice of upgraded sound systems, HD radio, satellite radio and USB audio input jacks to improve the tunes.  A touch-screen navigation system and backup camera are also available.

Hyundai seems to enjoy startling buyers when it comes to pricing, but the turbocharged Sonata bucks that trend by costing just about what you’d expect.  The Sonata 2.0T represents about a $5000 price walk over the most basic standard version, with an MSRP of $24,145 for the SE and $27,045 for the high-zoot Limited.  My tester featured the navigation system and an upgraded sound system and went out the door for $30,000 on the nose.  That’s about four or five grand less than you’d expect to pay for a similar vehicle from another manufacturer.  Is it worth it?  As a reasonable competitor to sport-lite sedans like the Toyota Camry SE, it makes a lot of sense, and the improved fuel economy all but seals the deal.

All specifications are for the 2011 Hyundai Sonata 2.0T.
Length:  189.8 in.
Width:  72.2 in.
Height:      57.9 in.
Wheelbase:  110.0 in.
Curb weight:   3338 lb.
Cargo space:   16.4 cu.ft.
Base price:  $24,145
Price as tested: $30,000
Engine:   2.0 liter direct-injection turbocharged inline four-cylinder
Drivetrain:  six-speed automatic transmission, front-wheel drive
Horsepower: 274 @ 6000
Torque:  269 @ 1750-4500
Fuel capacity:  18.5 gal.
Est. mileage:   22/33

(2011 Charger pictured)

For 2011 the Charger received a handsome facelift and some new option packages.  Bigger news is on the way for 2012, when an all-new eight-speed transmission arrives to improve gas mileage and drivability.  New option packages are also available.   The improvements keep the Charger high on the desirable-family-car list.

Muscle-car looks aren’t a prerequisite for family sedans, but nostalgia for the 1960s means that they certainly don’t hurt.  The Charger’s new face is leaner and tougher than before.  The slab-sided body and hunched silhouette are the same, but a distinct fender scallop provides a more finished side aspect.  Dodge’s new split-crosshair family grille is nestled between quad headlamps up front, and the sculpted hood flows back into a coupelike body that finishes with distinctive (and bright) 164-LED taillamps styled similarly to those of the Challenger and a dual exhaust.  Some bright new colors accent the Charger R/T, and help the new design to stand out even more.  For 2012 Dodge also offers a Road& Track package to the R/T, adding special 20-inch wheels, a blacked-out honeycomb grille  and special interior features.  High-intensity discharge headlamps are standard on the R/T as well.

Significant upgrades have been made to the interior as well.  The Charger gains a bit more styling distance from the Chrysler 300, whose platform it shares, and continues to move in a sporty direction.   Wide, comfortable seats are available in bright red leather, should you so choose, and a handsome dash now includes satiny silver trim around the gauges and a high console.  The low roofline doesn’t cut into visibility as much as you might expect it to.   It’s quiet on the freeway, too, thanks to new sound deadening and an acoustic windshield.  Optional equipment, standard on the SXT and other Chargers, includes dual-zone climate control, heated seats, Sirius satellite radio, a blind-spot monitoring system and a backup camera.  Dodge has improved the UConnect Touch infotainment system with hands-free texting, voice-command navigation and iPod control.  Heated and cooled cupholders are even available.  A choice of 4.3 and 8.4-inch touchscreens is offered.  UConnect Touch is also compatible with Bluetooth phones, for additional versatility.

Out on the road, this four-door muscle car exhibits fantastic manners and an interstate-gobbling ride.  The suspension uses short-long arms up front, with a high-mounted upper A arm and coil springs.  The rear is also independent, with a five-link setup.   The Charger R/T is slightly upgraded, with grippier eighteen-inch wheels and a tighter, more responsive suspension featuring high-performance shocks and thicker swaybars. The Road & Track package adds a 3.06 rear axle ratio.  Stability control and anti-lock brakes are standard on all Chargers.

Buyers drawn to the Charger because of the associations created by its name won’t be disappointed.  Dodge offers two engine choices:  a new 3.6 liter V6 making 292 horsepower and the familiar 370-horse 5.7 liter HEMI V8.  Rolling with the V8 as standard equipment, the Charger R/T comes across as the best of both worlds, with plenty of power, a satisfying roar, and a relatively docile ride for those days when you’ve got baby seats strapped in.  The HEMI V8 launches the Charger with authority, and perhaps even a hint of the brand’s newly-developed cop-car DNA.  At speed, the Charger R/T feels like a pursuit vehicle; it’s deadly serious about the business of going fast.  Dodge includes its Fuel Saver multi-displacement system which shuts off cylinders when they’re not needed, allowing the Charger R/T to return a semblance of decent fuel economy; it’ll get 25 miles per gallon on the freeway.   A five-speed automatic transmission is standard on the R/T.  The eight-speed automatic, available in 2012, allows the Charger to get 31mpg on the freeway when paired with the V6, and it can be had with rear- or all-wheel drive.

It’s easy to call the Charger state-of-the-art in rear-drive American sedans, since apart from its sibling the Chrysler 300 it’s the only one.  That said, this four-door muscle car offers a comfortable ride and good performance in a package that’s got just enough attitude to be entertaining, especially if muscle cars are your thing.  Charger pricing starts at $25,495 for the Charger SE; for the fun stuff, the Charger R/T comes in at $29,995.

All specs are for the 2012 Dodge Charger R/T.
Length:  199.9 in.
Width:  75.0 in.
Height:      58.4 in.
Wheelbase:  120.2 in.
Curb weight:   4253 lb.
Cargo space:   16.5 cu.ft.
Base price:  $29,995
Engine:   5.7 liter OHV V8
Drivetrain:  five-speed automatic transmission, rear-wheel drive
Horsepower:  370 @ 5250
Torque:  395 @ 4200
Fuel capacity:  19.1 gal.
Est. mileage:   16/25

Mazda has addressed the aesthetic shortcomings for 2012, and the new Mazda5 shows off gently rippled flanks that appear to have been sculpted by the wind.  This is the first production vehicle application of Mazda’s nature-inspired “Nagare” design theme that’s been featured on many of the brand’s recent concept cars.  The gently flowing lines make the Mazda5 look smaller yet more substantial, highlighting the fact that while it’s shaped like a minivan, it’s much smaller than a Honda Odyssey or Dodge Grand Caravan.  Mazda’s happy-face five-pointed grille provides a cheerful front aspect, while the leaf-shaped headlights blend perfectly with the flared front fenders.    Dual sliding doors with light-touch action are still part of the package.   At the rear, a gently curved greenhouse and a roof spoiler keep the tailgate from looking like an afterthought as it often does in van-like vehicles.

There are changes underneath the skin as well.  A new 2.5 liter four-cylinder engine provides an increase in horsepower and a more confident drive.  This engine is shared with the Mazda3, Mazda6 and CX-7, and produces 157 horsepower.  Sequential valve timing and a variable induction system combine efficiency and power, and lightweight construction ensures that the new engine doesn’t weigh significantly more than the smaller 2.3 that it replaces.  The Mazda5 is available with a choice of six-speed manual or five-speed automatic transmissions.  In addition to the nimble driving dynamics compared to a minivan, the availability of the manual transmission will endear the Mazda5 to car guys with families to haul.

The Mazda5 is actually pretty fun to drive, too.  The suspension uses MacPherson struts up front and a compact multi-link rear, and it’s been tightened up for 2012 to provide more responsive handling.  The relatively long wheelbase provides a comfortable ride on the freeway, but the Mazda5 is still nimble enough to be a breeze to handle in tight urban streets.  The electronic power steering is light and direct.  Anti-lock brakes and stability control are standard equipment.

The Mazda5’s interior retains the fantastic versatility that makes it one of the best do-alls around, and adds a bit of style to match the new exterior as well.   The new dash is more console-like and similar to that of Mazda’s sedans, with two large red-lit gauges dominating the instrument pod and a driver-information strip across the top of the dash.  Radio and climate controls are pleasant to the touch and feel like a step up from the Mazda5′s actual price bracket.  There’s seating for up to six, and it’s comfy enough for full-sized adults even in the third row thanks to a flat fuel tank and compact rear suspension.  The Mazda5′s seats fold individually, allowing a vast range of cargo options.   Three models are offered:  Sport, Touring and Grand Touring.  In Grand Touring form, the Mazda5 includes Bluetooth, heated seats and mirrors, Sirius satellite radio, a moonroof and a leather interior as standard equipment.

Even in Sport form, however, the Mazda5 is a little errand-runner that is the definition of the word “versatile” but won’t make you feel like you’ve suddenly reached middle age and become frumpy.  Of course, it’s always been that, but now it’s got handsomely delicate styling that makes it an even more appealing prospect.  Nailing it home is the pricing.  Since it’s a compact masquerading as a minivan, the Mazda5 is priced like a small car, with MSRPs starting at $19,195 for the Sport model with a manual transmission.  My tester was a well-equipped Touring, and stickered for $23,180.

All specs are for the 2012 Mazda5.
Length:  180.5 in.
Width:  68.9 in.
Height:      63.6 in.
Wheelbase:  108.3 in.
Curb weight:   3457 lb.
Cargo space:   27.5 cu.ft. (third row folded)
Base price:  $19,195
Price as tested:  $23,180
Engine:   2.5 liter inline four-cylinder
Drivetrain:  five-speed automatic transmission, front-wheel drive
Horsepower: 157 @ 6000
Torque:  163 @ 4000
Fuel capacity:  15.9 gal.
Est. mileage:   21/28

Confused?  Just check out the power-flow display on the dash, a prominent feature in all of the Toyota/Lexus family hybrids.  The complicated dance of electric and gasoline power, battery charging and regenerative braking as well as engine shutoff and re-start, is evident only in the constantly changing power-flow arrows of the display.  Without it, you’d never know what this luxury hybrid crossover was up to.

And this vehicle is doing a lot, while it’s carrying you serenely down the road.  A 3.5 liter Atkinson-cycle V6 engine is working in concert with two electric motors to produce a total of 295 horsepower, which is enough to rival some V8s.  By cleverly switching from gasoline to electric propulsion and back agan, the RX 450h returns 32/28 fuel economy in front-wheel drive, and the all-wheel drive version does 30/28.  At low speeds, the RX 450h operates as a fully-electric vehicle, and the “EV” mode enables drivers to hold gasoline-free operation for short periods at moderate speed.  The nickel-metal hydride battery hides under the back seat so it doesn’t cut into cargo space, and a pair of motor-generators is on hand to assist the gasoline engine.  One serves as an engine-driven generator that charges the batteries, starts the engine after shutoff and powers the other electric motor as required.  The second is hooked up to the continuously variable transmission and powers the front wheels.  In the all-wheel drive RX 450h, a third motor drives the rear wheels.  All three electric motors function as generators that charge the battery during coasting or braking.  And when it’s not being hyper-efficient, the all-wheel drive enables the RX 450h to plow confidently through snow and inclement weather, as well.

All of this is run through a series of flywheels that effectively damps the transfer of power from gasoline to electric and that smoothes the bump when the gasoline engine starts up.  Additionally, the continuously variable transmission tunes itself for inclines and allows a comfortable amount of engine braking on long descents. The RX 450h is constantly busy maximizing economy, but it doesn’t let on that it’s working, just cruises seamlessly along, be it in the city or on the highway.

Lexus’ suspension is equally seamless in its operation. At the front, the RX 450h uses MacPherson struts with inversely wound coil springs that compress in opposite directions to keep steering feel good during cornering.  The rear uses a double-wishbone setup.  If it doesn’t quite manage a “fun to drive” rating, it’s at least pleasant and lacks any egregious bad habits.  Lexus’ Vehicle Dynamics Integrated Management (VDIM) driver-aid suite adds to the electronic complexity but keep the ride smooth and composed to the point of somnabulence.  The RX 450h is largely free of the squat and waddle common to many SUVs and crossovers, and drives like a car, only taller.  Braking is also good, thanks in part to the hybrid system’s eagerness to replenish its battery whenever the RX 450h is coasting.  The available Dynamic Radar Cruise Control adds an impact-mitigating Pre-Collision System that locks the seatbelts and pre-charges the braking system if a crash is imminent.

The RX 450h’s thoroughly high-tech components are matched by a svelte, single-curve exterior.  The basic shape of the RX has been the same since it was introduced, but it’s aging well and still looks modern thanks to a tucked-in waistline with distinct front fenders and a rear spoiler that hides the rear wiper.  The RX 450h is distinguished from the conventional version by subtle tweaks to the grille and front bumper that give it a more aerodynamic look.  The available LED headlamps have a blue tint, in keeping with Lexus’ blue-as-hybrid theme, which also adds a touch of color to the badges and light covers.  Lexus has added adaptive headlamps to LED headlight-equipped models; the front lighting changes angle slightly during turns, illuminating corners as you are entering them.  A choice of eighteen or nineteen-inch wheels is offered.

The interior is also familiar, and neatly integrated with all of the technology that’s riding along.  A standard keyless entry admits driver and up to four passengers to a handsomely equipped cabin.  Sharp eyes will note that the RX 450h’s dash lights don’t just switch on and off; they fade elegantly in, like theater lights.  A choice of interior environments, ranging from monochrome to three-tone and cloth to semi-aniline leather, allow for a broad range of tastes.  A choice of brown walnut or bird’s-eye maple trim is offered.  An XM satellite radio-ready sound system and iPod connectors are standard.  Lexus’ Remote Touch controller is standard with the available navigation system.  This computer mouse-like controller makes it easy to click through the information screen’s various menus with vibrating feedback, and it falls very easily to hand.  A head-up display is also available.  Since this is a Lexus, the Mark Levinson sound system upgrade is on the menu of course, as are a navigation system and backup cameras illuminating the side and rear.

It’s easy to come away from the RX 450h thinking that it’s merely “nice.”  This hybrid hides its light under a bushel, compared to many of its competitors, but don’t mistake a lack of obvious gadgetry for a lack of actual innovation.  This very well thought-out crossover combines luxury, capability and efficiency into an impressive package.  Pricing for the RX 450h starts at $44,825 (2011 models; 2012 will see a slight price walk to $45,235).  Add in all-wheel drive, a rear-seat entertainment system and the upgraded sound system among other options, and that rises to $54,414.

All specs are for the 2011 Lexus RX 450h
Length: 187.8 in.
Width:  74.2 in.
Height:     66.3 in.
Wheelbase:  107.9 in.
Curb weight:   4652 lb.
Towing capacity:  3500 lb. (AWD)
Cargo space:  40.0 cu.ft (seats up); 80.3 cu.ft. (seats folded)
Base price:  $44,825
Price as tested: $54,414
Engine:   3.5 liter 24-valve DOHC V6 mated to three 650V AC electric motors
Drivetrain:  continuously variable automatic transmission, all-wheel drive
Horsepower:  245 @ 6000 (3.5 V6); 295 (total system horsepower)
Torque:  234 @ 4800 (3.5 V6)
Fuel capacity:  17.2 gal.
Est. mileage:   30/28

For 2012, the Focus finally appears in the same form as overseas, and the result is a significant upgrade.  The all-new 2012 Focus spans the range of the compact spectrum, with affordable entry-level versions and enough amenities available to turn it into a premium compact.

Since the equally European Fiesta got here first, the styling will be familiar to Ford buyers.  The Focus shares the Fiesta’s dramatic curves and motion-capturing body sculpting.  The car appears to have been formed by the wind flowing over it, eschewing the previous Focus’ flat-planed look.  A large lower grille hints at a huge performance-car air intake, though it’s mostly stylized bumper, and the headlights could have been borrowed from a Volvo.  The flanks are sculpted similarly to those of the Taurus, but the Focus doesn’t mimic its big brother outright.  Uplevel models get a touch of window chrome, turn signal repeaters in the sideview mirrors, and larger wheels.

The interior is comfortable and up to modern small-car standards–which are on par with what was expected of medium-car standards a few years ago.   The new Focus has a well thought-out interior, with unexpected shoulder room and a quiet ride on the freeway.  The seats are taller than those of the average subcompact, and ambient lighting creates a pleasant atmosphere in the cabin at night.    A high-tech upgrade is the MyFord Touch system, which replaces most of the ancillary controls with a single large touch screen in conjunction with the SYNC infotainment system.  Information can be displayed on the personalization-friendly screen by tapping or voice command.  HD radio, a pushbutton start, a backup camera and the ability to turn the Focus into a mobile Wi-Fi hotspot are all available.  Ford’s even offering a cool active parking assist system that will aid in parallel-parking the Focus.

One of the Focus’ chief virtues has always been that it’s fun to drive, and Ford has kept that quality intact.  MacPherson struts are used up front, with Ford’s “Control Blade” multilink independent setup in the rear.  This suspension serves the Focus well, and it tracks confidently, offering a decent amount of feedback.   Combined with a stiff body structure and electronic power steering, this setup makes the Focus nimble around town, and downright enjoyable when the road gets curvy.  Even on standard tires, the Focus is confident and eager to tackle a twisty road or two.  A torque-vectoring system provides a limited-slip differential, balancing power between the front wheels and reducing the understeer that’s common to front-wheel drive vehicles.  Strong brakes add to the feeling of confidence.  Anti-lock brakes and stability control are standard equipment.

There are updates under the hood as well.  The Focus is powered by an all-new 2.0 liter four-cylinder engine.  Higher-tech than the previous 2.0, the Focus’ new powerplant uses direct injection and variable independent camshaft timing, resulting in a 20-horsepower improvement.  The added ponies bring the total to 160, and the new Focus is somewhat sprightlier as a result.  A six-speed dual-clutch automatic transmission is available to aid the steady upward creep of Focus fuel economy–the 2012 model’s now rated at 28/40 with the automatic,  and it doesn’t feel sluggish or underpowered on the highway.  A five-speed manual is also available for sport-minded buyers, though fuel economy drops slightly.

The new Focus’ arrival isn’t just cause for celebration among die-hard Blue Oval fans.  The new Focus stands out as a compelling choice in an already competitive market, and by improving this car with a European feel Ford’s helping to improve the breed as a whole.  Of course, that doesn’t matter quite so much to the average buyer.  What does matter is that the Focus is an excellent vehicle that’s affordable, too, with pricing starting at $17,295.  My tester was a Focus SE with heated seats, SYNC and a sport package and stickered for $21,150.

All specs are for the 2011 Ford Focus SE.
Length:  178.5 in.
Width:  71.8 in.
Height:      57.7 in.
Wheelbase:  104.3 in.
Curb weight:   2907 lb.
Cargo space:   13.2 cu.ft.
Base price:  $17,295
Engine:   2.0 liter DOHC direct-injection inline four-cylinder
Drivetrain:  five-speed manual transmission, front-wheel drive
Horsepower: 160 @ 6500
Torque:  146 @ 4450
Est. mileage:   26/36

Somewhere behind the xB in terms of curbside crowd-drawing ability is the xD.  Unchanged since 2008, the xD is perhaps exempt for the moment from the pressure to be the attention-getter of the family.  In fact, there’s a chance it might’ve been cancelled by now if it weren’t for the upsurge in gas prices.  And it’s precisely that upswing that keeps the xD, which isn’t fresh in hip-car terms, from being hopelessly out of date.  

In some ways, the market has caught up to the xD, rather than the other way around.  At its introduction it was notably smaller than most subcompacts; since then, the Honda Fit, Nissan Versa, Ford Fiesta and Chevrolet Sonic have arrived to take bites out of the sub-subcompact trough.  The xD keeps up with the rest of its class in this respect.  Scion’s known for interiors that are bigger than you’d expect, and the xD provides enough space for four or five passengers as well as 10 cubic feet of cargo space.  Fold the rear seats and the rear area triples in size.  The seating position is odd, favoring short-legged drivers, but it’s also tall enough to provide a measure of confidence on the road.  The rear seats recline, and the xD’s center-offset instrument panel is a Scion hallmark.  A Pioneer stereo with USB and iPod jacks is standard equipment, and the optional Alpine system features a 4.3 inch touch screen, subwoofer outputs and HD radio capability.  A navigation system is also available—still a relative rarity on cars this size.

Wedge-shaped styling sets the xD apart, and dates it somewhat at the same time. A high beltline, distinctive hood line and heavy D-pillars give the xD a hunkered-down, heavyset appearance that helps to hide its petite size.  The xD is arguably the most Toyota-like of the lineup thanks to its angular headlamps and split air intakes.  Turn signals are integrated into the mirrors for a more upscale look.  Scion badge or not, the xD doesn’t stand out at the curb.

The xD looks like a moderately stylish economy car, because that’s what it is.  It drives like it, too, with an independent L-arm front suspension and a torsion beam in the rear.  This isn’t the most sophisticated setup, but it’s been good enough for economy cars for a decade or so.  This car’s adept at nipping around town, and a tallish seating position provides good visibility.  On tight urban streets, it’s comparable to the Nissan Versa or Mazda2, but not as entertaining as either of them.  The xD is a competent driver, nimble in parking lots and easy to park—all of which are virtues for a city car.  Brakes are discs in the front and drums at the rear, and the xD stops like an economy car, too.  Anti-lock brakes and stability control are standard.

It wouldn’t be much of an economy car if the economy wasn’t there.  The xD is motivated by a 1.8 liter four-cylinder that makes 128 horsepower.  This engine is one of the most significant things setting the xD apart from other small cars like the Toyota Yaris, whose 105-horse engine is merely adequate.  The xD’s got enough power to be confident when surrounded like bigger vehicles.  Variable valve timing and lightweight components contribute to efficiency.  The xD is available with a choice of five-speed manual or four-speed automatic transmissions.   Fuel economy is respectable, at 27 city/33 highway.

Scion’s smallest is surprisingly conventional, considering the brand’s cutting-edge reputation.  The xD is a stylish, five-seat five-door; it may be a bit less stylish than some of its more recently-introduced competitors, but it makes up for that with a tried-and-true chassis and drivetrain.  Scion can add some flash to it, but the xD is at its best in basic form.  Pricing for the xD starts at $15,845 and includes just about everything except the upgraded sound system.

All specs are for the 2011 Scion xD.
Length:  154.7 in.
Width:  67.9 in.
Height:      60.0 in.
Wheelbase:  96.9 in.
Curb weight:   2665 lb.
Cargo space:   10.5 cu.ft.
Base price:  $15,845
Price as tested:  $16,585
Engine:   1.8 liter DOHC inline four-cylinder
Drivetrain:  four-speed automatic transmission, front-wheel drive
Horsepower: 128 @ 6000
Torque:  125 @ 4400
Fuel capacity:  11.1 gal.
Est. mileage:   27/33

A platform change puts the Durango onto the same chassis as the new Jeep Grand Cherokee, and as far as relatives go, being related to a Jeep is a Good Thing.  The Durango’s now on a unibody platform, and its three-row seating has been improved.
The styling is reminiscent of the sleek original Durango rather than the hard-edged truck of more recent years.  A long hood and smooth greenhouse create a station wagon-like silhouette, and Dodge’s new family grille leads the way flanked by quad headlamps.  The Durango is subtly muscular, without extravagant character lines or the fender flares and bulky plastic that once defined SUVs.  Skid plate and towing packages are available should you want to get your Durango dirty, but it looks perfectly at home on pavement as well.

The softer lines mask a slightly larger body, so interior room is generous.  Not only will full-size adults will fit in all three rows, but if they’re folded flat a six-foot sofa will fit in the back.  From the front seat, a button drops the third-row headrests for improved visibility when driving solo.  This sport-ute benefits from Dodge’s recent round of across-the-board interior upgrades as well, sporting new high-quality interior materials and a clean dash layout.  Dark and light contrasting materials add to the upscale look and feel.  The Durango’s also very quiet on the road.  Optional equipment includes a blind-spot monitoring system, backup camera, adaptive cruise control, rain-sensing wipers, Sirius satellite radio and heated front- and second-row seats, while the available navigation system is produced by Garmin.  A rear-seat DVD player is also available.

A choice of V6 or V8 engines is offered, so the Durango can offer decent fuel economy or truck-like capability.  The all-new 3.6 liter DOHC V6 produces 290 horsepower and delivers up to 23 mpg on the freeway.  That’s nothing to write home about, but decent for the class.  Performance is surprising; the V6-powered Durango never felt ponderous or sluggish pulling away from traffic lights, even with the additional bulk of an all-wheel drive system.  For drivers who need more, there’s a 360-horse 5.7-liter HEMI V8 of course.  The HEMI sports variable valve timing and a cylinder-cancelling fuel-saver mode but only ekes out 20mpg at best.  With the V8 under the hood, however, the Durango will tow up to 7400 pounds and sports up to 1430 pounds of payload capability, making this a serious worker.  Rear- and all-wheel drive are offered, and five-speed automatic transmissions are used across the board.

The shift from body-on-frame to unibody has positively transformed the Durango.  Though it was a more traditional tough-truck layout, the previous Durango always felt somewhat primitive on the road.  The new high-strength unibody chassis gives Dodge’s SUV the driving dynamics of a car-based crossover vehicle.  The suspension’s fully independent, using a short-long arm arrangement up front and a multi-link rear.  Stiff anti-roll bars keep the Durango’s body flat in turns.  Electronic stability control and electronic roll mitigation are standard.  There’s a trailer-sway reducing system as well.

This is no longer the trucky, somewhat clunky Durango we’re familiar with; for 2011, Dodge seems intent on leaving this SUV’s truckish roots behind, at least on the surface.  It looks softer, but the new Durango’s still ready to work as well as kicking it in the suburbs.  The Durango follows Dodge’s new model-naming scheme and is available in Express, Heat, Crew, Citadel and R/T versions.  Express and Heat are the basic models, only available with the V6 and starting at $29,195 for a two-wheel drive Express.  Topping the lineup are the well-equipped Citadel and V8-only R/T.  My tester was a mid-range Durango Crew AWD featuring leather interior, navigation, handsome 20-inch wheels and satellite radio and stickered for $41,340.

All specs are for the 2011 Dodge Durango.
Length:  199.8 in.
Width:  75.8 in.
Height:      70.9 in.
Wheelbase:  119.8 in.
Curb weight:   4987 lb.
Cargo space:   17.2 cu. ft. (seats up); 84.5 cu.ft. (all seats folded)
Base price:  $35,195
Price as tested: $41,340
Engine:   3.6 liter DOHC V6
Drivetrain:  five-speed automatic transmission, all-wheel drive
Horsepower:  290 @ 6400
Torque:  260 @ 4800
Fuel capacity:  24.6 gal.
Est. mileage:   16/22