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

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

That massive body makes for a spacious interior, and a minivan-like layout helps the Acadia Denali to make the most of it.  A choice of seven- or eight-passenger interior layouts is offered.  The second-row seats have a “Smart Slide” feature to ease ingress into the rearmost seats, and there’s enough legroom for full-sized adults at all positions.  The unibody chassis layout provides a low, minivan-like step-in height as well as a high, easy-visibility seating position and a cavernous 115.9 cubic feet of interior room with the rear seats folded.  The Acadia’s interior is businesslike but reasonably stylish, with chrome-ringed square vents and a large, stuff-friendly console.  The upgrade to the Denali package adds leather and real mahogany wood trim on the dash and steering wheel, three-zone climate control, a power tailgate, heated and cooled seats up front, dual sunroofs, remote start and a head-up display for the speedometer and other functions.  A navigation system, backup camera and rear-seat entertainment system are available, naturally.  The rear-seat entertainment system also adds a household-style electrical outlet.

A 3.6 liter V6 engine provides much better fuel economy than the V8 that lies under the hood of the average full-size sport-ute.  With variable valve timing and direct injection, the Acadia Denali’s 288-horsepower engine is state of the art and provides a seemingly endless torque curve.  It’ll muster up to 24 mpg on the highway if driven gently.  Six-speed automatic transmissions with an automated grade-braking function are standard.  Front- and all-wheel drive are available.  The Acadia is not an off-roader by any stretch; its all-wheel drive is useful in poor weather and snow, but won’t take you down the Rubicon Trail.  Towing capacity is a generous 5200 pounds, enabling the Acadia to pull a boat or camper trailer with ease.

The Acadia Denali is a large vehicle, and it drives like it.  The long wheelbase ensures a stable and comfortable freeway ride, while the MacPherson strut front suspension and independent linked-H rear end keep things appropriately carlike.  The ride is almost sailing-ship stately; the Acadia is largely free of head-toss and harshness, though its five thousand-pound curb weight provides a certain gravity on the road.  GMC knows the difference between “solid” and “heavy,” though, and while the Acadia Denali has the secure heft of a minivan, the four-wheel antilock brakes ensure that bringing the big guy to a halt isn’t a nightmare.  Safety and security are enhanced by a phalanx of standard airbags and standard stability control.

As far as large family vehicles go, the Acadia Denali pushes all the right buttons without pulling the “minivan” card.  It may not be flying a skull and crossbones and be full of romantic rogues, but it will haul eight people in style and comfort, entertain them, and can tow a hefty trailer when the need arises.  GMC’s done a great job of applying its work-ready ethic to suburban life, and the Acadia Denali adds a whole bunch of extra amenities to the package.  Of course, there’s a corresponding increase in price; MSRPs start at $43,220, about a $10,000 premium over the standard Acadia.  My tester’s navigation system, rearview camera and rear-seat entertainment system brought the bottom line to $48,125.

All specs are for the 2011 GMC Acadia Denali.
Length:  201.1 in.
Width:  78.9 in.
Height:     72.8 in.
Wheelbase:  118.9 in.
Curb weight:   4925 lb.
Cargo space:   24.1 cu.ft. (all seats up); 115.9 cu.ft. (all seats folded)
Base price:  $43,220
Price as tested:  $48,125
Engine:   3.6 liter direct-injection DOHC V6
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower: 288 @ 6300
Torque:  270 @ 3400
Fuel capacity:  22.0 gal.
Est. mileage:   16/23

The Prius comprised 53% of the United States hybrid market last year, according to Toyota.  It outsells every other U.S. hybrid combined, in other words.  And with gas prices still creeping ever upward, the market for fuel-efficient vehicles continues to grow.   The “v” stands for “versatility” according to Toyota, though the five-door hatchback Prius would seem to be plenty versatile enough.  There’s always a need for more cargo space, though, so the Prius v is longer and wider than the original.  It doesn’t look it at a glance, but the Prius v is large enough to compete with cars like the Volkswagen Jetta TDI wagon, Honda CR-V and Ford Escape Hybrid.  It’s also considerably more efficient than any non-hybrid SUV or crossover.

Styling updates are subtle.  The Prius v retains the flying-doorstop silhouette of the Prius, with a slightly longer hood and a more bulbous, cargo-friendly tail.  As it turns out, if you square off the rear of a Prius and lengthen the hood, it looks sort of like…a Mitsubishi.  A straight line appears to go from the front bumper to the top of the windshield.  Subtle aerodynamic tweaks are in place to improve efficiency, of course.   All of the car’s corners are slightly rounded, and a split spoiler and tiny fins on the headlamps are designed for airflow management and wind noise reduction.  It doesn’t look like it, but the Prius v is actually longer than the Prius.  The wheelbase has been stretched three inches, and overall length is up six inches.  The Prius v is also three inches taller and an inch wider.  The additional size is most noticeable in profile, where the Prius v’s additional length emphasizes the larger one-box form.  The available panoramic sunroof is made of lightweight resin rather than glass.

You won’t notice unless it’s parked next to a Prius, but car is bigger than it looks; the Prius v is comparable in size to compact and mid-size SUVs, in terms of interior room.  The interior is a patchwork of different textures that go well together; the Prius v features smooth trim on the center stack and cupholders, soft-touch fuzz on the console, padded, folded-paper texturing on the dash and a harder surface on the dash-top.  It’s laid out similarly to the rest of its brethren, but the driver’s controls are marked by a band of silver trim on the dash that offers a more upscale look.  Automatic climate controls are managed with a one-touch “joystick” that’s unique to the Prius v, while the upgraded JBL sound system uses a lightened amplifier and is designed for a lower energy draw.  High-efficiency speakers reduce power usage by 50% or more.  Sliding rear seats add several inches to the cargo area or rear-seat legroom, depending on which way they’re positioned.  The front seats are slightly higher, providing a more comfortable seating position, and uplevel models use a washable, lightweight faux leather called SofTex.

Cargo space is 34.3 cubic feet with the seats up, and expands to 67.3 with them folded.  The rear seats fold flat and are carpet-free on the cargo surfaces.  Toyota’s signature dual glovebox is also used.  The cargo area has under-floor storage as well.

Offered for the first time in the Prius v but likely to spread to the rest of the Toyota lineup is the Entune system.  Similar to Ford’s SYNC infotainment system, Entune connects to smart cell phones and other data devices.  Entune synchs similarly to any Bluetooth system, but allows the use of several smartphone apps including Bing, movietickets.com, Pandora and Open Table.  Entune is voice-activated, and can be upgraded.  It’ll also read text messages aloud, and can send pre-set quick-reply messages.  Keeping the technology quotient high, a backup camera is standard equipment.  Dynamic Radar cruise control, parking assist, a smartkey, Smart Stop Brake Override, and the self-parking Advanced Parking Guidance system are all available.

Out on the road, the hybrid system’s 134 horsepower is adequate.  Then again, driving a Prius is not about acceleration times, and never has been.  Prius drivers tend to be a patient bunch.  The hybrid drive is the same as that of the standard Prius.  It’s got four drive modes, and has been more or less unchanged since the last major upgrade in 2009.  There have been a couple of powertrain tweaks for the Prius v–the 1.8 liter engine uses exhaust heat circulation to get up to its maximum efficient temperature quickly.  It lowers emissions as well.  The transmission has a slightly higher final drive ratio, to offset the additional weight load of the larger body.  Fuel economy is rated at 44/40.

Though it’s only 200 pounds heavier than the standard Prius, the suspension uses heavier springs and bushings, though the layout is the same, with MacPherson struts in the front and a single-beam trailing arm rear.  It drives…well, pretty much like a Prius.  On the road, the Prius v is an appliance, motoring from point A to point C without complaint or drama.  Thanks to the upgraded springs, the Prius v is a bit firmer and harsher over bumps than other cars.  A pitch and bounce control system tweaks the throttle response on washboard roads to reduce tossing and rapid up-down motions.  The regenerative brakes have an antilock function and stop confidently.

For safety in the city, the Prius v is available with Toyota’s new Vehicle Proximity Notification System, which addresses a growing complaint about electric vehicles–they don’t make enough noise for pedestrians to hear them coming.  A hidden speaker projects a low-pitched hum when the Prius v’s gasoline engine is not running.

Redundant?  Perhaps not.  This car actually makes a decent case for itself as a useful and valuable expansion to the Prius lineup.  Pricing hasn’t been set yet, but the Prius v will be available in three grades:  Two, Three and Five.  The Two has a standard backup camera.  Navigation and Entune are added to the mid-range Three, while the Five gets premium equipment like an upgraded navigation system, JBL sound system, Softex interior trim, seventeen-inch wheels and LED headlights.

All specs are for the 2012 Toyota Prius v
Length:  181.7 in.
Width:  69.9 in.
Height:      62.0 in.
Wheelbase:  109.4 in.
Curb weight:   3274 lb.
Cargo space:   34.3 cu.ft. (seats up); 67.3 cu.ft. (seats folded)
Base price:  TBD
Engine:   1.8 liter DOHC inline four-cylinder connected to 60kW motor-generator
Drivetrain:  continuously variable transmission, front-wheel drive
Horsepower: 134 (combined)
Torque:  153 lb-ft (electric), 105 @ 4000 (gasoline)
Fuel capacity:  11.9 gal.
Est. mileage:   44/40

Well, that’s not exactly true. “Big fun” pops to mind.  Literally–the X6 M is a sizeable vehicle, and only the 555 horsepower churning through the drivetrain masks the fact that this is an five thousand-pound vehicle.  The X6 M drives small thanks to a 4.4 liter twin-turbocharged V8 engine.  An exclusive pulse-tuned exhaust manifold that manages the flow of gas through the turbochargers enables more linear power delivery than is expected from most turbocharged engines.  An advanced, high-efficiency intercooler is also used.  Stunning acceleration is available instantly throughout the rev range, and extralegal speeds are delivered with a sociopathic lack of drama.  The six-speed M-division-designed automatic transmission is the first autobox ever offered on an M car, and acquits itself to enthusiasts with an algorithm that rev-matches on downshifts, resulting in entertaining burps as you decelerate into a corner.  The transmission also incorporates a launch control function that assists in getting the most performance from a standing start.  BMW’s xDrive all-wheel drive is standard.  The X6 M is a decent freeway traveler, but it drinks fuel at a prodigious rate.

BMW’s M division absolutely excels at producing vehicles that combine track-ready poise with day-to-day compliance.  To handle the additional power, the double-wishbone front, multi-link rear suspension has been lowered 10 millimeters and re-tuned to unique M specifications.  Control is further enhanced with a self-leveling rear air suspension and BMW’s Adaptive Drive system, which includes electronic shock control and roll stabilization software.  There’s almost no body roll in hard cornering, a significant feat with a vehicle this big.  Massive four-piston brakes behind standard twenty-inch wheels help bring the X6 M to a stop, even from track speeds.

For all the engineering violence going on to fling that monstrous power to the road, the X6 M is remarkably serene and poised from the inside.  The interior is large sedan-sized, and the wide trapezoidal dash gives an impression of space, thanks in part to a sparse, almost button-free layout.   Carbon-fiber trim lends a serious air to the already-serious leather interior.  The X6 M also gains grippy sport seats and a unique instrument cluster displaying additional performance-related information.  In recent years, BMW has gone to great lengths to complicate the process of putting your car into gear, culminating in a paddle that requires you to push an interlock button and watch very carefully to be sure you haven’t actually gone into reverse, or not shifted into (or out of) gear at all.  It’s aggravating at first, but once you’ve learned its curious language the X6 M’s transmission works like any other.

Other than that ergonomic quibble, the X6 M is a friendly and surprisingly useful vehicle.  Four passengers will fit comfortably, and with the seats folded there are 50.8 cubic feet available to carry gear.  Amenities like four-zone climate control, navigation and the surprising upgraded sound system with 16 speakers are controlled through BMW’s iDrive multimedia interface.  This mouse-type controller has come a long way since it was first introduced, and now offers one of the most intuitive and easy-to-use layouts available.  A cold-weather package, park-assist camera and head-up display are also available.

It’s already one of the more extravagant-looking BMWs, thanks to the super-sized sedan snout combined with a dramatically sloped hatchback.  The X6 M looks even more aggressive than the standard X6 thanks to massive air intakes that feed the twin turbochargers, front fender gills and side skirts.  A revised rear diffuser and quad tailpipes identify the X5 M from the rear.

It may be hard to classify, but there’s no arguing that the X6 M is the epitome of wretched excess–a big, super-fast four-wheel drive that can’t go off-road and sucks up a ton of fuel, but it still does what it does so well that you’ve gotta respect it.  The MSRP commands no small amount of respect, too:  the X6 M starts at $89,200 and liberal application of amenities will quickly take the price past six figures.

Length:  191.7 in.
Width:  78.1 in.
Height:      66.3 in.
Wheelbase:  115.5 in.
Curb weight:   5247 lb.
Cargo space:   50.8 cu.ft. (seats folded)
Base price:   $89,200
Price as tested:  $94,975
Engine:   4.4 liter twin-turbocharged 32-valve V8
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower: 555 @ 6000
Torque:  501 @ 1500-5650
Est. mileage:   12/17