Just as it did when invading the pickup market with the Titan, Nissan’s jumped into full-size vans because it’s got a better idea, or at least a different one.  And the NV2500, now entering its second year on the market, is definitely different.

The NV is eyecatching not just because of the high roof, but because of its pickup truck-like snout as well.  The silhouette eschews the one-box styling typical to full-size vans for a bold, trucklike face.  Likewise, the sides are sculpted with fender lines.  This is a commercial vehicle with a unique sense of style.  It still looks more like a tool than a fashion plate however, thanks in part to the featureless, windowless sides.  Roof rack mounting points are included so upfitters don’t have to drill rust-attracting holes in the roof.  It’s available in regular and 106-inch tall high-roofed models.  Nissan has announced plans to produce a passenger version later in 2012.

Presumably the passenger version will have more in the way of creature comforts than the NV2500 that I drove.  The interior’s similar to that of the Titan only more workmanlike with durable gray plastic covering nearly every surface.  Contrary to the Spartan nature of the interior, it wasn’t an unpleasant drive though.  The seats are comfortable and there are just enough amenities for the working folks who’ll have to be behind the wheel eight hours a day.  The NV’s long snout means that there’s ample foot and leg-room for driver and passenger—no more driving with your foot on the front wheel well or your knee resting against a “doghouse” engine cover.  The passenger seat also folds flat, for additional cargo space or to serve as a flat surface.  A straightforward instrument panel and cavernous removable center console with a sliding lid that acts as a writing desk cemented the NV as a commercial vehicle.  Add-ons like under-seat storage drawers and overhead consoles add functionality.  Beyond the front cabin, my tester was all business, lacking upholstery, sound deadening or seats from the B-pillar back.  During its week with me the NV hauled kitchen cabinets, a Steelcase desk, a stove, exercise equipment, three queen-sized mattresses, a sofa and a 12′ roll of vinyl flooring.  Loading was made easy by the tall rear doors.  The cargo floor is over 120 inches long, and 70 inches wide.  Interior height is 55.4 inches in standard models.  High roof models are tall enough for six-footers to stand up inside easily at 76.5 inches of cargo height, and interior cargo volume is a whopping 420.5 cubic feet.  Attachment points for interior racks and tiedowns (twelve in the floor and twenty-four in the walls) have already been built into the NV’s cargo area, and those odd-looking nearly vertical sides enable it to carry even more cargo inside.

The NV drives like an old-school pickup truck, which is to say that the ride’s a good deal less comfortable than that of a modern pickup truck.  The fully boxed frame provides a strong platform.  The suspension uses double wishbones up front and a solid-axle rear mounted on leaf springs, which should be familiar to most truck mechanics. When it comes to work vehicles, simple is often better after all.  Take the NV on the freeway and you can expect a bit of rock and roll in crosswinds, especially with the nine-foot tall high-roofed version.  Though it requires some care to prevent feeling tippy in corners, the NV is generally better planted than the average old Ford or Chevy full-size van, thanks to a wide stance and four-wheel disc brakes with a brake-based limited-slip rear.  Additional safety is provided by front, side and side-curtain airbags.  Just like a light pickup, the NV is available in chassis grades loosely defined by weight capacity: the light-duty 1500, mid-range 2500 and heavy-duty 3500.

Perhaps the biggest surprise was in the specifications sheet; this monster van makes do with a V6 under the hood.  The standard powerplant for the NV2500 is a 4.0 liter six-cylinder.  Nissan’s powerful 5.6 liter V8 is available as well.  Nissan’s big DOHC V6 makes 261 horsepower and a healthy 281 pound-feet of torque, so the NV didn’t lack for power, either on the freeway or around town.  For heavier-duty applications, the V8 produces 317 horses and 385 pound feet of torque.  A five-speed automatic transmission delivers power to the rear wheels.  The NV2500 features a 2800-pound payload and will tow up to 7000 pounds with the V6 and 9500 with the V8.  A trailer hitch is available.

It’s true, this truck is all about work, but for some folks that’s just what the doctor ordered.  Nissan claims that many small business owners have fled the market for pickup trucks that don’t always do the job as well, because current offerings in the market aren’t as comfortable or capable. The NV2500 addresses many of these concerns.  NV pricing starts at $25,050 for a half-ton, standard-roof model with the V6.  The cargo-swallowing high-roof model starts at $28,600, while V8 power comes in at $26,950.

All specifications are for the 2012 Nissan NV2500 V6 SV.
Length:  240.6 in.
Width:  79.9 in.
Height:      105.0 in.
Wheelbase:  146.1 in.
Curb weight:   5903 lb.
Cargo space:   420.5 cu.ft.
Payload:  2866 lb.
Towing capacity:  7000 lb.
Base price:  $29,590

“$23,000,” I told him, rounding the $22,550 sticker price of my test vehicle up for simplicity’s sake.  The beauty of Hyundai products is that you’re never embarrassed to tell folks what they cost, and the Veloster, slotting into the lineup for 2012 near the bottom, is definitely no exception.  The Impala driver seemed surprised, especially considering the Veloster’s aggressively sporty, hunchbacked lines.  The Veloster is partially a smaller-scale Genesis coupe and partly a shooting-brake type wagon.  From the front, it’s all nose, with lighting units that stretch almost all the way to the windshield and a big lower air intake.  The A-pillars are blacked out, giving the impression that the windshield wraps all the way around the sides of the car.  Hood and body sculpting keeps the car from looking chunky, and the flared rear fenders and big taillights give the Veloster’s considerable rump a muscular look.  The rear glass wraps down into the tailgate and stretches up to an available panoramic glass roof.  It’s a small coupe, but a funky third door on the passenger side eases access into the back seat.  Unlike similar three-door coupes, the Veloster’s third door opens conventionally, rather than requiring the front passenger door to be opened in order to get to it.  A choice of seventeen- or eighteen-inch wheels is offered.

The man in the Impala was interested in more than just the Veloster’s looks and price, though. “What kind of mileage does it get?” he asked, and gave a thumbs-up when I told him.  Here again, the Veloster impresses, with a 1.6 liter four-cylinder engine equipped with fuel-saving gasoline direct injection and continuously variable valve timing.  This is an economy car’s engine, and it performs accordingly.  With 138 horsepower on tap, the Veloster’s quick but not breathtakingly fast.  It makes up for that with 40-mpg freeway fuel economy, and makes the most of the power on hand thanks to a low curb weight.  A choice of six-speed manual or six-speed dual-clutch automatic transmissions is available, and the Veloster is an eager companion in traffic.  Like the Scion tC, the Veloster is a sensible sporty vehicle.  Hyundai will address the desires of driving enthusiasts later this year with a turbocharged Veloster that ups the horsepower to 201.

This car should be able to handle the extra horsepower with MacPherson struts up front and a torsion-beam rear axle.  The ride is pretty stiff, especially on crappy Michigan roads, but the Veloster tackles curves happily, pushing with predictable understeer and using the standard Vehicle Stability Management to keep things in line.  The car’s light weight is an advantage as well.  The Veloster’s endowed with quick reflexes.  Four-wheel disc brakes stop the nimble Veloster with ease.

Within a mile or two of the Impala’s approval, a silver Ford Focus pulled up on the other side and honked.  When I glanced over, the driver held up a sign that simply said, “BUY AMERICAN,” and then accelerated away with a scowl.

Patriots need not apply, as the Veloster is built in Korea.  With that in mind, though, there’s not much currently on offer from the Big Three to match it.  The interior makes it clear that the Veloster’s not a direct competitor to the Ford Fiesta or Chevolet Sonic, though it’s similar in size and price to those cars. The laid-back driving position and compact rear seat definitely mark the Veloster as a sporty car, but there’s a decent amount of shoulder room as well. The low seats necessitate a legs-out driving position.  A push-button start is available, and the artistic asymmetrical third-door arrangement comes in very handy for loading passengers.  Need to carry cargo?  The rear seats fold down to create a cargo space for up to 34 cubic feet.  There’s a high lift-over, but the Veloster is a true hatchback; I got it to swallow a four-foot long antique desk without difficulty.  Amenities include Hyundai’s Blue Link emergency-assistance and concierge system, Pandora internet-radio access (if you’ve got a Bluetooth-equipped smartphone), a navigation system and backup camera, and a large seven-inch touch screen to control it all. When the car’s parked, you can use the 115-volt household outlet and RCA jack to hook up a gaming console.

Sorry, Focus-guy, but the last American-badged car to combine similar features was the Saturn Ion, and even if Saturn were still around, that car lacked the Veloster’s cavernous hatchback and tossable chassis.  The Veloster’s landed in a funny sweet spot between categories, and falls into a loose group with the hybrid Honda CR-Z, MINI Cooper and much more powerful (and heavier) Scion tC.  Pricing starts at $17,300 with a manual transmission, and $18,550 with the automatic.  Easy to categorize? Not really.  You’ll just have to meet it for yourself.

All specs are for the 2012 Hyundai Veloster.

Length:  166.1 in.

Width:  70.5 in.

Height:              55.1 in.

Wheelbase:  104.3 in.

Curb weight:   2657 lb.

Cargo space:   15.5 cu.ft. (seats up); 34.7 cu.ft. (seats folded)

Base price:  $18,550

Price as tested:  $22,550

Engine:   1.6 liter inline four-cylinder

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

Horsepower: 138 @ 6300

Torque:  123 @ 4850

Fuel capacity:  13.2 gal.

Est. mileage:  29/38

Start putting words onto the screen, though, and things get heavy.  I mean, why would you want to find the Perfect Car, if you couldn’t care less about cars?  What’s in it for you?  You were all set to just go out and drop your cash on the first thing with working air conditioning and four wheels and decent fuel economy you found, and now I’m telling you that you should do a bunch of research and spend extra time making this decision?  What on earth for?  It’s a car.  It goes.  Hopefully, it doesn’t break.  Beyond that, who cares?

Well, to answer that, I have to get a little bit funky on you.  I’m going to talk about having a rewarding relationship with a machine and what that’s like, so if you’re not sure you’re ready for that, you might want to just skip to the inspection tips.  

Here’s the thing; you don’t have to be a car nut to love your car, but when you do, it changes the driving experience completely.  Think of a car as the modern equivalent of a horse.  Back in the days when horses were the primary mode of transport, you had to get to know them.  It was important to find a steed whose personality and demeanor fit yours, and once that match was made, you had a horse that would work well with you, would sense your moods and help out in little ways.  Cars aren’t so different, other than being machines instead of living creatures.  A car’s “personality” is in the way it responds to the throttle and steering, and in the way you fit in the seats and the view you have out the windows.  It’s in the way the car makes you feel when you’re on the freeway, or stuck in traffic.  It’s in how willing the car is to carry all of the people and stuff you need it to carry.  Really, without much effort you can get out there and find your perfect steed, and this one is much less likely to crap on your lawn.  The Perfect Car won’t get you from Point A to Point B any faster, but it’ll make the trip seem like less of a chore.  Trust me on this.

So, that’s the truth of it.  If you need to have a car (not everybody does), then the perfect one for you is out there, somewhere.  And finding it is not nearly as difficult as finding the perfect mate–though the process is a bit similar, and there’s still a chance you’ll find the automotive equivalent of a deadbeat boyfriend or psycho girlfriend.  But when you find the perfect car, it makes the search worth it.

Just like dating, very few people enjoy car shopping.  It’s a miserable business, to be honest; Craigslist scammers, shady car salesmen and a world with way too many choices have seen to that.  And then you’ve got to deal with financing, insurance, registration, and a bushel of other irritations.  With all of that enjoyable paperwork to look forward to, it’s no wonder the average car shopper is looking to get the ordeal over with.  I love meeting new cars, but actually shopping for one is a soul-sucking experience, to be honest.

Which is a shame, really. Whether it’s a new Lexus or a beat-up pickup truck, a new (or new-to-you) car represents one of the larger purchases you’ll make.  It’s a sizeable chunk of change, or at least a sizeable chunk of metal, rubber and glass, that you’ve got to live with, insure and store.  Shouldn’t it be something that you’re happy to own as well?
Contrary to what you might think, it’s not just crazy gearheads with oil in their veins who fall in love with their cars.  Even for a driver who thinks of his or her car as nothing but an appliance for getting from point A to point B, there’s a Perfect Car.  I’ve helped dozens of people find that One Car that they’re proud to own and want to keep forever.

If you’re a car person, then this question’s easy to answer.  You know what you like, and you know what’s out there and what makes you happy, and many times, you know why.  For the folks who can’t tell an Isuzu from an Infiniti (and couldn’t care less), finding the Perfect Car isn’t quite so simple.

Remember that your car doesn’t care who you are.  It doesn’t care about your gender, your race, your religion or who you’re attracted to.  There’s no such thing as a “chick car.”  If you like it, you like it, and don’t let anyone else’s opinion of what it represents change your mind.  Seriously.  There are people who love Ford Escorts, Pontiac Azteks and Edsels.  Don’t be ashamed to like what you like.  This means that you don’t take a car off the table because your Uncle Bob is going to roll his eyes when he sees it, or because your fishing buddies are going to question your manhood.  If you’re determined to buy American, or to not buy American, make sure it’s your choice to do so, and not a political decision.  Seriously.  While you’ll never be happy with a Pontiac if you truly can’t stand American cars, don’t let someone else’s dislike of GM products take them off your list, either.  The car guys may hate Saturns and Buicks, but there are an awful lot of people who are perfectly happy with theirs.  Could be you’re one of them.

Know how much you have to spend before you start…and then spend less than that.  If you’re buying a used car and have $4000 to spend, don’t bother looking at new cars unless you intend to finance.  Shopping for unattainable vehicles is only going to ensure that whatever you can afford isn’t good enough.  It doesn’t matter if you’ve got four hundred or forty thousand to spend–you can find a car that you love in any price range.

Figure out what you want.  Before you hit the streets or the want ads or Craigslist, think about what you want your new-to-you vehicle to do for you, so you’ve got a general idea of the sort of vehicle you’re looking for.  Sometimes this is easy–you may already know that you want a pickup truck, or a convertible, or a station wagon.  It helps to think about what your current car doesn’t do, that you wish it would (within reason:  it’s all well and good to wish that your current car was a Transformer, or that it would produce money from its exhaust, but these are not options that are currently available on the market).  Sick of driving around with your trunklid hanging open to carry large objects?  Maybe a hatchback or small pickup is in order.   Does your current car eat too much gas?  Find out what size engine you have, and look for something more efficient.  Do you really really really want a hybrid, or something with all-wheel drive?  Figure out which ones are likely to be in your price range via Edmunds.com or Kelley Blue Book.  This part requires a lot of homework, but it’ll pay off when you start actually shopping–it means less time spent with car salesmen trying to steer you into a more expensive vehicle, for starters.

Drive a lot of cars.  This is important.  Once you’ve figured out what sort of car you’re looking for, try to drive it and as many of its competitors as possible.  If it’s a used car, try to drive two or three of each.  Trying on cars is like trying on clothes, and just as important.  Even if you’ve got your heart set on a Volkswagen Jetta and there’s no swaying you from this point, go drive a Pontiac Grand Am and a Honda Accord and a Ford Fusion and some other competing vehicles anyway.  The key here is perspective.  Even though the Jetta may be the perfect car for you, you might notice some tiny detail that Subaru or Mazda does a little bit better.  It doesn’t have to sway you from your Volkswagen purchase, but you’ll love your car more if you know exactly why it’s perfect for you.  Similarly, driving several versions of the same used car will tell you what quirks are common to the vehicle, and will give you a better sense of those that have been taken care of and those that haven’t.

Drive it and go home.  Don’t buy it on the spot.  Trust me on this.  Yes, a used-car dealer is going to tell you that it might be gone tomorrow.  Trust in fate a little bit, here.  The car that you drive, then go home and dream about all night is more likely to be one that’s going to make you happy.  If you aren’t quite as excited about it a few hours later, you’ll be glad you didn’t spend the money.  If it’s definitely love, and you return to find it sold tomorrow, then it wasn’t meant to be.  Always remember this, when shopping for new or used vehicles:  there’s always another one.  This advice has saved my bacon a few times.  I know it’s a screaming deal, and Mercedes only built so many of the metallic green-with-green leather interior 300Ds in 1993, and this one’s only got 50,000 miles.  Go home and sleep on it anyway.  If it’s truly yours, it’ll be there tomorrow, and if it’s not, there’s another one out there somewhere.  (And really, if you’re that nervous and that certain that you have found your automotive soulmate, offer to put down a deposit and have them hold it for you for 24 hours while you think about it.)

Be open to alternatives.  Now, here’s where I contradict something I’ve already said.  Even though you know what you’re looking for, don’t rule out unexpected love at first sight.  Sometimes you go out shopping for a Toyota Camry and come home with a Ford Ranger pickup.  It happens.  Sometimes you’ll walk onto a lot or notice an ad, and a car will just call to you.  Don’t be afraid to go look at it anyway, even if you’re a diehard Chevy guy and it’s a Ford Fusion, or your entire family works for one of the Big Three and the car that’s calling to you is a Hyundai.  Give it a shot, even if there’s no way you’ll buy it.  Those random cars that “just call” to you can often tell you a thing or two about what you really like, and then you may be able to find that quality in a car that’s more appropriate.

Some tips on shopping for a used car:

Plan to do some work up front.  With older and less expensive vehicles, it’s a given that something’s gonna break.  Something always does–often, it’s the reason you got the car so cheaply in the first place.  It helps to plan to put some additional money into the car right at the outset.  If you’ve got a $5000 budget for your dream car, consider shopping for a $4000 car and then putting a grand of work into it–new brakes, shocks, a tune-up, whatever might be next on the maintenance list.  Get it out of the way.  This reduces the chance that your new-to-you vehicle will spoil the honeymoon by demanding repairs.

Find an Internet group.  Somewhere, there’s a fan group for just about every car.  Get together with other owners.  You don’t have to become a rabid club fanboy, but as vehicles age, having insider knowledge as to what’s expected to go wrong can be crucial.  With European and Japanese cars especially, there are often cheap fixes to common expensive problems—and with any car, it’s good to know what’s likely to be expensive.  Even if you’re not handy with a wrench yourself, getting a reference to a mechanic who knows the ins and outs of your specific car can be a big help.  If the automotive love of your life is a Saab, Volvo or Subaru, having online support can mean the difference between keeping it on the road, and going to the poorhouse trying to keep it running.

Take it for a drive and listen to it.  Never, never, never buy a used car without driving it first.  You weren’t even thinking of doing that, were you?  Of course you weren’t.  If you’re not a car nut, or don’t have a reliable car-savvy friend along to listen for you, this is what I tell my friends (with the caveat that there are exceptions to every rule!):

Dealbreakers:  Excessive clicking or clacking from the engine that’s audible with the hood closed.  Automatic transmissions that shift violently or make noise when they’er in gear.  Cockeyed wheels or a car whose rear wheels don’t line up with the front wheels.  Brakes that don’t want to stop the car.  Engine oil that looks like chocolate milk or is foamy.

Harbingers of sizeable repair bills (“sizeable” being likely to cost $500 or more):  Brakes that squeak, shudder or groan.  Any kind of abnormal smoke from the exhaust.  Overly bouncy shocks.  Worn-out tires.  A steering wheel that shakes as you’re driving, or a car that doesn’t want to stay in its lane.  Headlights, interior lights or taillights that won’t come on (if one is out, it may need a bulb.  If all of them are out, it’s something more serious).  A cracked windshield.  Inoperative air conditioning.  Rusted floors or large dents.  Doors that don’t close properly.  A leaky radiator or heater core.

Harbingers of less sizeable repair bills:  Squealing belts.  Noisy exhaust.  A dead battery.  Cracked turn signals or taillights.  Bad or swollen hoses.  Soft, “spongy” brake pedal.

This is just the tip of a sizeable iceberg, of course.  Watch this space for more new- and old-car buying tips, and feel free to email questions, no matter how silly-sounding.  I’ll do my best to answer ‘em.  Seriously, try me with a question.

Wait a minute, 40mpg?  Mazda hasn’t been big in pushing hybrids, electric vehicles or diesels.  It’s been quietly going about its happy, sporty business—or so we thought.  Where’d this new Mazda3 come from?  It looks the same as last year’s model, but that new sticker that says “SKYACTIV” portends some unexpected excitement under the hood.
Seriously, this thing gets 40 miles per gallon on the freeway.  What did Mazda do?  It’s pretty simple, actually.  “SKYACTIV” refers to a range of available upgrades for the Mazda3′s engine and drivetrain.  A new 2.0 liter four-cylinder engine, available in Mazda3 i Touring and Grand Touring models, has been named SKYACTIV-G, and features direct gasoline injection for more efficient fuel delivery.  In addition to being lighter than the 148-horsepower 2.0 liter four that powers the base Mazda3, the SKYACTIV engine features sequential valve timing and a high 12.0:1 compression ratio for improved power.  This engine delivers 155 horsepower, and if you assume that high-efficiency engines are by nature gutless, you’ll be pleasantly surprised by the Mazda3′s performance.  Acceleration is decent, freeway on-ramps don’t leave the SKYACTIV engine gasping for breath, and it’s content to cruise at extralegal speeds.  A choice of six-speed manual or six-speed automatic transmissions is offered, and both are carefully mated to the engine via computer control to maximize economy without sacrificing performance.

As a result, the Mazda3 also remains entertaining to drive.  It’s not as caffeinated as the 263-hp Mazdaspeed version, of course; the Mazda3 is still pretty tame around town.  But it’s also very composed at freeway speeds and doesn’t mind being flung into a corner once in a while.  The Mazda3 uses MacPherson struts up front and an independent rear end.  Additional strengthening to the body structure helps to further stiffen the car and improve response. The electronic power steering is calibrated for a solid and confident feel, and the brakes are strong and confident. Mazda’s done a good job of dialing enjoyment into its daily drivers and the Mazda3 is no exception to this rule.

Apart from the fuel economy story, the Mazda3 also compares favorably to its peers in the subcompact class too, thanks to a high level of available equipment and an upgraded interior.  The interior retains its sporty feel with two large gauge pods, blue lighting (it’s red in non-SKYACTIV models) and a small navigation and “multi-information display” screen mounted high in the dash just past the driver’s right hand.  The radio controls have been updated and the silver-on-black color scheme gives it an integrated look that’s uncommon on small cars.  The Mazda3′s cloth interiors look arguably better than the leather; the lighter color of the upholstery provides an airier, more friendly cabin.  The options list includes a blind spot monitor, satellite radio, navigation, heated seats, and adaptive headlights that turn with the front wheels.

The SKYACTIV powertrain is offered in both sedan and five-door hatchback form.  The Mazda3 is a handsome car, and its happy-face styling is tweaked with a smoother lower fascia, a subtle central crease to the hood and a slightly broader grin.  The changes aren’t just for looks; the Mazda3′s aerodynamic silhouette is improved.  Strong front fender lines and a steeply raked windshield are Mazda hallmarks.  In addition to the badging, SKYACTIV-equipped Mazda3s feature a blue ring around the projector headlamp units.  A choice of 16-, 17- and 18-inch wheels is available.

As subcompacts go, the Mazda3′s one of the most fun to drive, and it feels like more car than the Toyota Corolla or Honda Civic.  The brand’s family sportiness shines through brightly, and this is a car that wants to be your friend as well as a way to get from Point A to Point B.  Mazda3 pricing starts at $18,450, which puts it a step above some subcompacts but still very competitive.  My tester was a superbly well-equipped Grand Touring model with a blind spot monitoring system, Sirius satellite radio, adaptive headlights and a navigation system, and it stickered for $24,970.

All specifications are for the 2012 Mazda3.

Length: 180.9 in.
Width:  69.1 in.
Height: 57.9 in.
Wheelbase: 103.9 in.
Curb weight: 2950 lb.
Cargo space: 11.8 cu.ft.
Base price: $18,450
Price as tested: $24,970
Engine: 2.0 liter DOHC inline four-cylinder
Drivetrain: six-speed automatic transmission, front-wheel drive
Horsepower:  155 @ 6000
Torque: 148 @ 4100
Fuel capacity: 14.5 gal.
Est. mileage: 28/40

The Altima’s design is familiar, as it’s been six years since its last redesign.  That said, its arched roof, short-overhang design is still fresh.  Extravagantly curved headlamp pods flank an updated T-shaped grille with broad-spaced horizontal elements. An athletic stance is conveyed by clearly defined fender flares that emphasize the wheels, and a power-domed hood.  The Altima’s taillights are as complex as the headlamps, and serve as a focal point for the stubby trunk.  A dual exhaust is standard; a spoiler and moonroof are optional.

The interior takes cues from Nissan’s sports cars.  Three air vents atop the center console bring to mind the high-mounted auxiliary gauges of the 370Z, and the tapered console is a spacious rendition of a twin-cockpit sports car interior.  The roof is high, and the seats are broad; it’s no surprise that the Altima feels more spacious than its competitors and will carry five passengers with ease.  It’s notably larger on the inside than the Mazda6 and Fusion, its primary competitors in the sporty-sedan market.  Nissan tends to give up a little bit of convenience in ergonomics in favor of style, so the large cubby beneath the radio and the center console storage bin aren’t the easiest to use…but they look good.  With a choice of three interior colors, and nice cloth upholstery even on basic models, the Altima’s comfortable cabin doesn’t feel boring, and it’ll support an all-day drive without complaint from the passengers.  The trunk is decent-sized as well.  Sound systems can be upgraded to Bose units with a 4.3 inch color display, USB, iPod and Bluetooth connectors, and of course XM satellite radio.  A navigation system is available, as are keyless entry, a backup camera, heated seats, dual-zone climate control and interior mood lighting.

This is one of those cars that will go faster than you think it will.  In base form, the Altima’s powered by Nissan’s 2.5 liter DOHC four-cylinder engine with a continuously variable automatic transmission, a combination that’s surprisingly adept at keeping up with traffic.  The Altima has a sporty heart, and responds confidently, if not always eagerly.  The 2.5 produces 175 horsepower, and continuously variable valve timing keeps the power readily available without killing you at the gas pump.  On the freeway, the CVT lacks the breathless feeling that is common to gearless transmissions, and returns up to 32mpg if driven nicely.  If the 2.5 isn’t caffeinated enough, Nissan also offers the Altima with a 3.5 liter V6 with 270 horsepower.  The CVT is used on all Altimas, and it loses a couple of sporty-sedan credits for lacking a manual transmission option.

A quick drive makes the Altima’s sporting ability clear, and whichever powerplant you choose Nissan’s mid-sizer is an entertaining performer.   The suspension is fully independent, with a low-mounted engine and lightweight components front and rear.  MacPherson struts are used up front, with a multi-link rear.  Even with standard tires, the Altima exhibits responsive handling and the inherent stability of a car designed with sporty driving in mind.  It’s big on the inside, but the Altima has the nimbleness of a much smaller car.  Standard Vehicle Dynamic Control (VDC) and traction control don’t hurt either.

The Altima lands on just the other side of the sporty versus sensible line. It’s more engaging than the Accord or Camry, and the interior-space advantage it holds will appeal to buyers who might not want to squeeze a family of five into a Ford Fusion.  The freshened styling looks good, too.  Altima pricing starts at $20,550.  My tester was a relatively basic S four-cylinder model with the premium sound system, satellite radio and moonroof, and it stickered for $27,550.

All specs are for the 2012 Nissan Altima.

Length:  190.7 in.

Width:  70.7 in.

Height:   58.0 in.

Wheelbase:  109.3 in.

Curb weight:  3180 lb.

Cargo space:  15.3 cu.ft.

Base price:  $20,550

Price as tested:  $27,550

Engine: 2.5 DOHC inline four-cylinder

Drivetrain:  continuously variable automatic transmission, front-wheel drive

Horsepower: 175 @ 5600

Torque:  180 @ 3900

Fuel capacity:  20.0 gal.

Est. mileage:   23/32

Me, I always seem to have a boundless supply of truck-worthy tasks lined up when one arrives, so when Toyota parked a new Tacoma in my driveway, I had it hauling scrap metal, moving a futon, bookshelves and helping to dispose of some nasty used motor oil, among other things, in short order.  Pickup trucks that can’t back up their claims of toughness are quickly revealed as poseurs in my driveway.  The Tacoma, which enters 2012 with an updated face and interior, is definitely a serious truck.

This shouldn’t come as a surprise; Toyota’s pickups have been regarded as nigh- unkillable since the 1970s, thanks in part to robust underpinnings.  The suspension features double wishbones up front and a standard solid axle at the rear.  The TRD-equipped tester I drove was all geared up for off-roading, with a locking rear differential, unique Bilstein shocks and thicker anti-roll bars, progressive-rate front springs and off-road tires.  A hill-start and descent control are also included.  The high-stepping stance is a trademark of Toyota’s 4x4s, and provides nine inches of ground clearance as well as a commanding view of the road.  Stability and traction control are standard equipment, but the Tacoma wasn’t designed for road trips.  In fact, it isn’t particularly gleeful on the freeway at all, thanks to the stiff off-road suspension and big tires. There’s a tendency to wander over big bumps, and shock rebounds can be harsh.  Fuel economy is also pretty dismal at freeway speeds.

At all other times, the grunty 4.0 liter DOHC V6 is a fine powerplant for a workhorse.  With 236 horsepower and 266 pound-feet of torque available, variable valve timing, dual overhead-cam construction and electronic throttle control, the Tacoma’s V6 is a high-tech workhorse.  Power is ample throughout the engine range, and when equipped with the five-speed automatic transmission a V6-equipped Tacoma will tow up to 6500 pounds and haul just over 1300.  A six-speed manual transmission is also available for the V6.  The Tacoma’s not afraid of hard work.  For more frugal running, there’s a 159-horsepower 2.7 liter four-cylinder available.

Boxier and bulkier styling is on the menu for 2012, as the Tacoma picks up the angular styling of the 4Runner.  The new front end is noticeably taller, with powerful grille bars and a cliff-like lower bumper.  Boxy fender flares give the Tacoma a rugged look, and available fog lights and mirror-mounted turn signals in body-colored housings provide a finished touch. As in previous years, the Tacoma is available as a two-door Regular Cab, four-door Access Cab or four-door Double Cab.  The Double Cab is available with a roof rack, and has short- and long-bed configurations.

The interior was ultra-modern a few years ago, and has aged to be merely businesslike.  Updates for 2012 improve the visual appeal slightly, with distinctive black trim around the center stack and a new steering wheel.  The round, retro-ish gauges and straightforward layout are fundamentally unchanged.  Trucks have gotten a lot nicer inside since the Tacoma was first designed, so it’s no surprise that the Tacoma’s interior feels a little cheap in comparison to the F-150 and Silverado.  Being smaller, this truck shouldn’t be expected to compete directly with those vehicles—however, with a $30,000 price tag on the well-equipped TRD version, it actually does.  At that price point, picky buyers might notice the lack of a navigation system and seat heaters, and the cabin’s low height and high ground clearance make for a less comfortable, legs-out seating position as well.

What the Tacoma gives up in comfort, it makes up for in willingness to work and available creature comforts.  Seat fabrics and available flooring are designed to repel mud and water more efficiently, and the stubby cargo bed features D-rings for tying down cargo, an electrical outlet for tailgating and a standard bedliner.  A backup camera is available, easing trailer hookup.  Toyota’s new Entune infotainment system is available, as are Satellite radio, Bluetooth connectivity and HD Radio with iTunes tagging and text-to-voice services.  Behind the scenes, JBL GreenEdge speakers reduce the sound system’s power needs.

The Tacoma lineup is broad enough to please sport-truck and off-road fans too. The X-Runner sport pickup is back for 2012, offering a unique lowered suspension and very un-pickup-like handling.  At the opposite end of the spectrum, the T|X Package borrows from the TRD parts bin to add 16-inch beadlocked wheels, taller tires and unique graphics.  My tester was a four-wheel drive Double Cab that fell somewhere toward the upper end of the middle, with a towing package, TRD Off-Road package  and all-weather floormats, and it stickered for $32,772.

All specifications are for the 2012 Toyota Tacoma.
Length:  208.1 in.
Width:  74.6 in.
Height:     70.1 in.
Wheelbase:  127.4 in.
Curb weight:  4185 lb.
Towing capacity:  6500 lb.
Payload:  1315 lb.
Base price:   $27,025
Price as tested:  $32,772
Engine:   4.0 liter DOHC V6
Drivetrain:  five-speed automatic transmission, four-wheel drive
Horsepower:  236 @ 5200
Torque:  266 @ 4000
Fuel capacity:  21.1 gal.
Est. mileage:   16/21

That said, times have changed, and the modern MINI is growing into a wider range of cars than even its versatile ancestor ever did.  And for those buyers who’d love to have a MINI but also need four doors and a bit of cargo capacity, the MINI Cooper Countryman is just the ticket.  It’s not really an SUV; this is really a four-door MINI Cooper with a bit more ground clearance and all-wheel drive.

Does that combination of words seem like evidence of a loss of direction at MINI?  Perhaps on paper, but in the metal the new MINI Cooper Countryman is true to the brand’s fun-to-drive mission in life.

The Countryman certainly doesn’t fall far from the tree in terms of styling.  The oval headlamps, stubby hood and friendly, smiling grille are all present.  Cooper S Countryman models also sport the mail-slot in the hood that feeds the turbocharged engine.  MINI’s traditionally upright lines and distinct shoulders translate easily to an SUV-type body, and the Countryman doesn’t look much larger than its stablemates until it’s parked next to them.  Do that and it’s clear that the Countryman is a little over a foot longer than the MINI Cooper.  Bulk is nevertheless relative, as the  Countryman is still significantly shorter than a Scion xB.   The most obvious visual cue separating this vehicle from the rest of the MINI lineup is the Countryman’s four doors.  The taller stance is masked by the available eighteen-inch wheels and, just in case there was any doubt that this vehicle’s a MINI, the roof and mirrors can be painted in contrasting colors.

The Countryman’s interior is more about fashion than function.  There’s room for four, but this does not look like a utilitarian vehicle.  The pie-plate speedometer and toggle switches are accompanied by a plethora of rounded vents and trim pieces, as well as MINI’s familiar column-mounted tachometer. A clever console with a rail system runs from front to back and offers a range of accessories that can be clipped to it and moved to suit the passengers, from cell phone carriers to sunglasses cases.  Rear-seat legroom is acceptable, and all four seats are grippy enough to provide support when the road gets entertaining.  The rear seats fold flat, providing over forty-cubic feet of space for cargo.  XM satellite radio, heated seats and mirrors, a parking assist and a navigation system are available.  A wealth of appearance options presents Cooper S Countryman buyers with a  wide array of personalization options.

Power is provided by a 1.6 liter turbocharged engine in Cooper S Countryman format, and MINI’s little crossover doesn’t want for acceleration. Variable valve timing and an electronic throttle ensure strong and immediate response to demands for more acceleration.  The Cooper S Countryman’s twin-scroll turbocharger adds sixty horses over the base model for a total of 181 horsepower, and turns the four-door MINI into a sporty little crossover indeed.  A choice of six-speed manual and automatic transmissions is offered. , towing.  Stacked up against driver-oriented compact crossovers like the Nissan Juke and Mitsubishi Outlander Sport, the Countryman compares favorably.  Ultimately it’s less useful than a Ford Escape or Honda CR-V, though.

The little Countryman may be the “big” MINI, but it’s still a great deal smaller than just about everything else out there, and it retains a nimble responsiveness that most larger vehicles have no hope of matching. MacPherson struts and a multi-link rear make up the suspension, which retains much of the fleetness of foot that MINI is known for, especially when compared to other crossovers.  Four-wheel anti-lock brakes and electronic stability control are standard.  Electronic power steering aids in keeping the curb weight down.  The all-wheel drive makes up for the increase in mass and higher center of gravity, keeping the Countryman planted when performing very un-trucklike maneuvers.

The “big” MINI still thinks small; though it’s considered a crossover, the Cooper S Countryman is considerably smaller than most of its competitors, and it’ll handily outperform, out-attitude and out-equip the rest.  Of course, it comes at a price.  At $22.450, the MINI Countryman is on the expensive end of cheap.  The higher-performance Cooper S Countryman starts at $26,950.  The navigation system, automatic transmission and extensive personalization on my tester drove the MSRP north of $35,000.

Specifications:
All specs are for the 2012 MINI Cooper S Countryman
Length: 161.8 in.
Width:  70.4 in.
Height:      61.5 in.
Wheelbase: 102.2 in.
Curb weight: 3252 lb.
Cargo space:  41.3 cu.ft. (all seats folded)
Base price:  $26,950
Price as tested:      $35,150
Engine:  1.6 liter turbocharged inline four-cylinder
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower:  181 @ 5500
Torque:  177 @ 1600-5000
Fuel capacity:  12.4 gal.
Est. mileage:  23/30

The interior is cozy without being cramped, and provides a more upright driving position than many small sports cars.  Burl walnut accents are available, as is a sun-reflecting leather interior that stays cool to the touch in summer.  It seems like there’s never enough small-object storage space in the SLK’s cabin, but it’s a comfortable place for two human beings, with grippy seats and sills that are just high enough to give a supercar feeling without making you feel like you’re in a bathtub.  Mercedes’ COMAND infotainment display takes some getting used to but once you’ve learned its ins and outs it works as well as the similar systems from BMW, Audi and Lexus.  Dropping the top takes about twenty seconds, and there’s still 6.4 cubic feet of space in the trunk even when it’s lowered.  When the top is down and the weather is cool, Mercedes’ available AIRSCARF and AIRGUIDE systems kick in to keep things comfortable.  AIRSCARF directs air from the heater through a vent in the seat, blowing a warm breeze right across the back of the neck, while AIRGUIDE is an adjustable windblocker that attaches to the roll hoops behind the seats.  I had the SLK’s top down on a sunny 45-degree day; AIRSCARF and the seat heaters kept me comfortable enough for a forty-minute drive.

Don’t think that Mercedes is trying to lull you to sleep, though.  Quite the opposite, in fact.  The SLK350 features Mercedes’ ATTENTION ASSIST system as standard equipment.  Borrowed from the E-Class, ATTENTION ASSIST monitors steering for erratic inputs that signal driver drowsiness, and flashes an alert if it thinks you’re getting too sleepy to drive.  It’s intelligent enough that it won’t flash warnings during spirited driving.

The SLK is motivated by a new direct-injection 3.5 liter V6.  It’s the same size as its predecessor, but enjoys a horsepower bump as well as improved fuel economy, if you can remember to keep your right foot light.  The intoxicating rush of 302 horsepower makes lead-foot excursions something of a constant temptation, however.   A new seven-speed automatic transmission puts the power to the rear wheels, and it’s smooth and responsive.  It also improves fuel economy.  Driven carefully, the SLK350 provides 29mpg on the freeway.  Paddle shifters on the steering wheel allow quick manual gear changes.

A four-wheel independent suspension and rack and pinion steering provide compliant yet responsive handling.  The brakes seem almost intuitive, and that’s partly because they are.  When the accelerator is lifted quickly, a Brake Priming function moves the pads closer to the rotors in anticipation of a sudden stop.  The SLK350 is comfortable and responsive, though it’s still not as sharp-edged as a Z4, TT or Boxster. That said, it’s also much more comfortable on the road than either of those, and when it come to cars you’d hop into and drive cross-country it takes a few jumps up the list—especially since ATTENTION ASSIST will even tell you when it’s time to stop for the night.

The new SLK350 has inherited more than just supercar looks from the SLS; the new interior appointments and improved handling make it seem to have moved up a tax bracket or two.  If curbside reactions are any indicator, this is an improvement that’s not lost on passers-by, either.  Happily, the price of entry hasn’t changed that much.  2012 SLK350 pricing starts at $54,800. With the addition of satellite radio, AIRSCARF, a navigation system, the Magic Sky Control roof and other options, my test SLK stickered for $66,805.

All specs are for the 2012 Mercedes SLK350.
Length: 162.8
Width: 79.
Height:  51.2
Wheelbase: 95.7 in.
Cargo space: 10.1 cu.ft. (seats up); 6.4 cu.ft. (seats folded)
Base price:  $54,800
Price as tested: $66,805
Engine: 3.5 liter DOHC V6
Drivetrain: seven-speed automatic transmission, rear-wheel drive
Horsepower: 302 @ 6500
Torque: 273 @ 3500-5250
Fuel capacity: 18.5 gal.
Est. mileage: 20/29

To be specific, I was driving the Kia Forte 5-door, which is the new cargo-carrying variant of the Forte.  Joining the sedan and sport two-door Forte Koup, the Forte 5-door offers an alternative to compact crossover vehicles.  The entire Forte lineup stands as convincing evidence that Kia’s grown and changed in some impressive ways since 2005.

Stylish looks are a good start.  The Forte 5-door’s one-box hatchback styling is a bit anonymous but a strong face gives this car an identity.  While not as eyecatching as the boxy Soul, the Forte was the first to sport Kia’s new family grille and a smoother, more finished look. Turn signal repeaters in the mirrors are an upscale touch.  The wheels are pushed out to the corners of the car, with lightly flared fenders wrapping a choice of sixteen- or seventeen-inch wheels.

The interior has a similar quietly-stylish design, albeit with a more aggressive and sporty flair.  Red-lit gauges and a complex, contoured dash are nicely outfitted, and the Forte’s interior is a comfortable place.  It’s the little things that count, like standard satellite radio, auxiliary input jacks and a standard tilt/telescope steering wheel.  A surprising level of available content includes Bluetooth connectivity, a navigation system and a backup camera, and the Forte can be further upscaled with leather upholstery, automatic climate control and heated seats.  The cabin is quiet and refined, in contrast to Kias past that were comfortable enough, but still felt like economy cars.  The new Forte 5-door won’t beat you up during a full day of driving. The Forte’s solid and quiet on the freeway, and it imitates a crossover pretty well, too.  With four passengers, the Forte 5-door will still carry over 19 cubic feet of cargo.

A solid structure and taut suspension are part of the reason for this. In addition to a very stiff frame, the Forte 5-door’s suspension is very close to the subcompact sweet spot between responsive and plush. Don’t let the rather commonplace MacPherson front suspension and torsion beam rear fool you; the Forte 5-door is comfortable and not afraid to push it a little when entering or exiting the freeway.  Anti-lock brakes, traction control and stability control are all standard equipment.  Uprated, slightly sportier springs are available on the Forte 5-door SX.

Another thing that’s changed in five years is the price of gas.  The Forte receives a small bump in fuel economy for 2012, to 26/36.  The standard engine is a 2.0 liter DOHC four-cylinder with 156 horsepower.  Upgrade to the Forte 5-door SX, and Kia boosts the power with a 2.4 liter four making 173 horsepower.  Both engines use continuously variable valve timing, and are fantastically adept at bringing the Forte up to freeway speed and keeping it there without drama.  Around town, the Forte accelerates eagerly but without being jerky or harsh.  Six-speed automatic transmissions are standard on all five-door Fortes.  Similar to the new Chevrolet Cruze ECO, Kia also offers a Fuel Economy Package on the Forte 5-door EX that adds electronic power steering, low rolling-resistance tires and aerodynamic tweaks to the 2.0-liter equipped car, boosting fuel economy by another mile per gallon.

Subcompacts aren’t always the weapon of choice when tackling long-distance drives, but Kia’s made some dramatic improvements to the art of producing small cars that will change that belief quickly.  Small or not, this car is refined, handsome and versatile enough to be considered a viable road-tripper.  Forte 5-door pricing starts at $18,100.  My tester was a well-equipped EX featuring a sunroof, navigation system, pushbutton start  and foglights, and stickered for $21,185.

Specifications:

All specs are for the 2012 Kia Forte 5-door.

Length:  170.9 in.

Width:   69.9 in.

Height:  57.5 in.

Wheelbase:  104.3 in.

Curb weight:  2944 lb.

Cargo space:  19.4 cu.ft. (seats up)

Base price: $18,100

Price as tested:  $21,185

Engine:  2.0 liter 16-valve DOHC inline four-cylinder

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

Horsepower:  156 @ 6200

Torque:  144 @ 4300

Fuel capacity: 13.7 gal.

Est. mileage:  26/36

Intensified competition is the primary motivator behind the upgrade.  When it was introduced in 2006, the Compass was among the smallest of the crossover vehicles, and didn’t have much competition.  Now that the Nissan Juke, Mitsubishi Outlander Sport and others have arrived, things have changed a good deal, and the Compass has changed with them.

A more substantial design is subtly tweaked to improve curb appeal, and it’s added a few thousand dollars to the Compass’ apparent base price as well.  Stronger fender flares are more integrated with the front fascia, and quad headlamps remove the chipmunk-cheeked look imparted by the single round lights of the original Compass.  The grille slots are now ringed in chrome, and the side aspect has been smoothed and tightened. A slight dome on the hood is also reminiscent of the Grand Cherokee.  Seventeen-inch wheels are standard, and the Compass looks natural with off-road tires.  Where it looked somewhat cheap before, the upgrades give the Compass a more finished look.

The interior has received a similar rethinking.  Most noticeable are the upgraded materials, with cheap-feeling plastics now replaced by smoother, better-finished surfaces.  The Compass will comfortable seat four, and uncomfortably seat five, with over 22 cubic feet of luggage space behind the rear seats.  The curvy body is deceptively tall, and the Compass is adept at swallowing moderately awkward cargo.  Fold those seats flat and the available cargo room expands to 53.6 cubic feet.  In addition to the handsome interior, every Compass gets keyless entry, cruise control and heated exterior mirrors.  Available interior upgrades include a nine-speaker Boston Acoustic sound system, sunroof, navigation system and Jeep’s handy UConnect system which includes an iPod interface.

Improved underpinnings don’t hurt either.  It may be far, far removed from the military vehicles that are the brand’s namesake, but the Compass is a nice-driving, versatile compact do-all.  The suspension is carlike and consists of MacPherson struts up front and a multi-link independent rear.  Four-wheel anti-lock brakes, electronic stability control and roll mitigation are standard.  For those who plan to deal with inclement weather or unpaved roads, the Compass offers an All-Weather Capability option package that adds all-terrain tires, rubber floor mats, an engine block heater and tow hooks–for towing other crossovers out of ditches, of course.  The Freedom Drive II Off-Road package that my test Compass was equipped with takes that at step farther, with skid plates, a full-size spare, Hill Descent Control, off-road tuned anti-lock brakes and a ride height raised by an inch.

The Compass is powered by a choice of four-cylinder engines.  The basic powerplant is a 2.0 liter four producing 158 horsepower.  A 172-horse 2.4 liter four is also available, and features variable valve timing for smoother power delivery.  A five-speed manual transmission is standard, with an optional continuously variable automatic (CVT). The CVT has been upgraded for 2012 to improve acceleration and reduce unnecessary revving, and it contributes to a reasonably serene freeway ride.  There are two four-wheel drive options: Freedom Drive I and II.  Freedom Drive I is a full-time active system with a lockable center coupling, designed for bad weather and slick roads.  Freedom Drive II adds a Low range for actual off-roading.  Unlike lesser crossovers, the Compass isn’t afraid to lift a wheel or crawl over logs when equipped with Freedom Drive II.  Unfortunately, even with the fuel-saving CVT, fuel economy on Freedom Drive II-equipped models is terrible, coming in at 20 city, 23 highway thanks to that model’s low gearing, raised ride height and off-road tires.  The base two-wheel drive Compass fares somewhat better, returning 23/29 mpg that puts it among the best in its class.

The Compass is more of a dual-natured creature than it has been in the past.  In most guises, it’s a Jeep-branded around-towner, contrary to the marque’s heritage.  The addition of improved off-road ability makes it among the most off-road capable of the pavement-bred crossovers, however.  In all models, the successful tweaks to the interior and exterior styling put the little guy in the running.  $19,295 is the starting MSRP, covering a basic two-wheel drive Compass with a manual transmission. My tester featured the Off-Road Group (including the 2.4 liter engine and CVT) and satellite radio and stickered for $25,900.

Specifications:
All specs are for the 2012 Jeep Compass
Length: 175.1 in.
Width:  71.4 in.
Height:      65.0 in.
Wheelbase: 103.7 in.
Curb weight:  3350 lb.
Cargo space:   22.7 cu.ft. (seats up); 53.6 cu.ft. (seats folded)
Base price:  $23,445
Price as tested:      $25,900
Engine:  2.4 liter DOHC inline four-cylinder
Drivetrain:  continuously-variable automatic transmission, four-wheel drive
Horsepower:  172 @ 6000
Torque:  165 @ 4400
Fuel capacity:  13.5 gal.
Est. mileage:  20/23