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

Advertising presence or no, with significantly upgraded competitors hitting the streets it was time for the stalwart Ford Explorer to make a serious paradigm shift.  Ford didn’t hold back with the latest redesign, and the 2011 model represents the biggest set of changes since the vehicle was introduced in 1990.

At a glance, you might not recognize this as an Explorer.  The new exterior departs strongly from the old, with only a bit of the C-pillar shape harkening to the previous model.  The design adds a lot of visual bulk to this truck, with squared-off shoulders and a long hood featuring a hint of the Ford-truck “power dome.”  The new Explorer is actually slightly lighter than its predecessor, however.  There’s a lot going on in the new Explorer’s face.  The rounded-off corners give the Explorer a family resemblance to the Edge crossover, while strong side contouring emphasizes the flared fenders and high beltline.  Roof rails and mirrors are smoothly integrated into the design.  It’s a new look for the Explorer, and it gives off an air of quality and capability, a significant departure from the previous version’s dated and uninspiring design.

Inside, the new Explorer’s much roomier, with front-row seating almost as spacious as that of the full-size Expedition.  Third-row seating is also improved, with space for full-sized adults in all three rows.  The tailgate and rear seats are available with power operation, and the third row folds flat into a rear well that provides additional storage space when the seats are up.  With everything folded, the Explorer will haul up to eighty cubic feet of cargo.  The Explorer borrows a bit from the Edge and a bit from the Taurus, featuring a new MyFord Touch flat-panel touch screen display and available SYNC voice-activated infotainment and phone tethering.  An available parallel-park assist system is borrowed from the luxury cars.

There’s a hidden innovation in the rear seat:  Ford’s industry-first inflatable rear seat belts.  Designed to spread the forces of impact out over a greater area of the passenger’s body, the inflatable seatbelts offer additional protection to elderly passengers and children.  Additional available safety features include Ford’s BLIS blind spot warning system and adaptive cruise control complete with an obnoxious flashing emergency-stop warning.

Over-the-road comfort is one of the biggest areas of improvement.  The suspension uses an independent short-long arm front setup and a multi-link rear.  provides a stable and relaxing freeway ride.   The truckish head-toss of previous versions has been dialed completely out.  AdvanceTrac stability control and “Curve Control,” which responds automatically to stabilize the Explorer should you enter a turn too quickly, are standard equipment.  Four-wheel disc brakes are standard equipment.

Ford has eliminated the thirsty V8 engines from the Explorer lineup, to improve the breed’s fuel economy.  The 3.5 liter V6 that’s standard under the hood features independent variable timing on each of its dual overhead cams and produces 290 horsepower.   It’s a smooth engine, though it obviously lacks the higher torque rating of an eight and sometimes feels overwhelmed by the Explorer’s weight.  Once up to speed it’s fine but there’s a noticeable lack of oomph when accelerating from a stop.  On the plus side, the Explorer’s good for 25mpg fuel economy, which is almost unheard of in a three-row SUV.  For even better economy, there’s a 2.0 liter EcoBoost four-cylinder available.  This turbocharged engine puts out 237 horsepower and is only five foot-pounds shy of the V6′ 255 lb-ft. torque rating.  Six-speed automatic transmissions are standard across the board.  Engine efficiency is further improved by the reduction of parasitic losses like power steering and air conditioning–an electronic power steering pump eliminates the engine belt-driven accessory, and the Explorer’s air conditioner uses a variable-displacement compressor to reduce its power drain.  Towing capacity is 5000 pounds and made easier with Trailer Sway Control and an available backup camera designed to aid in attaching trailers.

All-wheel drive is available, of course, and offers a terrain-management system designed to deal with different surfaces that’s probably got some DNA from Ford’s prior ownership of Land Rover.  That’s not a bad thing; though it’s lost its trucklike body-on-frame chassis, the Explorer is still a capable off-roader.  Driver aids like Hill Descent Control are a big help.

The Explorer has always been one of the top-selling SUVs, even when it wasn’t the best suited for urban life.  Now, Ford’s reimagined it with city living in mind, with fantastic results.  The Explorer is larger and feels much more refined, and passenger-delighting features like MyFord Touch and SYNC are the icing on the cake.  Pricing for the new and upgraded Explorer starts at $28,995.  My well-equipped tester was a top of the line Limited model and featured a navigation system, power-folding seats and tailgate, adaptive cruise control, the blind-spot monitoring system and a trailer towing package for the luxury-SUV price of $45,160.

All specs are for the 2012 Ford Explorer.
Length:  197.1 in.
Width:  90.2 in.
Height:     71.0 in.
Wheelbase:  112.6 in.
Curb weight:   4695 lb.
Cargo space:   80.7 cubic feet (all seats folded)
Base price:  $28,995
Price as tested:  $45,160
Engine:   3.5 liter DOHC V6
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower: 290 @ 6500
Torque:  255 @ 4000
Fuel capacity:  18.6 gal.
Est. mileage:   17/23

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

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

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

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

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

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

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

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

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

All specifications are for the 2011 Jeep Grand Cherokee

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

Introduced in 2006 as both a nod to the Land Cruiser’s off-roading heritage and a chance to give headaches to Jeep Wranglers, the FJ Cruiser has soldiered on without obvious changes.  For 2011, a locking rear differential is standard on six-speed automatic-equipped models, and the FJ Cruiser’s annual Trail Teams Special Edition is available in Army Green with matching trim.  That’s about all that’s changed.  But change isn’t necessarily a good thing, considering that the FJ Cruiser has survived the collapse of the giants, as burly SUVs like the Hummer have fallen out of vogue and disappeared from the market.  Of the hard-core off-roaders, this is perhaps the easiest to live with, considering its permanent hard top and four-door layout.  

At a glance, the FJ Cruiser looks to be nothing but four giant wheels holding up a tiny body.  The big-box looks are straight out of the monster-truck school of design, with a shot of retro thrown in for fashion purposes.  The FJ Cruiser’s narrow, upright windshield, squared-off fender openings, white roof and close-set headlamps are taken from the original Toyota FJ, first introduced to the U.S. in 1960.  The retro touches are applied to a seriously beefy body, however, with a blunt, bulldog-like hood and a hefty super-sized spare tire dangling from the tailgate.  Go for the Trail Teams Special Edition and things get even meaner-looking, with blacked-out bumpers and grille, rock rails and skid plates, and special wheels.

There’s no mistaking what the FJ Cruiser is all about–it’s got an inclinometer in a pod riding front and center on the dash.  The hose-out interior is basic, in an old-school SUV sort of way, with rubberized floors and water-resistant seats.  Reverse-opening rear doors provide access to the rear seats, which aren’t as difficult to get into as you’d think thanks to a long slide forward, while a big barn-door rear opens up the 66.8 cubic-foot cargo area.  The seats are mounted close to the high floor, and the dash is all horizontal and vertical lines spruced up by available body-colored panels.  The ergonomics are more closely related to industrial equipment than cars.  Since that’s just the sort of environment the FJ Cruiser is intended for, this is not a downside. The standard audio system includes XM satellite radio and Bluetooth connectivity.  There’s an available backup camera in the rearview mirror, as well.

Visibility through the narrow windshield takes some getting used to, but the FJ is actually easy to drive once you’re used to it thanks to very communicative steering and suspension.  This comes in handy in the dirt, naturally.  If you’re willing to make the compromise–or if you just love the post-apocalyptic look of the thing–this can be a decent around-town companion.  For FJ Cruisers that will spend more time in the dirt, there’s an Off-Road package that adds Bilstein shocks, a locking rear differential and Toyota’s A-TRAC active traction control.  The suspension itself consists of a sturdy, truck-like ladder frame, double-wishbone components up front and a coil-sprung solid axle at the rear.  Standard 32-inch tires provide over nine inches of ground clearance in standard trim.  The flexible front suspension allows almost eight inches of wheel travel, and massive brakes ensure confident stopping.  Handling is good, even with the FJ Cruiser’s short length and high-stepping stance, thanks to standard Vehicle Stability Control.  On pavement, the ride isn’t as punishing as it could be; this truck is certainly somewhat more comfortable than its arch-enemy the Jeep Wrangler.

The low gearing is good for off-roading, but not so great for freeway travel.  The FJ Cruiser will keep up with traffic, but it’ll take its time getting up to speed and it’ll use a lot of gas doing it.  The 4.0 liter V6 under the stubby hood produces 260 horsepower, and features variable valve timing and double overhead cam construction.  A broad torque curve keeps the FJ Cruiser in its powerband off-road, making rock crawling easy, and low-speed on-pavement driving is also confident–it’s just the freeway that’s not this vehicle’s element.  A choice of six-speed manual and five-speed automatic transmissions is offered.   The FJ Cruiser will tow up to 5000 pounds.

It ain’t the least bit practical, but with more and more SUVs becoming carlike vehicles, the FJ Cruiser’s beginning to be retro in spirit as well as design.  This is a truck that can take significant punishment and tackle the worst terrain you can reasonably throw at it.  Being able to tool around town without a neck brace is just icing on the cake.  FJ Cruiser pricing starts at $25,090 for the two-wheel drive version, which is kind of toothless considering the off-roading gear that this truck carries.  Fortunately, four-wheel drive is just $26,880.  At $32,147 fully equipped, my tester remained a worthwhile ride.

All specs are for the 2011 Toyota FJ Cruiser.
Length:  183.9 in.
Width:  75.0 in.
Height:     72.0 in.
Wheelbase:  105.9 in.
Curb weight:  4295 lb.
Cargo space:  66.8 cu.ft. (seats folded); 27.9 cu.ft. (seats up)
Base price:  $26,880
Price as tested:  $32,147
Engine:   4.0 liter DOHC V6
Drivetrain:  five-speed automatic transmission, four-wheel drive
Horsepower: 260 @ 5600
Torque:  271 @ 4400
Fuel capacity:  19.0 gal.
Est. mileage:   17/21

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Well, sort of.  Since it’s based on the Chevrolet Colorado, sharing a platform and powerplant with that pickup, it’s easy to assume that the H3 is intended to be a mass-market family-hauler.  Like the rest of the Hummer lineup, though, the H3 is part highly specialized off-roading tool and part boutique vehicle.

There’s no mistaking the H3′s Hummer DNA.  It doesn’t matter that it’s smaller; college-town types are still going to hate you for driving it thanks to the high stance, 32-inch tires (33s are available) and military-coup silhouette.  The familiar styling cues are scaled (slightly) down, but they’re all there.  In fact between the massive fender flares, vertical windshield and fortress-like window set, the H3 almost seems to have too much styling going on.  On the road it’s not unlike driving a small fortress and will certainly bolster the confidence of timid drivers, at least until they have to back up.  The externally-mounted spare tire doesn’t block the view that much; it’s just that the H3′s rear window is that small.  Trailer towers should be aware that the big fender flares stick out just enough to block the mirrors, too.  Small trailers will have to be towed by feel, because they’re barely visible from the driver’s seat.

The H3′s visual size contributes to a general feeling of bulk.  Big brother H2 is even more massive of course, but that truck has a 6.0 liter V8 to get it moving.  The H3 makes do with a 3.5 liter five-cylinder, and it’s enough to get this 4700-pound vehicle moving as long as you don’t insist that this be done too quickly.  The H3′s torquey powerplant makes 220 horsepower, and goes about its business relatively quietly.  A choice of five-speed manual or four-speed automatic transmissions is offered (incidentally, the first time such a choice has been available in a Hummer).  We drove the automatic and found it to be, not surprisingly, just as smooth as that found in the Chevy Colorado.

Four-wheel drive is standard of course.  We didn’t get a chance to get our H3 dirty, but suspect that the generous ground clearance and short overhangs will work in its favor, while the visibility-challenged cabin will work against it when setting out on the trails.  Still, the H3 is definitely loaded for bear.  Skid plates and an intake system designed to ford up to 16″ of water keep the delicate components safe, while traction control and an available locking rear differential keep traction close at hand.  9.1 inches of ground clearance and a phenomenal approach angle allow the H3 to surmount a variety of off-road obstacles.  GM’s Stabilitrak stability control system is offered on automatic-equipped H3s.  The suspension is similar to a pickup’s, with an independent short-long arm torsion bar setup in the front and multi-leaves in the rear, and around town it’s actually comfortable, for an SUV.  Hummer claims a turning circle on par with that of a small car, but after having to make a 100-point turnaround in the crowded parking lot of a pizza parlor we have to conclude that it’s no good being able to turn on a dime if you can’t see the corner.

H3 drivers will never forget that they’re in a truck.  The windshield is upright and very far away, the A-pillars almost vertical.  The interior has been upsized, with a massively fat steering wheel and chunky controls.  Small-framed drivers will also find the H3 difficult to use; the spare tire hanging off of the tailgate makes it resistant to opening and closing.  The high load floor cuts into cargo space as well as being difficult for short drivers to load or unload.  Then again, it’s also pretty easy to argue that the H3 isn’t about performing mundane suburban tasks like carrying groceries anyway.  That doesn’t mean it can’t be equipped like a luxury ride, of course.  Hummer will let you load your H3 up with a DVD navigation system, leather seats and one of the biggest sunroofs we’ve seen in a sport-ute, should you choose.

It’s true that overachievers like the noisy little Jeep Liberty CRD will do just about anything an H3 will, as well as beating it on fuel economy and driveability, but no Jeep ever had the curb draw of a Hummer.  The H3 starts at $28,935, which is on par with the Jeep Grand Cherokee and Toyota 4Runner with whom it’s intended to compete, but our test truck was easily optioned up to $35,225 and at that price point we weren’t sure if the financial compromise was worth all of the attendant usability compromises.  In the end, it all depends on where your priorities lie, and how bad you expect your roads to be.

Specifications:
All specs are for the 2006 Hummer H3, which we tested.
Length:     186.7 in.
Width:        74.7 in.
Height:        74.5 in.
Wheelbase:    111.9 in.
Curb weight:    4700 lb.
Cargo space:        29.5 cu.ft (all seats up); 55.7 cu.ft. (seats folded)
Towing capacity:    4500 lb.
Base price:    $28,935
Price as tested:    $35,225
Engine:     3.5 liter inline five-cylinder
Drivetrain:     four-speed automatic transmission, four-wheel drive
Horsepower:     220 @ 5600
Torque:     225 @ 2800
Fuel capacity:    23 gal.
Est. mileage:     16/19