Several years of economic hardship (and more than a few casualties) have left the auto industry cautious; the wild abandon that characterized auto shows past is long gone.  In its place, there’s a pragmatic realism–but for 2012, that realistic outlook is also optimistic.  In addition to the upcoming products that are useful refinements of existing vehicles, Detroit also saw the debut of some honest-to-goodness concept cars, showing that the industry may have scaled back on the wildest flights of fancy, but it hasn’t forgotten how to dream.

Chevrolet Code 130R:  Chevrolet showed a pair of sporty concept coupes designed to please the “next generation.”  In addition to the familiar Hot Wheels Camaro that’s been showed before, the Code 130R and Tru 140S are clean-sheet dream cars with one foot firmly grounded in reality.  The Code 130R is a high-roofed two-door coupe that’s almost retro thanks to distinct hood and trunk lines.  It’s rear-wheel drive, and powered by the 150-horsepower 1.4 liter turbocharged Ecotec four-cylinder engine that powers other compact Chevy products. In addition to its sporty look, this concept also features fuel-saving engine-shutoff technology.  Could they build it?  Yes.  Should they?  It would make an interesting counterpoint to cars like the Scion tC and Kia Forte Koup, but would ultimately probably have limited, HHR-like appeal.  In short, yes.

Chevrolet Tru 140S: The Tru 140S picks up the “affordable exotic” concept where Mitsubishi’s Eclipse left off, exhibiting a slickly drawn three-door body that’s very much unlike any Chevrolet you’re familiar with.  It’s sized like a compact sedan on the inside thanks the sharing the Cruze’s platform, and its 150-horse Ecotec turbocharged engine is good for 40mpg. The Tru 140S is a concept, but it looks close to road-ready–Chevy’s even gone so far as to include a heads-up display and Chevrolet MyLink infotainment.  Could they build it? Yes.  Should they?  If the lukewarm sales of the “affordable exotic” Eclipse are any indicator, the prognosis isn’t spectacular.

Volkswagen E-Bugster: Volkswagen showed a concept Beetle to go along with that car’s recent infusion of attitude.  The E-Bugster takes the classic California street rod look and applies it to the latest Beetle, with blanked-out rear windows, a lowered top and smooth flanks.  The E-Bugster’s still firmly grounded in the current automotive realities, however; it’s also fully electric, powered by a 114-horsepower electric motor with a lithium-ion battery.  The electric drivetrain will find its way into future Volkswagen products and has a range of about 100 miles.  Could they build it?  Yes.  Should they?  The electric drivetrain is more likely to find its way into a less overtly sporty vehicle.

smart for-us:  The urban jungle-bred smart fortwo expands its utility with the conceptual for-us.  This happy-faced concept car rides two inches higher than the fortwo it’s based on and adds a tiny pickup bed out back for carrying large items—especially a pair of Smart’s new electric bicycles.  The for-us is just as electrified as the bikes it’s designed to carry, as well, as it’s powered by smart’s second-generation electric-drive system.  The smart ebike is headed for production as well, and include disc brakes and a USB connector for MP3 players.  The for-us has a docking station in its cargo bed that charges the bikes, which have a 60-mile range on batteries alone.  Could they build it?  Not as extravagantly as the concept.  Should they?  Smart already appeals to a miniscule slice of the market; the number of folks truly ready to buy a smart-camino is probably less than a thousand.

Acura ILX Sedan:  Though the youthful Integra and RSX practically made the brand, Acura hasn’t had a sporty, entry-level model for quite some time.  The all-new, Civic-based ILX, which debuted in concept form in Detroit, hopes to address this concern.  Entering the lineup below the TSX, the ILX Concept offers the brand’s signature styling, high technology and will offer Acura’s first hybrid-electric powertrain when a production version goes on sale this spring.  The 2.0 liter, 2.4 liter and 1.5 liter hybrid powerplants are shared with the Civic.

Acura NSX Concept: Acura’s hinted, teased and withdrawn the idea of a new NSX supercar so many times now that it’s hard to believe they’re serious. Acura says that this one’s the real deal, though, and not only is it going into production in a year or three, but it’ll also be developed and built in Ohio.  Technical details are scanty, but a mid-engine V6 like the last NSX (which departed in 2005) is likely.  Acura also suggested that a production NSX would utilize the brand’s Super-Handling All-Wheel Drive system as well as electric motors to boost horsepower, making the upcoming NSX a hybrid sports car.

Lexus LF-FC:  At a glance, Lexus’ LF-FC concept looks like standard dream-car fare, with a voluptuous 2+2 grand touring coupe body, a glass roof and hints of future Lexus designs in its curves.  The LF-FC also embodies concepts for a greener future, though; this high-luxury, high-performance vehicle has been designed to utilize an advanced hybrid-electric system.  Lexus announced no plans, but the brand’s expertise in producing luxury hybrids makes the LF-FC a dream that could some day be attainable.  Could they build it?  Probably.  Should they? If it were my car company, I’d wait and see how the Fisker Karma fares first.

2013 Ford Fusion:  Ford unveiled an all-new Fusion mid-size sedan in Detroit.  The complete redesign picks up some of the styling cues of the new Focus and Fiesta.  It also happens to look a lot like a miniature Aston Martin, though this is perhaps merely a coincidence. Three new engines are offered:  1.6 and 2.0 liter four-cylinders with Ford’s EcoBoost turbocharging system, and a new Fusion Hybrid whose new lithium-ion batteries help to improve its fuel economy to 47 city/44 highway. As with the Taurus before it, Ford has boosted the technology quotient as well, adding an automatic start-stop system, available adaptive cruise control, lane-keeping technology, blind spot notification and an active parking assist.

2013 Dodge Dart:  Dodge hopes to follow in the footsteps of Chevrolet, whose subcompact lineup recently underwent a name change in the process of morphing from also-ran to contender.  Dodge’s new Dart has one advantage that the Chevy Cruze doesn’t; a familiar and classic nameplate. The all-new Dart’s nothing like the last one, sold in 1976. Dodge’s new subcompact has Alfa Romeo DNA, and a choice of four-cylinder engines ranging from 160 to 184 horsepower.  Six-speed manual and automatic transmissions are offered.  A premium has been placeed on customization, with numerous options and even a reconfigurable instrument panel.  Dodge announced an MSRP of $15,995 when the Dart goes on sale later this year.

Audi Q3 Vail: Audi’s upcoming compact crossover got the special-edition treatment, showing up in unique “Vail” trim and ready to tackle the ski slopes, or at least the roads leading to the lodge.  The 314-horsepower Q3 Vail is a crossover vehicle that’s gotten SUV treatment, with big off-road tires on twenty-inch wheels and a two-tone body. The grille and headlights are surrounded by unique trim, while an aluminum skid plate protects the drivetrain.  The roof racks are designed to carry skis and snowboards.  It was a shame that there wasn’t any snow in Detroit, because the Q3 Vail is more than ready for it.

Bentley Continental V8:  No one’s ever going to accuse Bentley of being sensible or reasonable, but that hasn’t stopped the brand from considering fuel economy.  In fact, the British manufacturer’s latest Continental V8 features a forty-percent improvement in economy and emissions.  A new 4.0 liter twin-turbo V8 is at the heart of the upgrade.  Direct-injection fuel delivery and a cylinder shutoff provide improved efficiency while keeping the output at a more-than-respectable 500 horsepower.  An eight-speed automatic transmission is standard.  The Continental V8 joins the 6.0 liter Continental in GT and GTC form later this year.

2013 Cadillac ATS:  Slotting into the lineup below the CTS, Cadillac’s new small sedan breaks tradition from past compact Cadillacs in that it doesn’t look like a cheap imitation of its larger siblings.  The lightweight ATS has been developed for entertaining performance.  Three engines are offered: a 2.0 liter turbocharged four-cylinder producing 270 horsepower, a 2.5 liter four with 200, and Cadillac’s powerful 3.6 liter V6 with 320 horses.  All three engines use direct-injection fuel delivery and six-speed transmissions in manual and automatic flavors.  Inside, a simplified center stack is in keeping with the minimalist styling.  Cool details like illuminated door handles, real wood and carbon fiber trim and ambient interior lighting give the ATS luxury credibility.

2013 Hyundai Veloster Turbo:  Hyundai’s quirky new Veloster is still wet behind the ears, but it’s never too soon to pick up some street cred.  To that end, the wraps were pulled off of a turbocharged version.  The little front-wheel drive coupe’s light weight should serve it well with a 201 horsepower 1.6 liter direct-injection four-cylinder under the hood.  It’s over two hundred pounds lighter than the Volkswagen GTI, and the Veloster Turbo will still return 38mpg on the freeway.  To appeal to the sport-compact crowd, the Veloster Turbo will be available with cutting-edge matte paint.

2012 MINI Roadster: After the recent debut of the sporty, two-seat MINI Coupe (not to be confused with the traditional MINI Cooper), the Roadster can’t be much of a surprise.  The brand that helped to redefine automotive fun drives into the two-seat roadster arena with a funky, chunky face and MINI’s signature personalization features.  Powertrain-wise, the MINI Roadster is available in base, Cooper S and John Cooper Works models, producing 121, 181 and 208 horsepower respectively. Six-speed manual and automatic transmissions are offered.  Stability control and electronic power steering are also standard, and the curious aerodynamics of the stubby body are offset by a retractable spoiler.

2012 Porsche 911 Carrera Cabriolet:  Porsche was also thinking topless in spite of the wintry weather, and unveiled the latest soft-top 911 Carrera.  132 pounds lighter than the previous version, the new 911 Carerra Cabriolet also features a flexible roof that neatly matches the hardtop’s roof line when it’s closed.  0-60 comes up in 4.4 seconds in the 350-horsepower Carrera, and 4.1 in the 400-horse Carrera S.  Pricing starts at $93,700 for the Carrera and $103,800 for the Carrera S.

2012 Volkswagen Jetta Hybrid:  Volkswagen’s traditionally gone with diesel when it comes to alternative-fuel vehicles, but have no fear; the hybrid Jetta doesn’t replace the much-loved Jetta TDI.  The Jetta Hybrid does stand out with a seven-speed dual-clutch transmission and a compact 1.4 liter turbocharged engine that produces 150 horsepower.  A 20-kW electric motor adds another 27 horses.  Thanks to the lightweight engine and transmission, the Jetta Hybrid is within 250 pounds of the standard version’s curb weight, so performance should not be dramatically affected.  Stop-start technology and an aggressive “coasting” mode shut the engine down whenever it’s not needed for additional fuel savings.

2013 Buick Encore:  Buick continues to flesh out its lineup of affordable luxury vehicles with the new Encore.  The name’s slightly misleading, because the Encore’s rather unique.  Rather than waiting for BMW and Audi to bring their small crossovers to North America, Buick’s aiming to get there first.  The diminutive Encore is a five-seater with a high driving position and over 18 cubic feet of space behind the rear seats.  A 1.4 liter four-cylinder engine provides power and transmits it to the road via a six-speed automatic transmission.  Buick’s signature elegant styling ensures that the Encore won’t be mistaken for anything else.

2012 Toyota Prius c:  Last year, Toyota introduced a slightly larger Prius; this year, the hybrid brand is going a bit smaller.  The “c” stands for “city,” and the Prius c is sized to be a competent urban commuter.  It’ll be one of the lowest-priced hybrids on the market, with an MSRP of under $19,000, and its compact size enables it to use a smaller gasoline engine than that of its big brothers.  A 1.5 liter four-cylinder is coupled with a 45kW electric motor for a total system output of 99 horsepower.  Fuel economy is rated at 53/46.  The Prius c goes on sale this spring.

Toyota NS-4 Concept: Toyota’s flights of fancy are all about hybrids these days, but the NS-4 is not as far-out as it looks.  This design and technology exercise is Toyota’s vision of a mid-sized plug-in hybrid for 2015.  The Hybrid Synergy Drive is lighter and has better range than the version currently in production, and charge times have also been reduced.  Anti-fogging, anti-UV glass is used to improve visibility and comfort.  Other safety features include a blind spot monitor, pedestrian-collision friendly hood, lane departure warning, adaptive headlights and a smartphone-inspired touch screen console.  Sounds familiar, doesn’t it?  Ultimately the most significant thing about the NS-4 is what it suggests about Toyota’s future styling direction.  Could they build it?  Yes.  Should they?  Toyota could do worse than to let the Camry evolve into this.

Lincoln MKZ concept:  There’s a new Lincoln MKZ on the way shortly, and Lincoln showed off a conceptual version of its new design in Detroit.  The styling of Lincoln’s forgettable entry-level sedan has gotten a lot more distinctive, thanks to a new split-wing grille that’s sized just right to avoid looking like a beak.  The MKZ looks long and low, two things Lincoln has always done well, and a panoramic roof brings the sun inside.  MyLincoln Touch is accessed via an eight-inch touch screen on the console, and rear poplar wood gives the MKZ Concept’s interior a warm feeling.  Could they build it?  Absolutely; it’s in the plans.  Should they?  Yes.

2013 Mercedes-Benz E400 Hybrid:  Mercedes adds a new dimension to the versatile E-Class for 2012 with the introduction of the lineup’s first hybrid.  With its 302-horsepower direct-injection V6 supplemented by a 27-hp electric motor, the E400 Hybrid returns 24/31 fuel economy.  That’s respectable enough, but like Mercedes’ BlueTEC diesel models, the real fun starts when you consider the electric motor’s 184 pound-feet of torque.  The E400′s combined torque is almost 400 foot-pounds, and that’s some serious grunt.  Additionally, a “sail” function allows the gasoline engine to shut off at freeway speeds, letting the electric motors take over when acceleration isn’t needed.  The lithium-ion battery pack is integrated seamlessly into the vehicle with no impact on interior room, making the E400 a “secret” hybrid.  It’ll be available in the second half of 2012.

There’ll be a second post about some of the other debuts, including the 2013 Audi A4 allroad and RS 5, the 2012 BMW 3-Series, 2012 Fiat 500 Abarth, 2012 Honda Accord Coupe concept, the Nissan Pathfinder Concept and eNV200, the Maserati Kubang concept, the Chrysler 700C concept, Tata eMo, and Infiniti Etherea.

“No,” I replied.  “It’s here now.”  I wasn’t just being pedantic.  In spite of its uncommon electric drivetrain, what’s most interesting about the Chevrolet Volt is how ordinary it is.

There’s a preconception that electric cars are little more than glorified golf carts, and the Volt should help to put that fallacy to rest for good.  Powered by electrons instead of burning gasoline it may be, but the Volt is capable of handling day-to-day life just as well as a Cruze or a Civic.
The biggest clue that the Volt is an electric vehicle is one that many onlookers won’t notice: the grille is solid, rather than being an air intake for the engine.  The lines are rounded at the front and sharp at the rear.  Other than that, the flying-doorstop design of this five-door fits with the rest of the Chevy family.  At the rear the roof slopes to an almost horizontal tailgate with secondary glass in the vertical section.  A full-length sunroof is available.

The Volt’s interior is unabashedly futuristic, with a smooth satin-silver band that flows around the interior and marks the large center console.  The Volt is bigger than you’d expect on the inside, with comfortable seating for four and 10.6 cubic feet of cargo.  The instrument panel is a reconfigurable seven-inch display screen.  HVAC and stereo controls are touchpad-based, making for a clean dash free of traditional buttons, and an information display with a touch screen is molded smoothly into the upper section.  The info screen includes programmable settings for the car’s powertrain, allowing the driver to select low- and high-efficiency modes wherein climate control and other functions can be set for maximum comfort or maximum battery life.  As you may have guessed, high-tech is the name of the game, of course, and a navigation system, Bluetooth connectivity and a high-efficiency Bose sound system are standard equipment on the well-equipped Volt.  A remote-start system and smartphone app that allows OnStar to communicate vehicle status to your phone are also available.

Push the start button, and…nothing happens.  The Volt comes to life with a programmed “whoosh” startup noise to let you know it’s ready to drive, but as long as the batteries are up there’s no telltale engine vibration.  The propulsion system is called “Voltec,” and uses a 16-kilowatt-hour battery pack and a 111-kW electric motor to provide full-electric power.   That’s a common enough setup for electric vehicles. Where the Volt goes beyond is with its 84-horsepower 1.4 liter gas engine.  Unlike in hybrid-electric powertrains, the Volt’s gas engine serves only to charge the batteries when the car is not plugged into a wall outlet.  This extends the Volt’s range far beyond the twenty-five to thirty miles provided by the battery alone.  When drawing its power from the gasoline engine, the electric motor can take the Volt up to 379 miles.  The gasoline engine is only used to power the electric motor, so it can operate at peak efficiency most of the time, which helps to maximize fuel economy.

The horsepower equivalent of the electric motor is about 149, but what’s really significant is the 273 pound-feet of torque that’s on tap from a standstill.  The Volt moves away from traffic lights with the gusto found of an average V6.
The Volt works best for short errands and commuting.  Battery charging takes about four hours with a 240-volt outlet, and nine to twelve with a standard 120-volt household plug–and it’s damned amusing going to work and asking if there’s someplace you can plug your car in for the day.  The twelve-hour charging cycle means that it can be ready to go every morning, but if you’re driving more than thirty miles during the day you’ll be burning gas.  I managed to use the Volt for everyday running about for three days without discharging the battery or altering my driving style, but the moment a longer trip was required–a thirty-mile jaunt out of town, for instance–the gasoline engine had to kick in.  This isn’t an entirely bad thing, however.  The “range-extended” electric vehicle concept promises to remove many of the limitations that have traditionally made electric cars a nonviable choice for many Americans.

Around town, the Volt’s low stance is noticeable.  To keep things aerodynamic, Chevrolet has put this car low to the ground, and the front spoiler’s flexible bottom section scrapes noisily on most driveways.  This aerodynamic advantage also provides a responsive ride, however, and the Volt drives like a vehicle bred for the suburbs.  It’s responsive and solidly planted, thanks in part to the massive T-shaped battery under the floor that keeps the center of gravity low.  MacPherson struts are used up front, with a torsion-beam rear suspension, and StabiliTrak stability control is standard equipment.  It’s not afraid of freeway travel, either.  The Volt feels a bit lighter than average, but it’s not intimidated by bridges or large trucks.  Regenerative anti-lock brakes stop the car without drama and trickle energy back into the battery at the same time.

A few years ago, much of this would have seemed like an engineer’s pipe-dream, but the Volt’s brought its concept-car goodies to the street, and–surprise!–it behaves just like a real car.  As far as pricing goes, the Volt is one of Chevrolet’s flagships and a technological showcase, so in spite of the bowtie badge, it doesn’t come cheap:  the MSRPis $40,280.  After goodies like a leather interior, rear camera and park assist and polished wheels were added, my tester stickered for $44,180, which is an awful lot to spend on what’s basically a family car.  That said, it’s arguably the family car of the future, so perhaps the premium is just a part of the cost of having the first one on the block.  Why dream of the future when the present is so exciting?

All specs are for the 2011 Chevrolet Volt
Length:  177.1 in.
Width:  70.4 in.
Height:      56.3 in.
Wheelbase:  105.7 in.
Curb weight:   3781 lb.
Cargo space:   10.6 cu.ft.
Base price:  $40,280
Engine:   1.4 liter DOHC inline four-cylinder
Battery:  288-cell lithium-ion battery pack
Drivetrain:  111-kW drive motor and 55-kW motor-generator
Horsepower:  (gasoline) 84 @ 4800; (electric) 149
Torque:  273 @ 0
Fuel capacity:  9.3 gal.
Est. mileage:   93 full electric; 37 gas only; 60 combined

The Cruze is a brand-new take on a familiar theme.  Chevrolet’s compact sedans and coupes have always been affordable, no-nonsense vehicles at heart, and this one doesn’t stray far from that template.  What’s new–and what make it stand out–is the sense of style and purpose.  The Cruze is an entry-level car for buyers who demand more than just the minimum necessary.  In other words, the Cruze is directed at the buyers who’ve been flocking to Toyota Corollas and Honda Civics for years.  This isn’t just a rehash of the same tired program that gave us the Cobalt and Cavalier–the Cruze really is a significant step forward.

The styling is a nicely scaled-down version of Chevy’s new flat-planed and angular family look.  The Cruze looks grown-up as a result, rather than the cheap afterthought of the family.   For the moment it’s only available as a four-door sedan, but don’t be surprised if a coupe or hatchback version comes along in the next few years.  The roof is tallish and slopes dramatically to the rear, giving the car a sporty look.  The big bowtie across the middle of the grille links the large headlamps, and a strong character line running from the A-pillar to the taillights hints at the Cruze’s European influence.   An RS upgrade package is available with sporty fascias, fog lamps and a trunklid spoiler.

Inside, the shield-shaped center stack is handsomely related to the interior treatments of the Traverse and Equinox.  The Cruze is overwhelmingly black and silver on the inside, and my tester featured an interesting mesh-like cloth on the dash top that was a refreshing break from the typical plastic covering.  The dash is LED-lit, and includes a driver information center.  The interior’s quiet enough at speed that the Cruze feels like an unusually compact mid-size car.  GM’s OnStar system is standard equipment,a nd includes Automatic Crash Response, which sends emergency personnel to the site when an accident severe enough to cause injury is detected.  The Cruze can be outfitted like its larger siblings as well.  Upscale options include heated seats, a leather interior, XM satellite radio, an ultrasonic rear parking assist, navigation system and a 250-watt Pioneer sound system.

Chevy products tend to be hard-edged and purposeful, and the Cruze is no exception.  This feels like a working car–a downsized, futuristic police car, perhaps. It’s definitely transportation for someone who’s got Something To Do.  The standard powerplant is a no-nonsense 1.4 liter turbo four with variable valve timing.  It’s good for 138 horsepower.   A 1.8 liter four-cylinder is standard on the base Cruze LS model, and gets the same horsepower but offers less torque.  The high-efficiency Cruze Eco uses the 1.4 liter turbo and adds low rolling-resistance tires and a number of aerodynamic tricks that enable it to return hybrid-like 40 mpg on the freeway.  A six-speed manual transmission is standard on base models, with a six-speed automatic standard on the uplevel Cruze LT.  The automatic is incredibly smooth, though sometimes slow to downshift for acceleration.

The Cruze uses MacPherson struts in the front and a lightweight Z-link independent rear.   It’s softly sprung, but responsive enough to be a reasonably entertaining drive.  StabiliTrak stability control and anti-lock brakes are standard on all Cruzes, as are ten airbags; the former was much appreciated when an ice storm hit the day after the Cruze arrived.  Chevy’s new compact handled the ice and snow without complaint, other than a low front bumper that occasionally plowed noisily through drifts.  Electronic power steering keeps the weight down.  Four-wheel disc brakes are optional.

Pricing for the Cruze starts at $16,995. Step up to the turbocharged Cruze LT and the bottom line rises to $18,895, and an automatic transmission is standard.  The hybrid-beating Cruze Eco also comes in at $18,895.  The low entry price is coupled with a grown-up ride and enough available options that he Cruze can be equipped like a full-size car.  This makes it a good option for buyers who are considering a smaller car for the fuel savings but don’t want to give up the comfort and convenience of a larger vehicle.  In short, the Cruze succeeds at finally putting a compact Chevrolet on my “recommend” list.

All specs are for the 2011 Chevrolet Cruze.
Length:  181.0 in.
Width:  70.7 in.
Height:      58.1 in.
Wheelbase:  105.7 in.
Cargo space:   15.0 cu.ft.
Base price:  $16,995
Engine:   1.4 liter turbocharged DOHC inline four-cylinder
Drivetrain:  six-speed automatic, front-wheel drive
Horsepower:  138 @ 4900
Torque:  148 @ 1850
Fuel capacity:  15.6 gal.
Est. mileage:   24/36

Not the Chevy TrailBlazer.  This big mid-size SUV stands proud as a Truck, with a capital T, and it’s just looking for things to tow or haul.  The TrailBlazer soldiers into 2005 with two body styles, two engines and a collection of new safety and comfort features.  This is a Truck, after all, so it’s best to keep things simple.

Regular and stretched-wheelbase EXT models are offered.  Both share the strong, conservative Chevy chrome-bar front end and angular side sculpting.  Strong fender flares are accented by character lines in the body and a blocky, upright greenhouse.  It’s a functional, tough look.  We think the EXT looks a bit like a hearse in profile, but the sixteen-inch longer wheelbase means an additional twenty cubic feet of cargo space inside and a more stable ride when towing.  A choice of 16- and 17-inch aluminum wheels is available.

The interior is functional, but comfortable up front.  The dash materials have been chosen with easy cleaning in mind, rather than elegance, and the TrailBlazer looks like a working vehicle.  The driver faces a comprehensive array of gauges, and the job of piloting is made easier by available adjustable pedals and more comfortable redesigned seats.   The TrailBlazer EXT offers three-row seating, but there’s less legroom back there than you’d expect.  It’s a great cargo hauler, with 107 cubic feet of cargo space after the seats are folded, but if you want to carry people, get a minivan.  Options like XM satellite radio, a navigation system and rain-sensing wipers make the TrailBlazer a cozy enough place to spend the day, if need be.  Safety is also enhanced, with available side-curtain airbags mounted in the window sills to protect front- and rear-seat passengers.  GM’s OnStar safety and security system is standard equipment and includes automatic crash notification that allows OnStar operators to immediately contact emergency personnel in the event of a serious fender-bender.

The 4.2 liter inline six-cylinder engine is torquey enough that the TrailBlazer doesn’t need a V8.  With 275 horsepower, it’s got more grunt than many V8s, and the all-aluminum construction is solid and quiet.  The 24-valve engine uses variable cam phasing for smoother, more efficient power delivery.  Of course, needing a V8 and wanting a V8 are two different things, and for 2005 Chevy also offers its 5.3 liter, 300 horsepower V8 in the TrailBlazer.  To improve fuel economy, the V8 takes advantage of GM’s Displacement on Demand (DOD) system.  DOD can deactivate cylinders when the additional power isn’t needed, allowing aV8-equipped TrailBlazer to operate as a four- or six-cylinder and saving gas.  When the power is needed (and used), the TrailBlazer can tow up to 7000 pounds with the V8 under the hood.  Four-speed automatic transmissions are standard across the board; two- and four-wheel drive are offered.

You can’t be a Truck without traditional body-on-frame construction, and the TrailBlazer has that.  The frame has hydroformed side rails and boxed crossmembers for additional strength.  The suspension is trucky; at the rear, the solid axle is located by a five-link system, and independent double A-arms handle things up front.  The TrailBlazer rides like a truck, and there’s no getting around that.  To its credit, it rides like a modern truck, not the ox-carts of yesteryear, but emergency maneuvers result in body roll and seriously unrefined behavior.  Basically, that’s the trade-off for a 1400-pound payload and up to 7000-pound trailer-towing ability.

TrailBlazer pricing starts at $27,150, and the EXT commands a $3000 premium.  Four-wheel drive models like our test truck start at just over $30,000, with the uplevel LT model stickering at $33,200.  It’s at the low end of the mid-size SUV price spectrum, and considering the TrailBlazer’s ability, that’s pretty impressive.

Specifications:
All specs are for the 2005 Chevrolet TrailBlazer EXT, which we tested.
Length:     207.8 in.
Width:        74.7 in.
Height:        77.1 in.
Wheelbase:    129.0 in.
Curb weight:    4954 lb.
Cargo space:      23.4 cu.ft. (all seats up); 107 cu.ft. (all seats folded)
Towing capacity:    5800 lb. (7000 lb. 2wd V8)
Base price:    $33,200
Engine:     4.2 liter DOHC inline six-cylinder
Drivetrain:     four-speed automatic, four-wheel drive
Horsepower:     275 @    6000
Torque:     275 @ 3600
Fuel capacity:    25 gal.
Est. mileage:    15/20

No one is going to mistake an SSR for anything else.  As if the retro bodywork wasn’t enough, this is also the only retractable hardtop pickup truck on the market.  The extravagant curves of the front fenders and grille sweep into a compact, arch-topped cab.  Chevy says the design was inspired by the Advanced Design pickups of 1947-54.  The bed has a rigid tonneau cover, and the rounded-off tail has circular taillights in the fenders, just like the old trucks that inspired it.  Chevrolet’s signature horizontal chrome bar bisects the line of the headlights up front.  The SSR’s fender lines are echoed on other Chevrolet products as well, but nothing else has curves like this.  The massive wheels, measuring 19″ in the front and 20″ in the rear, are the most overtly modern aspect of the SSR.

A cozy, “twin cockpit” interior echoes the exterior design with an aluminum-finish horizontal trim panel running from left to right and across the doors.  It’s matched by the steering wheel’s crossbar, too, and a cool auxiliary gauge pod rides low in the footwell.  The retractable hardtop is a marvel of packaging.  Instead of folding clamshell-style, like the hardtops in Mercedes and Lexus roadsters, the SSR’s top stacks vertically behind the passenger compartment.  This unique mechanism allows the SSR’s cargo capacity to remain unchanged whether the top’s up or down.  It also impresses the heck out of anyone nearby.  The tall seats are comfortable, too, and the high seating position makes the SSR surprisingly easy to drive.  There’s not much space for anything larger than a cell phone in the cabin, actually.  Arguments will rage as to if the bed is really a pickup bed or not–it’s carpeted, but plastic runners make it possible to load slightly dirty or awkward cargo without destroying it.  The tonneau cover isn’t removable though, so capacity is limited.  We used the SSR to haul carpet, groceries, and several large boxes, and it was happy to act like a small truck.

No American-style hot rod would be complete without a V8 under the hood, and the SSR delivers.  After complaints that it was sluggish during its first year on the market, Chevy crammed an LS2 6.0 liter V8 (borrowed from the Corvette) into the engine bay for 2005.  With 390 horsepower on tap and rear-wheel drive, the SSR isn’t a disappointment on the road.  Unlike other boutique cars like the Plymouth Prowler, the SSR can back up its street-rod looks with serious acceleration and a most satisfying roar.  A choice of four-speed automatic or six-speed manual transmissions is available.

But is it really a truck?  Underneath the skin it is.  The SSR rides on a hydroformed separate frame.  With the SSR’s top down we noticed a fair amount of body jiggle on uneven roads.  The double A-arm from suspension and live-axle rear are also there to ensure that this little hot rod can do a bit of work if needed.  We’d just as soon use a Corvette to tow a trailer, but Chevy says the SSR will pull up to 2500 pounds.  Traction control is included, as well as a limited-slip differential, to help keep the SSR pointed straight in slippery conditions.  On the road and during a sudden snowstorm, the SSR proved to be remarkably easy to drive, with excellent balance and predictable handling.  The power steering is on the heavy side, but it’s also direct and responsive.  It’s a confident enough driver that we found ourselves cruising at freeway speeds even in the snow.

Thanks to Michigan’s crazy winter weather, we had a warm day to drop the SSR’s top and cruise around Detroit, too.  The SSR gets attention wherever it goes, and we got the thumbs-up from Mazda RX-8, Chevy pickup and Harley-Davidson drivers.  The SSR may be a toy, but it’s a comfortable, easy-to-drive toy that’s not completely useless when it comes to the real world.  Pricing starts at $42,430.  Our test SSR featured heated seats, a premium sound system and neato-keen color shifting paint, and stickered for $46,685.

Specifications:
All specs are for the 2005 Chevrolet SSR, which we tested.
Length:         191.4 in.
Width:            78.6 in.
Height:            64.2 in.
Wheelbase:        116.0 in.
Curb weight:        4760 lb.
Cargo space:        23.7 cu.ft.
Base price:        $42,430
Price as tested:        46,685
Engine:         6.0 liter OHV V8
Drivetrain:         four-speed automatic, rear-wheel drive
Horsepower:         390 @ 5400
Torque:         405 @ 4400
Fuel capacity:        25.0 gal.
Est. mileage:        15/19

Impala SS pictured.

That’s okay, though, because Chevy hasn’t just let the model sit passively on its perch waiting to be knocked off.  For 2006 the Impala is all-new, whether the sales figures say it needed it or not.  A new face, larger interior, and much-improved ride and performance should make its best-seller status a little more obvious.  The return of a V8-powered Impala SS model should reduce the car’s anonymity somewhat, as well.

The new face won’t win any design awards, but it’s instantly recognizable as a Chevrolet.  The conservative single-bar grille and angular headlamps actually seem like a step back in time for Chevy, to the early 1990s.  The smooth lines and subtle curves of the fenders inject just enough modernity into it that the Impala won’t be mistaken for an old Lumina, however, and that’s a good thing.  A chrome “halo” around the side windows dresses up dark-colored Impalas.  Out back, the decklid is smooth and flanked by round-element taillights in triangular bezels.  The SS model dresses things up slightly with blocky 18″ wheels, blacked-out grille elements, dual tailpipes and a discreet spoiler.  Overall the Impala is definitely not an in-your-face vehicle, and the updated design won’t offend current buyers.  Sharp eyes will notice the presence of a chrome “GM” badge on the doors however.  The General will begin badging all of the products under its umbrella, so consumers can have a better idea of who owns whom these days.

The Impala’s interior arguably needed the most work, and it’s in here that the most work has been done.  The plastic-fantastic interior that dated from an earlier age of Chevrolet design is gone, replaced by a spacious and elegant dash that can be trimmed in a choice of wood or aluminum-finish.  The dash has been angled away from the passengers to increase interior space.  The cabin is quieter as well, thanks to the use of noise-deadening Quiet Steel in the firewall and floors.  The new center stack features soft-touch plastics and a more modern layout, with a central information display for the radio and a port to plug in an iPod or other portable music player.  Dual-zone climate control, remote start and eight-way power seats are available.  GM’s OnStar system is standard.  This is one of the bigger cars in the mid-size segment, with passenger room on par with the Ford Five Hundred and Chrysler 300.  The 18.6 cubic foot trunk is deep, and the rear seats flip and fold for a flat cargo loading area.

Three engines are offered; two V6 powerplants and a V8 that’s exclusive to the Impala SS.  The base engine is Chevy’s 3.5 liter V6, with 211 horsepower and flex-fuel capability.  Cars that run on E85 ethanol are few and far between these days but may grow in popularity as the price of gasoline continues to creep upward.  The midrange engine is a new 3.9 liter V6 that replaces the hoary old 3800.  This 242-horse engine is the most versatile of the group, offering brisk performance and returning decent fuel economy.  Variable valve timing is used, the first time it’s been seen in an overhead-valve engine, and a variable-length intake contributes to its quiet demeanor.  It’s a responsive engine as well, and we didn’t want for passing power during our test drive.

The top dog is the 5.3 V8 of course, boasting the return of a small-block V8 to the Impala lineup for the first time in almost a decade.  Though it’s putting 303 horses through the front wheels, the Impala SS is reasonably docile, with most of the torque steer engineered out.  GM’s Displacement on Demand (DOD) cylinder management system is used on the V8 as well, to improve fuel economy.  DOD shuts down four cylinders when they’re not needed, and careful tuning of the transmission and engine-management systems ensures that only the most discerning drivers will be able to tell when the Impala is running on four or eight cylinders.  Four-speed automatic transmissions are used across the board.

To give each powertrain some distinction, the Impala’s suspension tuning is matched to its engines.  The setup–MacPherson struts up front and a trailing arm/tri-link in the rear–is the same, but shock tuning and anti-roll bars have been changed to give the base Impala with the 3.4 V6 a smoother ride, while making the V8-powered SS tauter for more responsive handling.  The 3.9-equipped Impala LTZ offers the best of both worlds, and rides with confidence and comfort.

Chevy has always done the value part of the equation well, and the Impala doesn’t disappoint with a raft of standard features at every pricing level.  The Impala’s a four-model series, and the entry-level LS starts at $21,990.  Just a step up the ladder is the better-equipped LT model, at $22,520.  The more powerful LTZ starts at $27,530 and the range topping SS at $27,790.

Specifications:

Length:     200.4 in.
Width:        72.9 in.
Height:        58.7 in.
Wheelbase:    110.5 in.
Curb weight:    3637 lb.
Cargo space:    18.6 cu.ft.
Base price:    $27,530
Engine:     3.9 liter OHV V6
Drivetrain:     four-speed automatic, front-wheel drive
Horsepower:     242 @ 6000
Torque:     242 @ 4800
Fuel capacity:    17.5 gal.
Est. mileage:    19/27

The new car looks superficially like the old one, but it’s all new from the ground up and built with high performance in mind.  The biggest news is a much more powerful engine, a first-ever power-operated top, and of course those controversial exposed headlights.

The most obvious design change, the glassed-in headlamps mark the first departure from flip-up lights since 1962.  Some critics have complained that the fixed headlights make the car look too much like a Ferrari; traditionalists just don’t like the conventionality of it.  We think it’s an interesting departure from the Corvette norm, and think it looks fine.  Folks on the sidewalk clearly think it looks good, because our test car got more looks and craned necks than the last Porsche or Mercedes we tested.  The new Corvette is five inches shorter and an inch narrower than the previous car, but it’s still a large, ground-hugging vehicle.  The wheels are bigger, too; 18″ up front and 19″ at the rear.  Out back, the signature four-circle taillights have become ovals, but the car’s identity is obvious.  On convertible models, a power top is available.

The traditional key-and-lock entry has been replaced by a keyless access system similar to that found on the Cadillac XLR.  Instead of a door handle, there’s a small rubber pad hidden inside a niche on the door.  If you’ve got a properly coded key, you need only squeeze it lightly and a solenoid pops the door open.  Once inside, lucky occupants will find themselves in a dual-cockpit interior with classic cues.  It’s more spacious before, both for passengers and cargo.  Not that the Corvette is about hauling stuff, but it’s nice to be less cramped.  Run-flat tires enable the Corvette to get around without lugging a heavy spare tire.  The head-up display that projects speed and other information onto the windshield is still available, as are OnStar, a navigation system and XM satellite radio.  The new interior is comfortable enough for all-day drives, and the materials have been much improved over the plastic-fantastic of years past.

There are a lot of great sports cars out there these days, so there’s no sense in coming to the party if you’re not properly dressed, so to speak.  The new Corvette is equipped to maintain its performance superiority with a massive 6.0 liter V8 producing 400 horsepower and 400 foot-pounds of torque.  Reminiscent of the muscle car days?  Sure–right down to the tail-happy antics when you mash the throttle.  But the Vette’s’ V8 is thoroughly modern, with electronic throttle control, and smart drivers will have no problem achieving supercar performance (though, hopefully not on public roads).  A four-speed automatic is available, but the Corvette is far more fun with the Tremec six-speed manual installed.  A choice of gear ratios is offered; the Z51 Performance Package has higher-acceleration cogs and a fifth gear that’s designed for max-speed runs.  Chevrolet reports twelve-second quarter-mile times and a top speed of 186 miles per hour.  We report a lot of squirreliness in the rear end as the traction control struggles to keep the ‘Vette pointed straight if the pavement is less than smooth.  Rolling acceleration is giggle-inducing, and the throttle is pleasantly easy to modulate even with all that power on tap.  A dedicated driver could comfortably commute in a ‘Vette if he or she wanted to, and that hasn’t always been true of Chevy’s performance coupe.  A Corvette will also get almost thirty mpg on the freeway, if driven nicely.

The Corvette’s body and underpinnings have received significant stiffening, the better to tackle road courses and new challengers from Japan with.  Chevy says the new car is more competition-influenced than past models.  Double-wishbone architecture is used at all four corners, with cast aluminum components for lightness.  A choice of three suspension systems, including a semi-active Magnetic Ride Control suspension and the Z51 Performance Package which is inspired by the all-conquering Corvette Z06, enables a Vette buyer to tailor the car’s behavior to suit his or her taste.  The Corvette’s big, wide body seems like it would be ponderous in turns, but it’s fighter-plane precise.  Anti-lock brakes are standard.  To bring the car to a stop from the massive speeds it’s capable of, the Corvette is equipped with 12.8-inch brake rotors in the front.  Opt for the Z51 Performance Package and that goes up to 13.4 inches–bigger than some cars’ wheels.  Handling is also augmented with traction control and Chevrolet’s Active Handling stability control system on all three suspension options.

The new Corvette is prepared to beat the competition so badly that they’ll just go home.  Pricing starts at $43,710 for the coupe and $52,245 for the convertible.  Our test ‘Vette was equipped with the head-up display, heated seats, satellite radio and the Z51 performance package.  It stickered for $52,180.  For a car that will run with exotics twice its cost, that’s a serious bargain.

Specifications:
All specs are for the 2005 Chevrolet Corvette, which we tested.
Length:     175.0 in.
Width:        73.0 in.
Height:        49.0 in.
Wheelbase:    106.0 in.
Curb weight:    3179 lb.
Cargo space:    22.0 cu.ft.
Base price:    $43.710
Price as tested:    $52,180
Engine:     6.0 liter OHV V8
Drivetrain:     four-speed automatic or six-speed manual, rear-wheel drive
Horsepower:     400 @ 6000
Torque:     400 @ 4400
Fuel capacity:    18.0 gal.
Est. mileage:    18/28

The design is simple, but more elegant than past entry-level cars, which have tended toward a drawn-by-the-lowest-bidder look.  In spite of its tallish, narrow proportions, the Aveo is very handsome, distinguished even.  A strong character line starts just above the front wheels and gives the Aveo a bit of a shoulder, so it doesn’t look like an anonymous commuter pod.  It’s got a real grille with a big chrome band and a Chevy bowtie, just like the rest of the family does.  The frameless turn signals and rounded body style are available alloy wheels are nice touches.  Two body styles are offered, a four-door sedan and five-door hatchback.  We like the egg-shaped five-door best.  The Aveo’s color palette includes cheerful yellow, metallic blue and green hues that accent the car’s cheeky good looks

Inside, a long dash greets the driver with lots of window space and great visibility.  The cabin is roomy.  You won’t forget that you’re in a very small automobile, but the chair-height seats are far more comfortable than we’ve come to expect in subcompacts.  It looks good, too, with an abundance of plastic that, thankfully, lacks the cheap Fisher-Price toy quality of past entry-level offerings.  The Aveo benefits from decent materials and quirky design–a circle-theme permeates the interior, from door handles to air vents.  Many storage cubbies make this a good commuter.  The center stack-mounted radio and ventilation controls are farther away than we’d like, and short-armed drivers may find themselves reaching.  Back-seat room is good as well; with the front seat pushed back enough to accommodate a six-foot driver, there was still room for an equally tall passenger behind without knee damage.

Few things are more fun than a small car that’s not intimidated by traffic, and the Aveo delivers.  The 1.6 liter four-cylinder engine isn’t large, but 103 horsepower is more than enough to squirt the 2359-lb Aveo away from traffic lights with the bigger cars.  Thanks in part to variable intake runners, the torque rating is a healthy 107 ft-lb.  and we had no complaints about the Aveo’s acceleration.  It’s not a drag racer, of course, but it’s not so slow as to inspire fear of on-ramps.  The powerplant is a bit coarse at high revs, but around town we found it acceptable.  A five-speed manual transmission is standard; the optional four-speed automatic includes a hill-holder feature.

The Aveo feels solid, as well.  It lacks the “old-technology” feeling that competitors like Hyundai’s Accent and the Kia Rio have, and feels like a modern car.  MacPherson struts up front and a torsion-beam rear axle are pretty standard fare for economy cars, and that’s what the Aveo rides on, too.  Around town, the Aveo is nimble thanks mostly to its size.  Anti-lock brakes are optional.  There is no such thing as a hot-rod Aveo, although it might be fun to build one.

Chevrolet sells the Aveo in three trim levels:  Special Value, LS, and LT.  The bare-bones Special Value Aveo starts at $9,995 and is likely to appeal only to the hard-core Luddites who want the most basic of basic transportation.  LS five-doors like the one we drove start at $11,370.

Specifications:
All specs are for the 2005 Chevrolet Aveo LS five-door.
Length:         152.8 in.
Width:            65.8 in.
Height:            58.9 in.
Wheelbase:        97.6 in.
Curb weight:        2359 lb.
Cargo space:        42.0 cu.ft. (seat folded)
Base price:         $11,370
Engine:         1.6 liter DOHC inline four-cylinder
Drivetrain:         four-speed automatic, front-wheel drive
Horsepower:         103 @ 6000
Torque:         107 @ 3600
Fuel capacity:        11.9 gal.
Est.  mileage:        26/34

The Corvette Grand Sport, new for 2010, aims to garner even more respect for the venerable ‘Vette.  With suspension modifications and styling tweaks, the Corvette Grand Sport borrows some of the better performance attributes of the high-dollar models and blends them into a unique midrange package.

If there’s one thing Chevy’s big-dog sports car doesn’t lack for, it’s performance.  Even in base form, the svelte Corvette features a healthy 6.2 liter V8 that produces 430 horsepower.  An optional dual-mode exhaust boosts power to 436 horses.  A choice of six-speed manual or six-speed paddle-shifted automatic transmissions is available, and of course the Corvette is rear-wheel drive.  Better still, the transmission’s gearing is freeway-friendly and returns up to 26 mpg on the freeway.  Give the Vette a hard boot and you’ll get a roar that sounds like it’s tearing apart the fabric of reality and a shove from behind that suggests it’s surfing on the shreds.  Top-speed 0-60 runs come up in a scant four seconds.  Launch Control is standard on manual transmission-equipped Corvettes; this system allows the driver to floorboard the pedal and dump the clutch while keeping the engine to a set rev limit and limits wheelspin for maximum acceleration.

The Corvette is a large, low-slung car, and the chassis is radically different from the average road car.  It’s built around a hydroformed steel rail backbone with a rear-mounted transmission, and the cockpit is formed from aluminum.  The Corvette Grand Sport gets revised spring, shock and stabilizer bar rates for track-ready handling, and the track has been widened.  As a result, the Grand Sport is ridiculously planted when the road gets twisty.  That said, it’s also somewhat twitchy thanks to an ultra-fast steering rack, and this particular convertible has a lot of cowl shake (that’s when the dash and upper section of the windshield seem to shimmy at different rates when the car hits a bump).  It remains planted, however, and for 2011 Chevrolet will offer Magnetic Ride Control, an active suspension system that will ensure the Corvette Grand Sport remains planted.  The brake cooling ducts are functional, and the Grand Sport also gets the Z06′ larger six-piston brake calipers.

The exterior styling’s distinctive wedge shape is a result of the body panels being wrapped tightly around the unique frame.  Chevrolet’s trademark quad round taillights mark the rear, and the Corvette is available as a coupe or convertible.  The sergeant’s stripes on the front fenders denote the Grand Sport model.  Not so obvious are the widened front and rear fenders and fatter wheels and tires that set the Grand Sport apart.

The cockpit is pleasantly predictable and will be familiar to anyone who’s ever spent time with a Corvette, with a purposeful six-gauge instrument panel and carbon-fiber trim.  The Corvette’s interior reflects the twin-cockpit layout that has characterized this vehicle since the start, with a large console and space for two people, their bags, and not much more.  The doors open with solenoid pushbuttons, and the interior is snug for two yet comfortable enough for an all-day drive.  It’s equipped for grand touring, with OnStar, XM satellite radio and an available navigation system.

When a car is well-executed enough that even the skeptics respect it, you know it’s an impressive product.  The Chevrolet Corvette has earned the (sometimes grudging) respect of the automotive community.   Pricing for the Corvette Grand Sport starts somewhat north of the standard ‘Vette’s $48,930; the additional performance goodies raise the bottom line to $58,580.  Even at that price point, the Corvette is less expensive than the Porsches and Vipers it will be running with.  Go easy on the options, however; my test car added navigation, an automatic transmission and other toys which drove the bottom line up to $75,740.  For that money, buyers might consider opting for the more powerful Corvette Z06.

Specifications:  All specs are for the 2010 Chevrolet Corvette Grand Sport.
Length:  190.4 in.
Width:  75.5 in.
Height:     54.2 in.
Wheelbase:  112.3 in.
Curb weight:  3289 lb.
Cargo space:  11.3 cu.ft.
Base price:  $58,580
Price as tested:  $75,740
Engine:   6.2 liter V8
Drivetrain:  six-speed manual transmission, rear-wheel drive
Horsepower: 430 @ 5900
Torque: 424 @ 4600
Fuel capacity:  19.0 gal.
Est. mileage:  15/25

Here’s the latest poster child for the minivan backlash—the 2005 Chevrolet Equinox is the latest in the growing parade of do-all vehicles that aren’t quite cars, but aren’t quite SUVs either.  Based on a chassis designed for crossover vehicles, the all-new Equinox fits into Chevy’s SUV lineup more or less between the tough-as-nails TrailBlazer on the truck side, and the extended-sedan Malibu Maxx on the car side.  Technically, Chevrolet calls it a compact SUV, but it’s the largest small sport-ute out there, and it’s certainly not an off-roader.

At a glance, the Equinox seems reluctant to own up to which side of the car/truck equation it falls on.  It looks like a sport-ute, and the Equinox shares the more modern, flush-fit styling of Chevy’s SUVs.  Look close, however, and you’ll see that this “truck” is bred for city life, not mud.  There’s no question about brand identity; a broad chrome Chevy bowtie bar runs across the front end, and there’s another one bisecting the tailgate.  The taillights are handsome, crystalline units with clear faces.  The longish wheelbase and sloped backlight are minivan-ish design cues.

The interior is comfortable and geared toward suburban adventures, with tall seats and a high console.  The view forward is framed by the thick A-pillars and long, sloped hood.  The dash is a handsome two-tone unit, with a convenient console that brings the shifter into easy reach.  A rubberized surround is big enough to hold a cell phone in place, and mesh pockets on either side of the console keep small items in easy reach.  The rear seats and the front passenger seat fold flat to carry long cargo.  The Equinox will make a good companion for smaller errands, with lots of space for small items in nets on the sides of the tall console.  The rear seats are set higher than the front for improved visibility, and the rear doors open wide enough for easy ingress and egress.  Coolest of all, the rear seats slide almost eight inches fore and aft, for improved rear legroom when needed.  We also like the cargo cover, which can be mounted at one of three different levels or flipped for use as a picnic table.  There are even small cubbies in the tops of the rear suspension towers.  The Equinox is a good errand-runner, with space to spare.  For drivers who have minivans for their flexibility but don’t carry more than four passengers, this little sport-ute is a great alternative.

The options list is a suburb-friendly one, with side-curtain airbags for safety, an in-dash CD changer, XM satellite radio and MP3 player for entertainment, and heated seats for comfort.

The Equinox hits the streets with Chevrolet’s familiar 3.4 liter V6 under the hood.  This engine puts out 185 horsepower, and provides decent, if somewhat tepid, motivation for Chevy’s new crossover.  In these days of elevated gas prices, the 25-mpg freeway fuel economy rating isn’t bad, either.  The 3.4 V6 isn’t as smooth as the fours and sixes in the competitors, with a bit more noise and growl at low speeds than in Ford’s Escape or Kia’s Sorento.  On the other hand, the Equinox is easier to pilot around town.  A five-speed automatic transmission is standard, with a choice of front- or all-wheel drive.  A properly equipped Equinox will tow up to 3500 pounds.

It’s not intended as an off-roader, so the Equinox rides on MacPherson struts up front and a four-link independent rear.  This trucklet is ready to tackle back roads and highways with aplomb, but the Equinox is no rock-crawler.  Available anti-lock brakes and traction control improve on-pavement performance when the weather is bad.  The power steering’s variable boost is pronounced, with finger-light control at low speeds and a comfortably firm feel on the freeway.

The Equinox is just arriving at dealers now, and pricing is competitive with the rest of the segment with a two-wheel drive Equinox starting at $21,560 and the all-wheel drive models about $2000 more.  Our test truck was an Equinox LS, with a decent standard equipment list, anti-lock brakes and traction control for just $22,495.  At that price, we think a lot of minivan owners might find themselves looking at Chevy’s compact SUV instead.

Specifications:
All specs are for the 2005 Chevrolet Equinox.
Length:     189.0 in.
Width:        72.1 in.
Height:        67.0 in.
Wheelbase:    112.0 in.
Base price:    $21,560
Price as tested:    $22,495
Engine:     3.4 liter OHV V6
Drivetrain:     five-speed automatic transmission, front-wheel drive
Horsepower:     185 @ 5200
Torque:     210 @ 3800
Fuel capacity:    16.6 gal.
Fuel economy:    19/25