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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Let’s get one thing out of the way first; the Juke’s design is polarizing.  Opinion on my tester was split about 50/50 as to if it was adorable or horrific.  The Juke’s got surprisingly feminine lines; its muscular curves are soft, and the face is aggressive but not threatening.  Some sporty vehicles look like they want to eat your face; the Juke looks more like it would lick it at best.  There’s nary a straight line to be found here; the Juke is all exaggerated fender flares, stubby body and big seventeen-inch wheels.  As if that weren’t enough, the headlamp treatment is one of the strangest since the Isuzu VehiCROSS, with running lights mounted high on the front fenders and a large pair of round headlamps pushed into the corners of the sharply angled grille.  The greenhouse is short and sloped, terminating suddenly at the back of the car.  To keep the side aspect smooth, the rear door handles are hidden in the C-pillars.  At the rear, Nissan’s familiar boomerang taillights are mounted high, next to a dramatically curved rear window.

The Juke’s interior is equally quirky, with rounded surfaces all around and a floating instrument panel top that looks like an arched eyebrow.  The curviest center stack since the original Hyundai Santa Fe holds the radio and optional navigation system above and a neat LCD display below that switches between HVAC and the I-CON engine control, and flows down into a fat console.  The Juke is compact but the well-bolstered seats are comfortable enough for all-day driving.  I found the pedals to be awkwardly placed for my long legs, but other drivers had no problems.  The rear seat is a crowded but survivable, and the cargo area is modest but holds over 35 cubic feet with the rear seat flopped–enough for a decent grocery-store run or travel for two.

Though inexpensive, the Juke is well-equipped.  Bluetooth connectivity, steering wheel audio controls and an iPod interface are standard equipment.  Upgrades include Nissan’s Intelligent Key keyless entry/start, a Rockford-Fosgate sound system with a subwoofer, a backup camera, XM satellite radio and a navigation system.

Thanks to its small size, the Juke maneuvers fantastically, holding the road with confidence.  MacPherson struts are used up front.  At the rear, front-wheel drive Jukes get a torque beam, while the all-wheel drive models feature an independent rear.   On the freeway it’s bouncy thanks to the stubby dimensions.  Electronic power steering and anti-lock brakes are standard.

There’s a 188-horsepower turbocharged 1.6 liter direct-injection four-cylinder under the hood, but in these days of 300-horse compact cars, the power feels merely modest.   The all-aluminum engine is sometimes noticeably underpowered at freeway speeds in spite of sixteen-valve construction and variable valve timing, but the Juke manages to be modestly powered without being terrifying to drive.  It’ll keep up with the BMWs going 80; you’ll just burn a lot more gas doing it.  When not being flogged to keep up with sports cars, the Juke returns up to 32 mpg on the freeway.  The I-CON drive mode controller allows the driver to choose from three throttle, transmission and steering-response modes for economical, normal or sporty driving.  A choice of continuously variable automatic or six-speed manual transmissions is offered.  The short-throw manual transmission provides entertaining traffic carving.  All-wheel drive is also available for CVT-equipped Jukes, and features torque vectoring that can split power front-to-back and side-to-side depending on need.  The system can also counteract understeer by sending more power to the rear wheels during cornering.

It may be a bit off-putting at first, especially if your automotive tastes run toward the traditional, but the Juke will grow on you.  Nissan’s new mini do-all is one of the most entertaining in this growing segment, and it’s easy to live with around town.  With pricing starting at $19,570 for front-wheel drive and $21,070 for all-wheel drive, it should be easy to live with at bill-paying time, too.  My tester was a front-wheel drive SV model with the manual transmission and sport package, and stickered for just $22,490.

All specs are for the 2011 Nissan Juke.
Length:  162.4 in.
Width:  69.5 in.
Height:     61.8 in.
Wheelbase:  99.6 in.
Curb weight:   2994 lb.
Cargo space:   10.5 cu.ft. (seats up); 35.9 cu.ft. (seats folded)
Base price:  $19,070
Price as tested:  $22,490
Engine:   1.6 liter direct-injection turbocharged inline four-cylinder
Drivetrain:  six-speed manual transmission, front-wheel drive
Horsepower: 188 @ 5600
Torque:  177 @ 2000-5200
Fuel capacity:  13.2 gal.
Est. mileage:   24/31

That’s always been the beauty of the minivan.  Sure, most of them are pressed into service as mom-taxis, but in reality it’s a mobile command center, and Honda’s new-for-2011 Odyssey takes that role very seriously.  Whether it’s hauling kids or camping gear, the Odyssey is ready to work with a lower, wider body and a more powerful, more fuel-efficient engine.

Functionality is the name of the game.  The new Odyssey is bigger and wider, providing ample space for up to eight passengers inside. This is a rather big van.  Real-world legroom is enough for six-foot adults in the center and third rows. The second-row seat is multi-adjustable; the seats can be moved slightly for additional elbow room, slid forward to make access to the rear easy even with a child seat in place and the center section folds to create a large console.  Honda calls the third-row seat a “Magic Seat,” similar to that used in the Fit, and it disappears seamlessly and effortlessly into the floor with two lever pulls.  The second row can be folded or removed in a slightly more complicated process.  Fully opened up inside, the Odyssey becomes a cavern, with over 145 cubic feet of space for hauling stuff.  Of course, all that room is useless if it’s not convenient, so the Odyssey also features a handsome dash styled similarly to that of the Accord.  It’s handsome, if a bit fussy thanks to the multitude of buttons.  There’s a removable front console, cool DVD remote storage and 115v/USB plugs in the back.  A front-console “cool box” and flip-up ring for holding trash bags are handy items that make the Odyssey seem a bit more like home.

Like its opposite number the Toyota Sienna, the Odyssey can be outfitted like a mobile living room, right down to the available 16.2-inch screen on the rear-seat entertainment system, which has split-screen capability and HDMI ports for plugging in HD devices or gaming consoles.  Of course, this is also a traveling living room, so the Bluetooth connectivity and available navigation system, with turn-by-turn guidance and restaurant guides included, is a bonus. The system uses a 60-gig hard drive instead of a DVD, and its brightly colored eight-inch screen has the option of allowing you to select a favorite photo as “wallpaper.”

On the road, Honda’s new minivan is acquitted by its comfortable ride.  MacPherson struts are used up front, and the rear’s got a multilink setup.  The Odyssey drives big, because it is big, but it’s not wobbly or unstable when changing directions.  A choice of 17- or 18-inch wheels provides surprising road feel for such a large vehicle, and Honda includes low rolling resistance tires for improved fuel economy.  Vehicle Stability Assist stability control and anti-lock brakes are standard equipment.  To help make this big van easier to drive, there’s an available blind-spot monitoring system that lights up an indicator in the appropriate mirror if there’s an obstacle traveling where it’s hard to see.

The Odyssey’s 3.5 liter V6 feels like it’s working hard; acceleration is a constant reminder that this is an 4500-pound vehicle.  On the plus side, it returns decent fuel economy and provides interstate-eating range thanks to the 21-gallon gas tank.  The 3.5 V6 features Honda’s i-VTEC system, of course, and horsepower is up slightly to 258.  Honda’s Variable Cylinder Management (VCM) system is also included, allowing the engine to shut off up to three cylinders when they’re not needed.  This helps to push fuel economy into the high twenties on the freeway, and you won’t notice any changes in the way the Odyssey is running because Honda’s installed an active noise-cancellation system that masks the additional vibration caused by a V6 operating as a three-cylinder engine.  A new six-speed automatic transmission is available on the Touring, while lesser Odysseys make do with a five-speed autobox.  The slick six-speed is the way to go, providing long legs and a quiet ride.  Should you need to tow a trailer, the Odyssey will pull up to 3500 pounds.

Perhaps the greatest departure from Honda minivans past is the exterior.  For perhaps the first time, the Odyssey’s sporting a sense of style.  The new design is preternaturally flush, with flat panes of glass, a lower roofline and a wind-cutting V-shaped prow.  The rear windows have an asymmetrical zig-zag shape that provides a dramatic side aspect, and a band of taillights that stretches all the way across the rear.  This is a good-looking minivan, and that’s not an oxymoron.

Pricing has often been a sticking point for the Odyssey, because Honda’s people-hauler has always been a premium vehicle, so it’s always been priced accordingly.  Odyssey sticker prices start at $27,800, but the amenities add up fast, and my tester had an MSRP of $44,030.  Of course, it was a top-of-the-line Odyssey Touring Elite, loaded up with a moonroof, satellite radio, navigation, the DVD entertainment system and a rearview camera.  It was a fancy ride indeed, and the new Odyssey goes a long way toward earning the right to that price tag, to be honest.

All specifications are for the 2011 Honda Odyssey.
Length:  202.9 in.
Width:  79.2 in.
Height:     68.4 in.
Wheelbase:  118.1 in.
Curb weight:   4560 lb.
Cargo space:   38.4 cu.ft. (all seats up); 93.1 cu.ft. (third row folded); 148.5 cu.ft. (all seats removed)
Base price:  $27,800
Price as tested: $44,030
Engine:   3.5 liter DOHC V6
Drivetrain:  six-speed automatic transmission, front-wheel drive
Horsepower: 248 @ 5700
Torque:  250 @ 4800
Fuel capacity:  21.0 gal.
Est. mileage:   19/28

Kia’s new styling language continues to impress.  The Sportage avoids being derivative of the funky Soul but is clearly in the same family.  Borrowing its styling from the “Kue” concept first shown in 2007, the Sportage combines striking flying-wedge styling with delicate yet muscular curves in the hoodline and fenders with upscale details like LED running lights.   The beltline is high, so the Sportage looks like it’s got big shoulders and a strong body.  A massive tailgate extends all the way to the bumper, providing a clean rear aspect and a low loading floor.

Cute-ute or not, the Sportage makes a decent road-tripper for two.  The cargo area is just adequate enough.  If I had a complaint it’s cabin noise; the only place the Sportage shows its cost-savings is in NVH reduction.  On the freeway, you’ll sometimes have to raise your voice to be heard.

Noise aside, the cabin is comfortable.  The driver faces a set of luminous gauges in a contoured dash that hints at the “bowtie” shape of the Sportage’s new grille.  The center stack and console are simple but nicely thought out, and there’s stowage-space for MP3 players, sunglasses and other errand-running detritus.   In addition to that, the Sportage is well-equipped.  Standard equipment includes Sirius satellite radio, Bluetooth connectivity and USB jacks.  Kia’s new UVO infotainment system is also available, combining hands-free communication, media access and even SMS text messaging.   The options list is so long you’d think you were equipping the larger Sorento, and includes a back-up camera, heated seats, a cooled  glovebox, keyless entry and of course a panoramic sunroof.

Under the hood, the Sportage features a new 2.4 liter DOHC engine.  Thanks to continuously variable valve timing and 16-valve construction, this engine makes more power and is more efficient than the 2.7 liter V6 in the previous Sportage.  Horsepower’s rated at 176, and the Sportage will top 30mpg on the highway.  The four-cylinder’s great around town, though it’s a bit noisy and coarse-sounding at idle.  Upper- and mid-range power is excellent, especially on the freeway where smaller crossovers traditionally have trouble accelerating to pass.  For the truly power-mad, there’s a turbocharged Sportage on the way later this year, using Kia’s 2.0 liter turbocharged four that makes 270 horses.  A choice of six-speed manual or automatic transmissions is offered, and the Sportage is available with front- or all-wheel drive.  The all-wheel drive system, called “Dynamax,” is an active, always-on system that features a lockable mode for off-roading.  Towing capacity is rated at 2000 pounds.

Handling is confident with just the barest hint of twitchiness due to the short wheelbase.    MacPherson struts are used in the front, and a multi-link rear.  The front coil springs are side-loading units that reduce friction within the system without affecting handling or response.  Electronic stability control is standard.  The four-wheel disc brakes are adequate but could use a touch more power to feel truly confident.   All-wheel drive Sportages feature slightly larger rotors than front-wheel drive models.

My tester was loaded–navigation, heated seats and heated/cooled driver’s seat, AWD, double sunroof, automatic climate control, satellite radio.  It was priced accordingly too–$29,000 is in the upper edges of the compact SUV/crossover realm, unless you’ve got a Mercedes or BMW badge.   That said, the Kia’s badge was just about the only thing that caused eyebrows to raise at the bottom line.  The Sportage starts at a much more reasonable $18,295 for front-wheel drive and $21,795 for all-wheel drive.  The well-equipped EX model starts at $23,295, and the turbocharged Sportage SX goes for $25,795.  With a less option-heavy window sticker, the new Sportage is one of the best do-alls around.

All specs are for the 2011 Kia Sportage.
Length:  174.8 in.
Width:  73.0 in.
Height:      64.4 in.
Wheelbase:  103.9 in.
Curb weight:   3355 lb.
Cargo space:   26.1 cu.ft. (seats up); 54.6 cu.ft. (seats folded)
Base price:  $24,795
Price as tested:  $29,990
Engine:   2.4 liter 16-valve DOHC inline four-cylinder
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower:  176 @ 6000
Torque:  168 @ 4000
Fuel capacity:  14.5 gal.
Est. mileage:   21/28

Fortunately, Mitsubishi’s produced a rather competent little station wagon in the Outlander Sport.  Related under the skin to the Outlander, the smaller Outlander Sport has unique styling but still rides high.  The jet-inspired trapezoidal grill is a familiar Mitsubishi hallmark–and caused some folks to refer to it as the “Dustbuster” –but where the Outlander is long and angular, the Outlander Sport’s more muscular and chunky, with short overhangs front and rear.  It’s a full foot shorter than the Outlander, and the only exterior components the two vehicles share are the mirrors.

The interior of my Outlander Sport was economy-car comfortable, which is not an oxymoron.  Though it’s entry-level, the Outlander Sport doesn’t feel cheap.  The cloth seats are comfortable for four, or five in a pinch, and the heat came up quickly to stave off the winter storm outside.  The Outlander Sport is well-equipped even in base form, with standard cruise control, keyless entry, USB jacks and a tilt/telescope steering wheel.  Optional equipment includes a panoramic sunroof, navigation system with backup camera and Mitsubishi’s ever-present 710-watt Rockford-Fosgate sound system with a subwoofer.   With the rear seat folded down, there’s almost fifty cubic feet of cargo space, so the Outlander Sport had no trouble swallowing a load of emergency groceries and a snowblower.

Fuel economy is rarely a sport-ute or crossover’s best feature, but the Outlander Sport doesn’t do too badly on this front.  Power is provided by a 2.0 liter four-cylinder engine borrowed from just about everything else Mitsubishi builds.  Continuously variable valve timing is used, and high-efficiency accessories like the alternator and electric power steering help it to make the most of its 148 horsepower.   The low power rating is helped by the Outlander Sport’s low curb weight; there’s not that much vehicle to move.  A five-speed manual transmission is standard, and it’s well-matched to the engine, though Mitsubishi’s notchy manual gearbox feels outdated and sometimes needs to be finessed into gear.  A continuously variable automatic transmission is also available.  Clunky transmission or not, the Outlander Sport returns decent fuel economy–24/31 with the manual transmission and two-wheel drive–and is actually rather entertaining to drive.

That’s due partly to the handling, of course.  This is definitely not a vehicle for crawling over rocks or other unyielding obstacles, even with the available all-wheel drive.  The Outlander Sport’s light weight comes into play again here.  The independent MacPherson strut, trailing multi-link rear suspension is shared with the Outlander but feels more responsive in this vehicle.  Four-wheel disc brakes are standard.  Even compared to many cars, the Outlander Sport has steady and confident handling–in fact, it reminds me very much of an early-1990s Ford Escort or Toyota Corolla subcompact station wagon, but with better handling and braking.  It’s quieter on the freeway than any economy car ever was, either.

And really, when you come right down to it, that’s precisely the niche the Outlander Sport is occupying.  The Ford Focus and Honda Civic station wagons are long gone, replaced by almost-SUVs like the Toyota Matrix and Nissan Rogue.  In that class, the Outlander Sport is right at home, with peppy performance, wallet-friendly fuel economy and decent bad-weather ability.  As the smallest crossover in Mitsubishi’s lineup, it’s reasonably priced as well, with stickers starting at $18,495 for a two-wheel drive, manual transmission crossover like the one I drove.  Add $1000 for the CVT, and all-wheel drive starts at $22,995.

All specifications are for the 2011 Mitsubishi Outlander Sport
Length:  169.1 in.
Width:  69.7 in.
Height:      64.2 in.
Wheelbase:  105.1 in.
Curb weight:   3098 lb.
Cargo space:   20.1 cu.ft. (seats up); 49.5 cu.ft. (seats folded)
Base price:  $18.495
Price as tested:  $19,275
Engine:   2.0 liter DOHC inline 16-valve inline four-cylinder
Drivetrain:  five-speed manual transmission, front-wheel drive.
Horsepower:  148 @ 6000
Torque:  145 @ 4200
Fuel capacity:  16.6 gal.
Est. mileage:  24/31

For 2011 Ford’s crossover receives a freshening, gaining a less anonymous face, new high-tech engines and an exciting new information system that’s borrowed directly from Ford’s concept cars.  The crossover market has gotten more crowded in the past twelve months, but the updated Edge still stands out.

Distinguishing the new Edge is simple thanks to a massive new grille that carries Ford’s chrome-bar face to new extremes.  The broad, flat panels of the grille dive deeply into the front bumper and enclose the headlamps.  The rest of the Edge’s lines have been freshened as well, with revised side trim and new taillights.  The low-ish greenhouse and 18-inch standard wheels conspire to make the Edge look smaller than it actually is; it’s not obvious at a glance but this is actually a rather large vehicle.  There’s a hot-rod version of the Edge now as well; the Edge Sport is distinguished visually by a blacked-out grille and special headlight treatment.  The Edge Sport also gets massive 22-inch wheels.

The interior has been tweaked as well, and it’s notable mainly for its lack of switchgear and adornment.  The clean look comes courtesy of the new MyFord Touch system.  Ford calls it “driver connect technology.”  MyTouch is an interesting take on the vehicular interface.  It looks like a standard buttons-and-panels setup, but there are no physical buttons.  The entire system is an LCD touchscreen.  This takes some getting used to–in the end it doesn’t work entirely differently than conventional buttons would.  Ford also adds a multi-configurable instrument panel so the driver can select specific information for display, and a comprehensive 8″ info touch screen.   There are also two configurable information screens on either side of the instrument panel that allow the driver to select which vehicle functions are displayed.

Beyond the new technology, the Edge has a good-looking and comfortable interior as well.  The instrument panel is multi-textured and folds over itself in an elegant and interesting way.  The seats are comfortably wide and tall, and up to five passengers ride in comfort.  The sound deadening and headliner have been upgraded for a quieter ride, and to improve response from SYNC’s voice-recognition system.  From the driver’s seat, you’ll also notice that Ford has added its groovy new blind-spot side view mirrors to the Edge.  The cargo hold will accept up to 32.2 cubic feet of stuff; fold the seats and the Edge’s capacity goes up to almost 70 cubic feet.  Radar-based adaptive cruise control is available, and can be paired with a collision-mitigation system that warns the driver and pre-charges the brakes if an impending crash is detected.  Ford’s Blind Spot Information System with Cross-Traffic Alert is also available.

Under the skin, the Edge is revitalized with updated V6 power.  A choice of 3.5 and 3.7 liter V6 engines is offered.  Both engines sport double overhead cams and variable cam timing.   The 3.5 V6 is the standard engine, and produces 285 horsepower.  This engine offers decent acceleration, though perhaps not as brisk as the horsepower figure might suggest it should be.  That can be attributed to the Edge’s two-ton curb weight.  This isn’t a bad thing, of course; the Edge is designed for versatility, not drag racing.  Equip it properly and it’ll return 27mpg on the freeway, which isn’t bad for the class.  The Edge Sport is now a separate model that comes equipped with a 3.7 liter V6 that’s shared with the Ford Mustang, and its 30 horses should provide more entertaining performance.  Six-speed automatic transmissions are standard; the Edge Sport gets paddle shifters to entertain the enthusiasts.  Front- and all-wheel drive are offered.

That the Edge drives heavy may come as a surprise–remember, Ford’s done a good job of making this rather large vehicle look compact.  Thanks to upgrades in the suspension and a dramatic reduction in body roll, the weight translates to a solid and unperturbed ride.  It’s got the gravity of an old ’70s American land-yacht, but without the float.  MacPherson struts are used up front, with an independent rear.  Four-wheel disc brakes provide confident stopping power; stability control and trailer sway control are standard.  The Edge is a decent long-distance driver for three or four passengers, and better adapted to the road than many SUVs of course.

One thing’s for sure–the American family car will never be the same.  The redesigned 2011 Ford Edge is an excellent blend of several different automotive disciplines, and it manages to do just about everything well.  Ford has priced it attractively, too.  The Edge starts at $27,995, and even my well-equipped Edge SEL with all-wheel drive, a backup camera, MyFord Touch and SYNC went out the door for $34,240.

All specs are for the 2011 Ford Edge AWD.
Length:  184.2 in.
Width:  76.0 in.
Height:     67.0 in.
Wheelbase:  111.2 in.
Curb weight:   4265 lb.
Cargo space:   32.2 cu.ft. (seats up); 68.9 cu.ft. (seats down)
Towing capacity:  3500 lb.
Base price:  $32,070
Price as tested: $34,240
Engine:   3.5 liter DOHC V6
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower:  285 @ 6500
Torque:  253 @ 4000
Fuel capacity:  18 gal. (FWD)
Est. mileage:   18/25

Maybe it’s just the hype surrounding the Solstice and G6 retractable hardtop, but it seems like the all-new Pontiac Torrent hasn’t gotten nearly as much attention as one would expect.  It’s a sort-of SUV that fills the gap in the lineup left by the Aztek’s departure.  It’s not the same size as the Aztek, but its multi-purposeful body and available all-wheel drive mean that it will appeal to similar buyers.  It’s based (perhaps a bit too closely) on the Chevrolet Equinox, and Pontiac calls it an SUV but it’s more of a do-all than an off-roader.

With gas prices going up each week, versatile crossover SUVs like the Torrent are catching the eyes of many buyers, and they’re finding homes even as the backlash against gas-hogging truck-based sport-utes gains momentum.  The Torrent is a smart move for Pontiac–but will anyone notice?

Pontiac also seems to be recoiling from the oddball styling that got the Aztek laughed at, because the Torrent’s look is decidedly uninspired.  The Torrent closely resembles the Equinox, with only token attempts made add some Pontiac family distinction.  The familiar split grille up front and big round foglights are about the only hints that this is a Pontiac.  From the side and rear it’s got the smooth jellybean look that’s becoming common to GM’s SUVs.  Splashes of satin silver trim look good on dark-colored Torrents and we’re glad there’s no plastic cladding, but this trucklet doesn’t stand out in a crowd, either.

It acquits itself with ability.  The Torrent is a good do-all, if perhaps a bit larger on the outside than it needs to be.  This is a better people hauler than a cargo vehicle; the cargo area is tall but narrow, and the Torrent won’t carry much more than a conventional station wagon, in spite of flat-folding front seats.  For rear-seat passengers it’s a fantastic ride, though.  The rear seat is adjustable fore and aft, with lots of legroom and a flat floor for easy ingress.  The Torrent’s seats are chair-height and comfortable all around.  Four passengers will find the Torrent as comfortable as most minivans.  The interior styling follows Pontiac’s aesthetic, which involves a lot of dark plastic and satin-silver trim.  Manly-men who don’t want to be seen in minivans but need the utility might find themselves more comfortable in a Torrent.

The Torrent isn’t about off-roading, it’s about on-pavement erranding, and to that end it’s outfitted like a rolling purse.  From the driver’s seat it seems like everywhere you put your hand, you’ll find another storage bin or cubbyhole.  Oversized cargo may not fit so well in the rear, but everything else–purses, backpacks, cell phones, laptops, briefcases, umbrellas, any suburban equipment you can think of–has a spot.  There’s a good-sized armrest storage compartment, a small rubber-lined shelf around the shifter for change, a large cubby on the floor, and plenty of cupholders.  The large door bins are good for CD cases and maps.  The Torrent was one of the few vehicles in which we didn’t have to contend with extra keys and cell phones tumbling around as we drove.  We had only one quibble with the interior layout, and that was the window switches, which are arrayed in an unintuitive pattern on the center console.  This arrangement is common to the Equinox and Saturn VUE with which the Torrent shares its guts.  Amenities on our test truck included XM satellite radio, cruise control, a leather interior, side curtain airbags, and a big sliding sunroof.

The drivetrain is basic but uninspired.  The 3.4 liter V6 under the hood offers decent power for a do-all.  At 185 horsepower, it’s just enough for the Torrent’s 3660-pound weight, and only just.  Acceleration is by no means neck-snapping, but the Torrent doesn’t feel underpowered, either.  GM’s transmissions these days are reasonably good, and the Torrent’s five-speed automatic doesn’t disappoint.  It’s capable around town and on the freeway, but don’t go looking for technological wizardry as the Torrent sticks with what’s tried and true.  All-wheel drive is offered for a measure of poor-weather stability, but our front-wheel drive Torrent handled a sudden rainstorm without complaint thanks to standard anti-lock brakes and traction control.  The Torrent can tow up to 3500 pounds.

A stiff structure lies beneath the sheetmetal.  The Torrent’s unibody is backed up by full-length frame rails, and the result is a sturdy, secure-feeling vehicle.  The four-link rear suspension and MacPherson struts up front are “sport-tuned,” which means that it’s a bit stiffer than its platform-mates.  The Torrent handles a bit bigger than it is, although parking lot nimbleness enhanced by electronic power steering.  Does it drive like a car?  Yes–a large, somewhat clumsy car.  This means that it’s par for the course as far as mid-sized SUVs go.  The Torrent enjoys being in town more than it does the open road.

Now that the Aztek is gone, the Torrent is it as far as Pontiac-badged SUVs go.  Most folks are going to consider this a good thing, of course.  The Torrent doesn’t stand out from the crowd, but it’s a competent enough do-all.  Pricing starts at $22,400.  Our tester was equipped with XM satellite radio, a subwoofer-pumped sound system and leather interior, among other optionals, and stickered for $28,335.

Specifications:
All specs are for the 2006 Pontiac Torrent, which we tested.
Length:         188.8 in.
Width:            71.4 in.
Height:            67.0 in.
Wheelbase:        112.5 in.
Curb weight:        3660 lb.
Cargo space:        32.2 cubic feet (all seats up); 68.6 cu.ft. (seats folded)
Towing capacity:    3500 lb.
Base price:        $22,400
Price as tested:    $28,335
Engine:     3.4 liter V6
Drivetrain:     five-speed automatic, front-wheel drive
Horsepower:     185 @ 5200
Torque:     210 @ 3800
Fuel capacity:        16.6 gal.
Est. mileage:        19/24

With the market nearing saturation with both crossovers and box-cars, does the Element, which hasn’t changed significantly since its 2003 introduction, still have anything to offer?  As a matter of fact, it does.  This cube has always stood out from the rest of the square cars by being larger and more capable.  Thanks to reverse-opening rear doors and clever interior design, the Element does a good job of thinking outside the box, if you’ll forgive the pun.  For 2010, Honda updated the Element with new “Dog-Friendly” edition designed to appeal directly to the four-wheeled family members of Element buyers.

Onlookers either love or hate the Element’s wheeled-brick styling, which includes SUV cues like heavy bumpers and fender flares.  Thick pillars all around and an upright windshield give the Element a passing resemblance to an armored truck.  For 2009 the look was cleaned up significantly with a new grille and new metal front fenders replacing the previous composite units.  A new hood and boxier wheel arches give the Element a bit more of a family resemblance to the Pilot, making it less of an ugly duckling in the Honda lineup.   Though boxy and available with all-wheel drive, it’s not an off-roader by any stretch; the Element lacks the ground clearance and tires for significant off-road excursions.

What the Element gives up to other SUVs in terrain-conquering ability, it more than makes up for in domestic versatility.  The wide, comfortable seats and ample head and leg room front and rear make it people-friendly, and there’s a customizable overhead storage console system with two large bins to keep portable valuables out of sight.  The rear seats fold flat into beds, flip up out of the way and can be removed entirely for gear-hauling purposes.  Meanwhile, rear-hinged secondary doors on both sides make rear-seat ingress easy.  The available navigation system includes a dash-mounted USB port for digital media and a rear backup camera.

The Dog-Friendly Element transforms the interior into a veritable paradise for animal-hauling.  A removable nylon-webbed kennel fills the cargo area, and will comfortably hold dogs up to about forty pounds.  The zip-in screen ensures that rambunctious pups stay in their place, and an integrated water dish and auxiliary fan make long trips more comfortable.  The kennel is anchored to the floor, to help protect a dog in the event of a crash.  It also includes a ramp for easy pet loading.  My “test dogs,” a eighty-pound yellow Lab named Hunter and a forty-five pound border collie mix named Layla, weren’t so certain about climbing it, but with some familiarity it’s a safe alternative to making small or elderly animals leap up into the cargo area.  For dogs that won’t fit in the kennel, the Dog-Friendly Element’s rear seats are covered by fur-resistant, washable seat covers.  The Element’s carpet-less floors come in handy as well.  There’s only one oversight, from a dog’s standpoint–the Element’s rear windows don’t roll down, which means that wind-loving dogs won’t be able to hang their heads in the breeze!

The 2.4 liter four-cylinder engine under the hood produces 166 horsepower.  Honda’s omnipresent i-VTEC variable valve timing helps to broaden the powerband, so the Element’s big four-cylinder engine provides adequate thrust for the Element’s almost 3600-lb weight.  “Adequate” is the operative word here, as the Element is not particularly fast.  It’ll keep up with traffic, but acceleration is reasonably sedate and getting up to speed on freeway onramps takes some patience.  A choice of five-speed manual or five-speed automatic transmissions is offered and the Element is one of the few vehicles in which I’d recommend the autobox over the stick.  Honda’s Real Time 4WD all-wheel drive system is also available.

The suspension is carlike, with MacPherson struts up front and compact double wishbones at the rear.   Handling is confident, if a little ponderous due to the vehicle’s weight, which also saps fuel economy.  The Element has had a tendency to feel somewhat top-heavy since its introduction, and this feeling has been mitigated but not completely eliminated.  Vehicle Stability Assist stability control is standard.  The Element handles more like a minivan than a car.  It’s shorter than a minivan, and thanks to a high seating position and a tight turning radius it’s easy to maneuver and park.  Anti-lock brakes are also standard.

Versatility is what the Element is all about, and it’s an excellent do-all.   It’s aged reasonably well; the only effect the years have had has been to make the styling seem a little bit less radical.  Element pricing starts at $20,825 for the front-wheel drive LX.  The well-equipped EX model starts at $23,885, and my all-wheel drive tester stickered for $24,665.  The Dog-Friendly package adds $995 to the Element’s price.

All specs are for the 2010 Honda Element (2011 pricing shown).
Length:   169.9 in.
Width:  71.6 in.
Height:      70.4 in.
Wheelbase:  101.4 in.
Curb weight:   3540 lb.
Cargo space:   74.6 cubic feet (all seats removed)
Base price:  $20,825
Price as tested:  $24,665
Engine:    2.4 liter DOHC inline four-cylinder
Drivetrain:  five-speed automatic transmission, all-wheel drive
Horsepower:  166 @ 5800
Torque:  161 @ 4000
Fuel capacity:  15.9 gal.
Est. mileage:   19/24