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.

(2011 Charger pictured)

For 2011 the Charger received a handsome facelift and some new option packages.  Bigger news is on the way for 2012, when an all-new eight-speed transmission arrives to improve gas mileage and drivability.  New option packages are also available.   The improvements keep the Charger high on the desirable-family-car list.

Muscle-car looks aren’t a prerequisite for family sedans, but nostalgia for the 1960s means that they certainly don’t hurt.  The Charger’s new face is leaner and tougher than before.  The slab-sided body and hunched silhouette are the same, but a distinct fender scallop provides a more finished side aspect.  Dodge’s new split-crosshair family grille is nestled between quad headlamps up front, and the sculpted hood flows back into a coupelike body that finishes with distinctive (and bright) 164-LED taillamps styled similarly to those of the Challenger and a dual exhaust.  Some bright new colors accent the Charger R/T, and help the new design to stand out even more.  For 2012 Dodge also offers a Road& Track package to the R/T, adding special 20-inch wheels, a blacked-out honeycomb grille  and special interior features.  High-intensity discharge headlamps are standard on the R/T as well.

Significant upgrades have been made to the interior as well.  The Charger gains a bit more styling distance from the Chrysler 300, whose platform it shares, and continues to move in a sporty direction.   Wide, comfortable seats are available in bright red leather, should you so choose, and a handsome dash now includes satiny silver trim around the gauges and a high console.  The low roofline doesn’t cut into visibility as much as you might expect it to.   It’s quiet on the freeway, too, thanks to new sound deadening and an acoustic windshield.  Optional equipment, standard on the SXT and other Chargers, includes dual-zone climate control, heated seats, Sirius satellite radio, a blind-spot monitoring system and a backup camera.  Dodge has improved the UConnect Touch infotainment system with hands-free texting, voice-command navigation and iPod control.  Heated and cooled cupholders are even available.  A choice of 4.3 and 8.4-inch touchscreens is offered.  UConnect Touch is also compatible with Bluetooth phones, for additional versatility.

Out on the road, this four-door muscle car exhibits fantastic manners and an interstate-gobbling ride.  The suspension uses short-long arms up front, with a high-mounted upper A arm and coil springs.  The rear is also independent, with a five-link setup.   The Charger R/T is slightly upgraded, with grippier eighteen-inch wheels and a tighter, more responsive suspension featuring high-performance shocks and thicker swaybars. The Road & Track package adds a 3.06 rear axle ratio.  Stability control and anti-lock brakes are standard on all Chargers.

Buyers drawn to the Charger because of the associations created by its name won’t be disappointed.  Dodge offers two engine choices:  a new 3.6 liter V6 making 292 horsepower and the familiar 370-horse 5.7 liter HEMI V8.  Rolling with the V8 as standard equipment, the Charger R/T comes across as the best of both worlds, with plenty of power, a satisfying roar, and a relatively docile ride for those days when you’ve got baby seats strapped in.  The HEMI V8 launches the Charger with authority, and perhaps even a hint of the brand’s newly-developed cop-car DNA.  At speed, the Charger R/T feels like a pursuit vehicle; it’s deadly serious about the business of going fast.  Dodge includes its Fuel Saver multi-displacement system which shuts off cylinders when they’re not needed, allowing the Charger R/T to return a semblance of decent fuel economy; it’ll get 25 miles per gallon on the freeway.   A five-speed automatic transmission is standard on the R/T.  The eight-speed automatic, available in 2012, allows the Charger to get 31mpg on the freeway when paired with the V6, and it can be had with rear- or all-wheel drive.

It’s easy to call the Charger state-of-the-art in rear-drive American sedans, since apart from its sibling the Chrysler 300 it’s the only one.  That said, this four-door muscle car offers a comfortable ride and good performance in a package that’s got just enough attitude to be entertaining, especially if muscle cars are your thing.  Charger pricing starts at $25,495 for the Charger SE; for the fun stuff, the Charger R/T comes in at $29,995.

All specs are for the 2012 Dodge Charger R/T.
Length:  199.9 in.
Width:  75.0 in.
Height:      58.4 in.
Wheelbase:  120.2 in.
Curb weight:   4253 lb.
Cargo space:   16.5 cu.ft.
Base price:  $29,995
Engine:   5.7 liter OHV V8
Drivetrain:  five-speed automatic transmission, rear-wheel drive
Horsepower:  370 @ 5250
Torque:  395 @ 4200
Fuel capacity:  19.1 gal.
Est. mileage:   16/25

A platform change puts the Durango onto the same chassis as the new Jeep Grand Cherokee, and as far as relatives go, being related to a Jeep is a Good Thing.  The Durango’s now on a unibody platform, and its three-row seating has been improved.
The styling is reminiscent of the sleek original Durango rather than the hard-edged truck of more recent years.  A long hood and smooth greenhouse create a station wagon-like silhouette, and Dodge’s new family grille leads the way flanked by quad headlamps.  The Durango is subtly muscular, without extravagant character lines or the fender flares and bulky plastic that once defined SUVs.  Skid plate and towing packages are available should you want to get your Durango dirty, but it looks perfectly at home on pavement as well.

The softer lines mask a slightly larger body, so interior room is generous.  Not only will full-size adults will fit in all three rows, but if they’re folded flat a six-foot sofa will fit in the back.  From the front seat, a button drops the third-row headrests for improved visibility when driving solo.  This sport-ute benefits from Dodge’s recent round of across-the-board interior upgrades as well, sporting new high-quality interior materials and a clean dash layout.  Dark and light contrasting materials add to the upscale look and feel.  The Durango’s also very quiet on the road.  Optional equipment includes a blind-spot monitoring system, backup camera, adaptive cruise control, rain-sensing wipers, Sirius satellite radio and heated front- and second-row seats, while the available navigation system is produced by Garmin.  A rear-seat DVD player is also available.

A choice of V6 or V8 engines is offered, so the Durango can offer decent fuel economy or truck-like capability.  The all-new 3.6 liter DOHC V6 produces 290 horsepower and delivers up to 23 mpg on the freeway.  That’s nothing to write home about, but decent for the class.  Performance is surprising; the V6-powered Durango never felt ponderous or sluggish pulling away from traffic lights, even with the additional bulk of an all-wheel drive system.  For drivers who need more, there’s a 360-horse 5.7-liter HEMI V8 of course.  The HEMI sports variable valve timing and a cylinder-cancelling fuel-saver mode but only ekes out 20mpg at best.  With the V8 under the hood, however, the Durango will tow up to 7400 pounds and sports up to 1430 pounds of payload capability, making this a serious worker.  Rear- and all-wheel drive are offered, and five-speed automatic transmissions are used across the board.

The shift from body-on-frame to unibody has positively transformed the Durango.  Though it was a more traditional tough-truck layout, the previous Durango always felt somewhat primitive on the road.  The new high-strength unibody chassis gives Dodge’s SUV the driving dynamics of a car-based crossover vehicle.  The suspension’s fully independent, using a short-long arm arrangement up front and a multi-link rear.  Stiff anti-roll bars keep the Durango’s body flat in turns.  Electronic stability control and electronic roll mitigation are standard.  There’s a trailer-sway reducing system as well.

This is no longer the trucky, somewhat clunky Durango we’re familiar with; for 2011, Dodge seems intent on leaving this SUV’s truckish roots behind, at least on the surface.  It looks softer, but the new Durango’s still ready to work as well as kicking it in the suburbs.  The Durango follows Dodge’s new model-naming scheme and is available in Express, Heat, Crew, Citadel and R/T versions.  Express and Heat are the basic models, only available with the V6 and starting at $29,195 for a two-wheel drive Express.  Topping the lineup are the well-equipped Citadel and V8-only R/T.  My tester was a mid-range Durango Crew AWD featuring leather interior, navigation, handsome 20-inch wheels and satellite radio and stickered for $41,340.

All specs are for the 2011 Dodge Durango.
Length:  199.8 in.
Width:  75.8 in.
Height:      70.9 in.
Wheelbase:  119.8 in.
Curb weight:   4987 lb.
Cargo space:   17.2 cu. ft. (seats up); 84.5 cu.ft. (all seats folded)
Base price:  $35,195
Price as tested: $41,340
Engine:   3.6 liter DOHC V6
Drivetrain:  five-speed automatic transmission, all-wheel drive
Horsepower:  290 @ 6400
Torque:  260 @ 4800
Fuel capacity:  24.6 gal.
Est. mileage:   16/22

That’s right, the die-hard Ram Van is no more.  Unlike Ford and Chevrolet, who have fielded evolutionary updates to their full-size vans in recent years, Dodge threw the blueprint away entirely and badge-engineered this German behemoth instead.  The newest van to wear the Dodge crosshair grille stands head and shoulders above the competition, literally, and it’s built by Mercedes.  Yes, it’s big.  How big is it?  You’ll find Sprinters wearing Freightliner badges as well as Dodge’s nameplate.  No, seriously, how big?  Most of the Sprinters you see will have DHL, UPS or FedEx livery.  But you can buy your own, too.
The Sprinter is nothing if not majestic in traffic.  We caught people staring almost as frequently as we did in the Hummer H2.  The Sprinter doesn’t make any concessions to styling at all–okay, that’s not true, it does come with nice 16″ alloy wheels, but mostly it’s just a big box with a slightly aerodynamic front end.  The curbside attention came from the fact that the thing is so darn tall that people just have to look.  Our test van was the 140″ wheelbase version, and stood seven and a half feet tall.  Dodge sells 118″ and stretched 158-inch models, as well as an eight-foot tall version that’s big enough to stand up inside.  All Sprinters would do well to avoid parking garages and short drive-thrus.  It will fit into a normal-sized parking space, just barely.  For easy cargo loading, the rear doors swing 270 degrees to fold flush with the sides of the van, where cleverly placed magnets hold them out of the way.

You look down from the driver’s seat.  Way down.  Ever seen the roof of a Chevy Suburban?  It’s a regular sight from the lofty cockpit of the Sprinter.  The tall seats are comfortable enough for long drives.  The interior is utilitarian, with cloth seats and a plastic dash.  Unfortunately Mercedes was allowed to design the radio and air conditioning controls, so they can’t be figured out without the owner’s manual.  Our ten-passenger Sprinter was a carpetless, rubber-floored, hose-out wonder.  This is no soccer mom’s rig, and it begs to be treated like a truck.  We hauled lawnmowers, furniture, bicycles and recycling, and thankfully only needed to remove the Sprinter’s seats once.  The three rows of seats are removable, but they’re so heavy that it’s a three-person job to get them in and out.  We also played designated driver for an entire nightclub full of friends, and everyone was comfortable even before reaching last call.  The passenger Sprinter will carry ten people; cargo versions will swallow 321 cubic feet of cargo (473 in the long-wheelbase van), and all Sprinters have a payload of over three thousand pounds.

The Sprinter rides like a truck–that is, it’s smoother when it’s loaded down.  It’s got an independent front suspension combining a strut and wishbone/shock, and leaf springs at the rear, just like full-size vans always have.  The freeway ride is bouncy and majestic, but thanks to rack and pinion steering this big boy is easy as pie to handle, even on narrow roads.  Dual mirrors and good visibility make parking a painless exercise, too.  Then again, we used to drive a school bus.  Drivers intimidated by large vehicles should stick to minivans, because the Sprinter does not “drive small.”  It stops well enough, thanks to standard anti-lock brakes and Mercedes’ ESP stability control.

Acceleration is surprisingly brisk off the line if you give it a bit of boot, thanks to the 2.7 liter five-cylinder turbodiesel under the stubby hood.  That’s right, this giant brick is motivated by a powerplant that’s barely half the size of the typical big-block engine.  There may be no replacement for displacement in the eyes of the average truck owner, but the Sprinter’s 154-horsepower five-cylinder is more than adequate for any vannish task the Sprinter finds itself challenged with.  A five-speed automatic transmission handles shifting duties.  The Sprinter can manage about 27 mpg on the freeway, too, which gives it a fantastic range.

Dodge intends the Sprinter to be a commercial vehicle, but they’re finding their way into the hands of private owners as people haulers and RV chassis, and we think it’s a good fit.  The sturdy platform and extremely pleasant driving dynamics make the massive Sprinter a good alternative to traditional full-size vans.  Pricing starts at $27,498 for the short-wheelbase, standard roof Sprinter.  Right in the middle of the lineup is the 140″ wheelbase, high-roof van like our test truck at 31,257, and the range-topping high-roof, 158″ wheelbase passenger van will set you back $35,167.

Specifications:
All specs are for the 2005 Dodge Sprinter Passenger Van which we tested.
Length:     225 in.
Width:        76.1 in.
Height:        94.7 in.
Wheelbase:    140 in.
Payload:    3221 lb.
Cargo space:    321 cu.ft.
Base price:    $31,257
Engine:     2.7 liter inline five-cylinder turbodiesel
Drivetrain:     five-speed automatic, rear-wheel drive
Horsepower:     154 @ 3800
Torque:     243 @ 1600-2400
Fuel capacity:    26.4 gal.

Redesigned in 2004, the rough, tough, do-it-all Durango adds the Adventurer model for this year.  Aimed at active customers who take their SUVs camping and traveling, the Durango Adventurer (the name once graced Dodge pickup trucks) features additional cargo carrying gear and off-road protection.  Add heated cloth seats and a HEMI V8 engine to the mix, and you’ve got a recipe for a nice adventure indeed.

The first thing we did with it was to drag Aunt Hattie Mae’s old forgotten Mercury out of the woods.  Towing a two-ton Eighties relic is no small task but the Durango Adventurer’s 5.7 liter HEMI V8 and 8950 pounds of towing capacity made this project a piece of cake, even the parts where we had to navigate narrow dirt roads.  The HEMI puts out 335 horsepower, and driveability is improved this year by an electronically modulated clutch.  On the road, it’s assertive and confident, whether there’s a two-ton car on a trailer out back or not.  The five-speed automatic transmission has a towing mode, and shifts smoothly otherwise.  Of course, filling the 27-gallon tank wasn’t much fun, considering the HEMI’s 19-mpg freeway thirst.  Dodge also offers smaller engine choices, in the form of a 230-horse 4.7 liter V8 or 210-horse 3.7 V6.

The Durango’s long wheelbase also helped keep it stable when towing, and made for a smooth freeway ride when unladen.  The Durango may be classified as a mid-size SUV, but the only thing it gives up to the full-size Ford Expedition and Toyota Sequoia is a bit of shoulder room.  The Durango can carry more cargo than either of them.  Three-row seating is comfortable enough for seven adults.  The rearmost seat is cramped, but usable.  The Durango has an upright dash with woodgrain trim and gauges that are softly backlit in green.  We thought the additional trim improved the look compared to the similar but more plasticky Dakota pickup.  Thanks to a high seating position, Explorers and lesser mid-size SUVs seem dwarfed from the driver’s seat.  The tall seat adds an element of comfort for long trips and the heated seats that are available on all Durangos add warmth to cold mornings.  Handy for road trips is a “fast-food bin” at the base of the console.  The Durango Adventurer also features a built-in cargo organizer and mud-proof rubber floormats, which came in handy for the winch and other towing equipment we had to carry.

Outside, the Durango Adventurer is distinguished by special badges, satin silver nerf bars that double as side steps, and a standard Thule roof rack.  The front and rear fascias are painted gray, and special 17″ wheels complete the package.  The Durango’s a good looking truck, with a stubby nose and a steeply raked windshield.  The front fenders have a touch of retro-styling that’s backed up by the rounded headlamps.  It’s not mimicking any classic truck in particular, but it looks like it’s got history.  At the rear, the taillights are rounded as well, breaking up the squared-off rear aspect.

Because the Durango Adventurer seemed to be much happier being treated like a truck than a car, we pitted it against the most rutted, frost-damaged roads we could find in downtown Detroit as well, including a few alleys we wouldn’t have walked down.  The independent front suspension and coil-sprung solid-axle rear handled it without a care–and without waking up the sleeping infant in the back seat, either.  The Durango rides firm without undue harshness.  Rack-and-pinion steering translates to good maneuverability and great feedback.  Traction control is available for all Durangos; four-wheel anti-lock brakes are standard.

Speaking of safety, an innovative impact-absorbing front frame horn contributes to the Durango’s five-star NHTSA frontal impact rating while reducing repair costs.  Side-curtain airbags for all three rows of seats are also available.

Our test Durango Adventurer was well-equipped, out of the box, with dual-zone climate control and a six-disc CD changer in the dash.  The Durango starts at $29,755; the Adventurer model adds $1080.  With a leather interior, trailer towing package and upgraded sound system, our test truck came to $35,795.  Want to equip your Durango to the nines?  A navigation system, UConnect hands-free phone system with Bluetooth compatibility, a DVD entertainment system, Sirius satellite radio and sunroof are available.

Specificationst:

All specs are for the 2005 Dodge Durango Adventurer, which we tested.
Length:         200.8 in.
Width:            76.0 in.
Height:            74.3 in.
Wheelbase:        119.2 in.
Curb weight:        5007 lb.
Cargo space:        68.4 cu.ft (third row folded); 102.4 cu.ft. (all seats folded)
Towing capacity:    8950 lb.
Base price:        $29,755
Price as tested:        $35,795
Engine:     5.7 liter V8
Drivetrain:     five-speed automatic, rear-wheel drive
Horsepower:     335 @ 5200
Torque:     370 @ 4200
Fuel capacity:        27 gal.
Est. mileage:        14/19

Remember the tree fort you had (or wanted) as a kid?  It was the home base for most summertime adventures.  Bring a sleeping bag and a lantern, and you could camp out in it.  There was space for a stash of snacks, space for friends to hang out, and plenty of comfortable places to sit.  A recent long trip in the 2005 Dodge Grand Caravan revealed it to have all of the qualities of that old tree fort, with one telling difference.  In fact, it’s better, because unlike that tree fort star cruiser or pirate ship which was always in the same place once your imagination wound down, the Caravan can actually take you out on those adventures.  Okay, a minivan can’t navigate the stars or the stormy Atlantic, but anyplace in the continental U.S. is fair game.  Ahoy, matey, indeed.

Once you’ve kicked the kids out, formed a club and put up a misspelled “Memberz Only” sign on the window, the Caravan’s boxy form conceals a perfect, versatile tree fort platform.  There’s seating for seven, and when it’s time for a sleepover, the available Stow ‘N’ Go system drops all of the seats into the floor, creating a flat space that’s perfect for a sleeping bag or three.  When the seats are up, the Stow ‘N’ Go bins form convenient under-floor storage bins.  The flat-floored cargo area is useful for more than just camping out, of course; it’ll swallow over 160 cubic feet of stuff.  During the course of our two-thousand mile road trip, our Caravan hauled car parts, ferried four large automotive journalists and two small ones, and yes, we did sleep in it once or twice.  And what would you have given for a tree fort with electricity?  The Caravan’s got available options like Bluetooth-enabled phone connectivity and a handy overhead console system that mounts three moveable bins on rails, and also houses the available DVD entertainment system.  Our test van also included a DVD-based navigation system, but the tiny, 4.2-inch screen and small controls left much to be desired in its operation.

Of course, the average tree fort never had to deal with traffic in downtown Dallas.  The Caravan is equipped to do that, too, with a 3.8 liter V6 engine.  The 215 horsepower ensures that there’s enough power to cruise at freeway speeds, and it’s noticeably quieter and smoother than past Caravans have been.  A four-speed automatic transmission handles shifting duties, and we even saw decent fuel economy over the road, averaging over 23 mpg.  The 3.8 is the biggest V6 available for the Caravan, and it’s got no problem moving this vehicle around even with a full complement of adults on board.

The suspension is simple, with independent springs up front and a beam axle in the rear.  Race-inspired double wishbones and a fully independent suspension are not part of the package here, but that’s not a bad thing.  The Caravan isn’t sophisticated, but it is easy to drive for its size.  Rack and pinion steering allowed us to navigate dirt parking lots and tight parking garages without trouble.  Safety exceeds traditional tree-fort levels with side-curtain airbags and knee airbags to help protect passengers in the event of a serious crash.  The side-curtain bags protect all three rows of passengers.  Four-wheel anti-lock brakes are standard on the Caravan SXT and optional on lesser models.

Like most tree forts, the Caravan isn’t the best-looking device.  It takes some styling cues from Dodge’s passenger cars, most notably the squinty narrow headlights and large “crosshair” grille in body color, but it’s not going to win any beauty contests, even among minivans.  The bulbous body is more functional than fashionable.

But really, minivans aren’t about looking good.  They’re about the job of carrying people and cargo, and about being easy to drive while offering all of that cargo space.  With a bit of imagination, a minivan can even be a bit of fun.  The Caravan proves this with ability and versatility, and it’s priced well, too.  The base price of the long-wheelbase Grand Caravan SXT we drove is $26,315.  Standard equipment includes the Stow ‘N Go seating, power windows all around, and an overhead console.  With a leather interior, heated seats, adjustable pedals, a CD changer and a rear-seat entertainment system, our test van (and rolling tree fort) came to $33,705.

Specifications:

All specs are for the 2005 Dodge Grand Caravan SXT, which we tested.
Length:     200.5 in.
Width:        78.6 in.
Height:        68.9 in.
Wheelbase:    119.3 in.
Curb weight:    4325 lb.
Cargo space:    17.6 cu.ft. (all seats up); 160.7 cu.ft. (all seats folded)
Base price:    $26,315
Price as tested:    $33,705
Engine:     3.8 liter OHV V6
Drivetrain:     four-speed automatic, front-wheel drive
Horsepower:     180 @ 5200 or 215 @ 5000
Torque:     210 @ 4000 or 245 @ 4000
Fuel capacity:    20 gal.
Fuel economy:    18/25

Charger R/T pictured

Well, yes and no. You see, the 2006 Charger is rear-wheel drive, unlike the last attempt to resurrect the nameplate, and you can get a Hemi V8 under the hood for blistering straight-line performance.  There’s just one catch, however.  Muscle-car purists, avert your eyes:  the new Charger is a four-door sedan.

Put down those flaming torches and bullwhips, Mopar fans.  The new Charger may have a usable back seat, but it hasn’t forgotten its roots.  Dodge used its own classic muscle cars as inspiration for the new sedan, but the Charger is not intended to be a retro car, nor is it a recreation of the last Charger.  The canted-forward, aggressive face and grille lead into a strong shoulder line that runs almost all the way to the back of the car before being interrupted by the obvious rear haunch.  The roof slopes drastically toward the rear, shortening the trunk.  The trunk itself is swept up just at the rearmost edge, creating a hint of a spoiler.  It’s hard to tell but the beltline actually dips down before the kickup at the C-pillar, to accent the muscular rear end.  There are no fender flares, though the wheel arches are emphasized by flat panels.  The rear is less distinctive, with squared-off taillights whose round elements are intended to bring to mind classic Chargers, but still remind us of the Intrepid.

Moving beyond the family car and back to the Charger’s heritage as a rubber-burning muscle coupe is the limited-edition Daytona Charger.  The distinctive paint (Go ManGo orange or Top Banana yellow) and blacked-out hood panel are just the icing on the cake; under the hood is a slightly revised HEMI engine that produces an extra ten horsepower thanks to special induction and exhaust tweaks.  The Daytona Charger is louder and brasher than the R/T, and faster to boot.  Only four thousand of each color will be produced.

The Charger rides on the same platform as the wagon-only Dodge Magnum, and shares its short-long arm front suspension and five-link independent rear with that car.  The Charger SE and SXT get Dodge’s “touring” suspension, which is tauter than that of the 300 or Magnum.  Thicker swaybars and different shock damping are combined with sharper steering response to create a sportier, more responsive drive.  Nivomat load-leveling shocks are used at the rear, for improved reflexes.  The R/T and Daytona are further beefed up with 18″ wheels and even bigger swaybars.  As a result, the new Charger can handle curvy roads as well as straight lines.  Traction control, anti-lock brakes and an electronic stability program (ESP) are standard on all Chargers.  The brakes are impressive, strong and fade-free on the track.  The Charger brakes like a race car.  Ultimately, it’s too big to be a particularly sporty driver, even in R/T and Daytona form.  That said, it does feel more tied-together than past big, sporty sedans at this price level (Chevrolet Impala SS and Mercury Marauder, to name two) have been, and it’s faster than most of them too.

On the road, the Charger drives big.  It’s hard to tell where the right side of the car is from the driver’s seat, and it can be hard to place this wide car in its lane.  Our 3.5 liter V6-powered test car didn’t have the HEMI engine but didn’t lack for power either, with 250 horsepower on tap.  The HEMI is definitely more assertive, but the V6-powered Charger SXT certainly doesn’t lack for get-up-and-go, either.  In spite of its nearly two-ton weight, our test car had no trouble with short passing lanes or getting up to speed on the freeway.  Moving beyond the family-friendly arena, the HEMI-powered Charger won’t disappoint Mopar fans when it comes to generating acceleration times.  All Chargers come with five-speed automatic transmissions.  The five-speed is newly available with the V6, and uses a Mercedes-style manual shift that doesn’t require the selection of a “manual” mode.

The Charger’s interior is a step up from the Magnum’s somewhat plastic-intensive design, with satin-finish trim around the gauge faces and center stack.  The four deep-set gauge pods are the same however.  The steering wheel is pleasantly fat, and the gauges are black on silver and set deep in the dash, similar to the Viper’s.  It’s also got more daylight inside, as the large backlight makes things a bit less claustrophobic than in the bunkerlike chop-topped Magnum.  The H-point of the seat is tallish, so you don’t fee like you’re sitting on the floor.  Cool options include Bluetooth hands-free calling, Sirius satellite radio and a cool rear-seat DVD system that folds up out of the tall center console. This is still a family-friendly muscle car, however, with available side airbags and a tire pressure monitoring system.

Whether it’s the next great thing from Dodge or a rolling piece of sacrilege is up to the individual to decide.  What doesn’t change is that the Charger is a good family sedan without being boring.  You can have your Charger with a HEMI but to be honest, it doesn’t need it.  Pricing is competitive, with stickers starting at $22,995 for the entry-level SE and $25,995 for a well-equipped SXT.  Our test car was a Charger SXT with Sirius satellite radio, leather seats and a sunroof, and stickered for $28,330.  HEMIs start at $29,995, and the Charger is on sale now.

Specifications:
All specs are for the 2006 Dodge Charger SXT.
Length:     200.1 in.
Width:        74.5 in.
Height:        58.2 in.
Wheelbase:    120.0 in.
Curb weight:    4031 lb (V8)
Cargo space:    16.2 cu.ft.
Base price:    $25,995
Price as tested:     $28,330
Engine:     3.5 liter V6
Drivetrain:     five-speed automatic, rear-wheel drive
Horsepower:     250 @ 6400
Torque:     250 @ 3800
Est. mileage:    19/27

Height:        70.0 in.
Wheelbase:    103.2 in.
Curb weight:        3782 lb.
Cargo space:        27.6 cu.ft. (seats up); 65.5 cu.ft (seats folded)
Towing capacity:    1000 lb.
Base price:        $28,005
Price as tested:        $32,450
Engine:     2.3 liter DOHC 16-valve Atkinson-cycle four-cylinder (gas); permanent magnet AC synchronous motor (electric)
Drivetrain:     continuously variable transmission, four-wheel drive
Horsepower:     133 @ 6000 (gas); 94 @ 3000-5000 (electric)
Torque:     129 @ 4500 (gas)
Fuel capacity:    15.0 gal.
Est. mileage:    33/29

As with past versions, the Power Wagon is available only on the sturdier chassis of the heavy-duty Ram.  The Power Wagon as we know it today has existed quietly since 2005, as the toughest off-roader in Dodge’s stable.  A modified suspension, locking differentials, underbody armor and of course a winch mounted behind the front bumper all ensure that this truck is ready for serious off-road action.

It graduates to the third-generation Ram platform for 2010, and picks up a bit more distinction.  The Power Wagon is available as a Crew Cab model with a 6’4″ cargo box.  A distinctive yet tasteful graphics package brings to mind the Power Wagons of the 1970s, with a blacked-out hood and red-lined POWER WAGON lettering emblazoned on the tailgate and just under the hood scallops that set the heavy-duty Rams apart from the lesser half-ton trucks.  The integrated 12,000-pound Warn winch rides behind the front bumper, and the Power Wagon features some of the most extensive underbody armor to be found on any factory-built truck, with hefty skid plates and a metal cage protecting all of the Power Wagon’s vitals.  This is a mean truck.  It might use that winch to help yank a stuck truck out of the mud…or it might just calmly watch it die.

On the inside, the Power Wagon shares appointments with the Ram 1500, including handsome carlike soft-touch surfaces on the dash and elegant full stitching.  The seats are comfortable enough for all-day driving, and there are dozens of cubbies for gear, including under-floor storage in front of the rear seats that can stow drinks and ice.  An available backup camera in the tailgate is also helpful for negotiating tough off-road obstacles.  Don’t let the soft materials and high-tech tricks fool you, though; the Power Wagon is a serious piece of equipment.

Only one powertrain is offered:  the HEMI 5.7 liter V8.  Tweaked for 2010, the HEMI features variable valve timing, and Dodge’s engineers have improved both output and fuel economy.  In the Power Wagon, this engine produces 383 horsepower and 400 pound-feet of torque.  It’s backed up by a five-speed automatic transmission.  Unfortunately, the massive torque of the Cummins turbodiesel can’t be had in the Power Wagon, as the longer engine interferes with the mounting of the winch.  That’s a shame; a diesel, six-speed manual Power Wagon would be a hellacious thing indeed.  The HEMI’s instant power is well-suited to off-road duty, however.  That’s a good thing, considering the standard four-wheel drive.  Though the front and rear locking differentials are engaged electronically, the four-wheel drive is controlled by a lever rather than a push-button, reminding you that the Power Wagon is a Serious Truck in the old-school sense of the word.

On pavement, the Power Wagon rides like a truck, in a good way.  Bilstein shocks provide a compliant ride that’s stiffer than that of the standard Ram 2500.  An electronically disconnecting swaybar improves suspension articulation, reducing the body twist and toss that are common to large pickup trucks on uneven trails.  For drivers who like a truck to feel sturdy and firm, the ride is perfect; it’s not bouncy over small bumps, but there’s not a hint of float in it as well.  Off-road, this translates to a suspension that’ll keep the driver informed of what’s going on underneath, even when it’s out of sight.  Walking the Power Wagon around obstacles is easy, even with limited visibility.

Driving this truck off-road is an experience.  Where off-roaders like the Jeep Wrangler and Land Rover LR3 are all about finesse in the rough stuff, the Power Wagon is as un-subtle as it gets.  This is a punch-it-and-hang-on off-roader, bred for tackling muddy bogs and slippery hills with gusto.  A combination of grippy 32-inch BF Goodrich tires, an ultra-low 4.56 axle ratio and Bilstein shocks allow for a level of point-and-shoot hill climbing that’s unheard of in a stock Wrangler.  The Power Wagon positively churns through hostile terrain, the HEMI singing a song of unembarrassed horsepower, yet the steering remains responsive even with all three differentials locked up.  More than once, it looked like the truck would be powering into the woods with a bootfull of opposite lock dialed in, and at the last moment the Power Wagon would hook up and turn just the right way in a slow-motion four wheel drift.  This is not to say that the Power Wagon can’t “Tread Lightly,” of course.  Healthy approach and departure angles, articulation and breakover angle combined with a controllable throttle mean that it can creep with ease.  But when the situation requires power, that’s where this truck shines.

The Power Wagon is a truck that knows its purpose in the market, and it’s got nothing to do with fashion or trends.  When asked how Ford’s hot-rod off-road pickup the SVT Raptor compared to the Power Wagon, one Dodge representative said that the Raptor was a nice truck, but that the Power Wagon “will be around long after it’s gone.”  For a hard-working tough truck like this one, longevity just might be the biggest achievement of all.  Of course, that durability and toughness doesn’t come cheap:  pricing starts at $45,780.

Specifications:  All specs are for the 2010 Ram 2500 Power Wagon.
Length:  237.4 in.
Width:  79.1 in.
Height:     78.4 in.
Wheelbase:  148.9 in.
Curb weight:   6398 lb.
Towing capacity:   10,450 lb.
Payload: 2400 lb.
Base price:  $45,780
Engine:   5.7 liter OHV V8
Drivetrain:  five-speed automatic transmission, four-wheel drive
Horsepower:  383 @ 5600
Torque:  400 @ 4000

Heavy-duty pickups account for a third of the Dodge Ram’s sales.  It hasn’t always been obvious, because the big Rams look just like the half-ton versions.  That changes for 2010, as Dodge’s heavy-duty lineup gains some styling distinction.  The point of these Big Things is to work, and to work hard, so GVWR and axle weight ratings have been increased.  While making it tougher, however, Dodge also took a page from the half-ton book and made the big Ram a bit more human-friendly as well.  The viability of Dodge’s car lineup has been called into question in recent years, but there’s no doubt that this company knows how to build a good truck.
You can’t have a good workin’ truck without a hard workin’ engine, and the heavy-duty Ram offers two.  In fact, the Ram’s engines are almost as well-known as the truck itself.  The HEMI and Cummins are both icons in the world of trucks; the HEMI is known for horsepower, while the Cummins diesel is all about torque.  The 5.7 liter HEMI V8 is paired with a five-speed automatic transmission and features a proven overhead valve design and variable valve timing for improved economy and horsepower.  Output is increased to 383 horsepower for 2010.  At the top of the range, the hefty 6.7 liter Cummins straight-six is available with a choice of six-speed manual or six-speed automatic.  It’s not a stretch to say that this engine was born to work.  The massive turbodiesel puts out 350 horsepower and 650 pound-feet of torque.  Four-wheel drive is available, of course.  The Ram 3500 will happily tow up to 17,600 pounds when properly equipped, and payload is over 3000 pounds.
Dodge knows that most of its diesel-pickup buyers are looking to tow, so an exhaust brake is also standard on the Cummins engine.  The system, which works by holding in exhaust gases to slow the crankshaft’s rotation, makes downhill descents with almost six tons of hay out back a sweat-free process.  Additionally, the trailer-towing mode on the six-speed automatic transmission allows the driver to select the highest gear, both to keep the transmission from hunting on long upgrades and to keep speed down on long downhills.
To haul all of that weight and remain driveable, the Ram 3500 is equipped with coil springs in the front.  Additional beef was built into the front end so the Ram can easily support the added weight of a snowplow.  The rear suspension uses leaf springs instead of the link-coil setup found on the 1500, which improves capacity.  In spite of the tougher suspension, ride improvements mean that the Ram doesn’t drive like a buckboard, even when unloaded.  Even without using the exhaust brake in the diesel, the standard anti-lock brakes stop this big vehicle confidently.
You want your heavy-duty pickup truck to have a bit of style? You got it.  The basic Ram face is the same as the 1500, but it’s now distinguished from its little brother with a taller grille that’s available in chrome or body color.  The hood has louver-like intents in it, and it’s taller as well, increasing the big-truck resemblance.  The front of the HD Ram is breastbone high to the average male adult.  The chrome bumper isn’t a throwback; it’s a truck thing, capable of mustering the occasional nudge to a fence or reluctant cow without damage.
The HD Ram is still aerodynamic, in spite of its taller visage; this translates to a quieter freeway ride as well as slightly improved fuel economy.  A Crew Cab model is new, replacing the Quad Cab model with a full-size crew cab for the first time.  The Mega Cab has been tweaked to share its rear doors with the crew cab, to help keep costs down.  The flip-up towing mirrors measure seven by eleven inches, and now include turn signal repeaters and puddle lamps.  Dual rear wheel Rams have a one-piece stamped metal box rather than the tacked-on overfenders often found on duallies, to reduce complexity.  The heavy duty Ram’s unique wheels aren’t shared with the 1500.
Something that is shared with the junior pickups is the luxurious, useful and comfortable interior.  A dual glovebox and big console are designed for long trips.  The instrument panel uses carlike soft-touch materials, but it’s still all truck, with a laptop-sized console.  The available heated and cooled front seats, heated rear seats and heated steering wheel are all about improving comfort when the weather isn’t ideal.  Working and towing trucks have a great need for interior storage; cupholders aren’t as important as places to put gloves, tow straps and tools.  There are forty-three storage bins scattered throughout the interior.  There are small storage bins under the floor in the rear as well.  The HD Rams use column shifters, so console-equipped trucks use the same pieces as the floor-shifted 1500, but have an additional cubby there.  A handy instrument panel display provides the truck’s vital statistics, including transmission temperatures and trailer brake status.  The Mega Cab adds nine inches of rear seat room over the Crew Cab, and the rear seats recline, split/fold 60/40, and fold flat.
Pricing hasn’t been set yet, but Dodge says that at the entry level, pricing on the Ram HD regular cab 4×2 ST drops by $1970.  Prices are down across the board, in fact.  Prices down, ability up?  That’s the kind of deal truck guys like to hear about.

Specifications:  All specs are for the 2010 Dodge Ram 3500 Laramie Crew Cab
Length:  259.4 in.
Width:  79.1 in.
Height:      78.3 in.
Wheelbase:  168.9 in.
Curb weight:  7618-7537 lb.
Towing capacity:  16,800 lb.
Base price:  Not yet released.
Engine:   6.7 liter OHV inline six-cylinder turbodiesel
Drivetrain:  six-speed automatic transmission, four-wheel drive
Horsepower: 350 @ 3000
Torque:  650 @ 1500

No, it’s true.  You might not have noticed it behind the squealing tires and exhaust smoke, but the Dodge Stratus is still a big part of Dodge’s lineup.  Additionally, they’ve added an entry-level SXT model, which combines popular options in a package that doesn’t feel “entry-level” at all.  With 16″ wheels, cruise control, a CD player and a price under $20,000, the five-passenger Stratus SXT is a hot performer in all of the categories that matter off of the racetrack.

Facelifted a couple of years ago, Dodge’s crosshair grille is the dominant theme of the Stratus.  The cab-forward mid-size sedan’s rounded face is almost all grille, with available round fog lights flanking it for a sporty appearance.  The Stratus is low and wide for its class.  Available five-spoke 16″ wheels fill the wheel wells nicely, and the rear quarters effectively mimic the larger Intrepid sedan.  The Stratus is something of an in-between size, like Pontiac’s Grand Am.  The Stratus looks much more with the times than the aging Grand Am, too.  The sporty R/T model adds 17″ wheels, a body-colored grille and a spoiler to the Stratus for a more aggressive look.

Inside, the Stratus is plain but far from cheap.  We found the front seats to be comfortably high off the floor for tall drivers, in spite of the Stratus’ low roof height.  The dash is a forbidding wall of black plastic, with air conditioner and radio controls mounted in a mid-level binnacle.  The dash’s horizontal trim makes the Stratus feel wide and spacious inside.  Controls are straightforward.  True to its small-family mission, the Stratus sedan features folding rear seats and comfortable cloth on all surfaces.  Leather, a 120-watt sound system, and side-curtain airbags are optional.

Two engine choices are offered in the Stratus lineup.  Leading the fuel economy pack is a 2.4 liter four-cylinder, with 150 horsepower, standard in the SXT.  It’ll get up to 30 mpg on the freeway.  Not enough power?  Move up to the ES and R/T models, which are equipped with an all-aluminum 2.7 liter V6.  Not only does the V6 put out an additional fifty horses, but it also a flexible fuel engine, turning the Stratus in to Flexible Fuel Vehicle (FFV) able to run on gasoline, ethanol or a mixture of both.  Both engines are mated to a four-speed automatic as standard equipment.  The Stratus R/T comes with a five-speed manual as standard.  An AutoStick selectable automatic is also offered on the R/T.

Keeping the tires on the road is a suspension that Dodge calls “sport-tuned.”  Race cars may have inspired the double-wishbones up front and the multi-link rear suspension, but the Stratus is very civilized around town.  The R/T’s suspension is tighter, tuned for a moderate amount of friskiness on curvy roads.  Four-wheel disc brakes are standard on all models, and anti-lock brakes are available.

The SXT is probably the best value in the Stratus lineup, but Dodge’s bread-and-butter sedan can be had in four flavors.  The SE is a step below the SXT, and lacks the fancier wheels and some of the options.  Moving up from the SXT will put you into the SE, which adds the V6 engine and a variety of power standard features.  The range-topping R/T is the hot rod, with the more aggressive styling, big 17″ wheels and five-speed manual.  The SXT starts at $18,475 after package discounts are added.

Specifications:
All specs are for the 2003 Dodge Stratus.
Length:     191.2 in.
Width:        70.6 in.
Height:        54.9 in.
Wheelbase:    108.0 in.
Curb weight:    3269 lb. (est)
Cargo space:    16 cu.ft.
Base price:        $18,475
Engine:     2.7 liter DOHC V6
Drivetrain:     four-speed automatic, front-wheel drive
Horsepower:     200 @ 5800
Torque:     190 @ 4850
Fuel capacity:        16 gal.
Est. mileage:        20/28