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

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

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

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

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

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

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

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

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

All specifications are for the 2011 Jeep Grand Cherokee

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

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

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

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

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

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

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

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

Land Rovers are nothing if not confident, after all.  The brand made its mark by becoming the motor vehicle of choice in places where there were no roads.  In recent years, the luxury quotient has gone up dramatically, but Land Rovers have remained capable, unstoppable vehicles underneath the leather and satellite radio.  The brand broke tradition slightly in 2005, when the Range Rover Sport debuted with a focus on on-road performance.  The ante was upped for 2010, with new engines and improved chassis tuning.  Has it succeeded?  I’m about to find out, because Land Rover has agreed to let me take the Range Rover Sport for some hot laps around a real race track.  

Though it looks out of place parked next to a Subaru WRX STi, Chevrolet Corvette and BMW 330i, the Range Rover Sport has clearly studied from the performance-vehicle style guide.  The Range Rover’s upright, beveled-block lines are beefed up for the Sport model with modest fender flares and a bit more character.  Subtle lower-body cladding and big, low-profile wheels are also hints that the Range Rover Sport is not your average mud-busting sport-ute.   LED headlamps are standard equipment.

Inside, it’s all luxury, with a tall, elegant console wrapped in wood.   Adaptive headlights turn with the front wheels to illuminate curves, and the available Surround Camera System offers a 360-degree view around the vehicle, to ease parking and tight-quarters maneuvering.   Land Rover’s good at keeping its passengers comfortable, too, and the Range Rover Sport doesn’t disappoint.  Four large, comfortably bolstered leather chairs provide support during high-speed cornering, and the Range Rover Sport feels bank-vault solid.  A 480-watt Harman-kardon sound system and satellite radio are available.  A five-inch information screen contains the available navigation system.  Crank the engine, and the power under the hood offers a distant, slightly menacing burble.

Under the hood, there’s a choice of V8 engines sourced from Jaguar.  The naturally-aspirated 5.0 liter engine produces 375 horsepower, while the supercharged version throws down 510 horses.  Both engines feature direct fuel injection and variable cam timing.  An Eaton twin-vortex supercharger with dual intercoolers provides the urge in the blown Range Rover Sport, and Land Rover’s claims of a 5.9-second 0-60 time might be somewhat conservative.  When turned loose at the heels of a Corvette, this big beast didn’t hesitate.  The Range Rover Sport eats pavement in earnest, and the power delivery is strong and seamless.  This SUV is honestly happy on the track.  A six-speed automatic transmission handles shifting duties, and on supercharged models paddle shifters are available.   Given some leash, the Range Rover Sport rockets out of every turn with a squat and a roar.  Four-wheel drive is standard, naturally, and the fully automatic two-speed transfer case puts the power to the wheels without a hint of drama.

Still, this is a sport-utility vehicle, so running on the track is just foolhardy, right?  Not at all.  Land Rover’s done its homework, and its suspension work, and the Range Rover Sport is downright phenomenal.  Double wishbones at all four corners are aided by a terrain-adapting active suspension.  In the turns it’s just the least bit tippy, and the brakes heat up fast, but drag-racing from corner to corner is fun and there’s the added bonus of doing it in a vehicle that is not shy about being a Large and Heavy Thing.   Dynamic Stability Control and Roll Stability Control are also standard equipment.  Standard on the supercharged model is Adaptive Cruise Control, whose radar system also controls an active-braking Collision Mitigation system.   Though it’s not likely that many Range Rover Sports will be leaving the pavement, the suspension allows ten-plus inches of wheel travel at each corner.  Land Rover also includes its Terrain Response system, whose five modes adapt the active suspension, braking and throttle response to a variety of different road surfaces.  The supercharged model also includes a sixth, Dynamic mode that tightens up the chassis for on-track performance.   The Range Rover Sport will actually chase some sports sedans around the track, and it’s confident while doing so.

The notion of a go-fast SUV isn’t a new one, of course, but the Range Rover Sport is an entertaining example of how to do it right.  Solid and secure, this high-speed heavyweight inspires confidence both on-pavement and off of it.  Pricing for the Land Rover Range Rover Sport starts at $60,495.  For the additional power and performance of the supercharged version the price of entry goes up to $75,395.

Specifications:
All specifications are for the 2011 Land Rover Range Rover Sport Supercharged.
Length:  188.3 in.
Width:  85.0 in.
Height:      71.5 in.
Wheelbase:  108.0 in.
Curb weight:   5540 lb.
Towing capacity: 7716 lb.
Cargo space:   33.8 cu.ft. (seats up); 71.0 cu.ft. (seats folded)
Base price:  $75,395
Price as tested:
Engine:   5.0 liter DOHC 32-valve V8
Drivetrain:  six-speed automatic transmission, four-wheel drive
Horsepower:  375 @ 6500
Torque:  375 @ 3500
Fuel capacity:  23.3 gal.
Est. mileage:   12/17

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

To underscore its capabilities, Hummer introduced the newest iteration of the H2, the SUT, to the motoring press by taking the trucks to Moab, Utah, an off-roading mecca.  There, we drove the trucks on some of the most challenging trails to be had—most of which were marked very clearly, “Stock Vehicles Not Recommended.”  The H2 had no problem tackling slickrock slopes and stepped hills of boulders that conventional wisdom considers to be the province of specially modified trail trucks.  I drove H2s up some hills that were almost too steep to walk up.

The SUT’s claim to fame is an open cargo box and a collapsible rear bulkhead that extends the cargo area.  Yes, it’s a version of the MidGate used in Chevrolet’s Avalanche and GMC’s Envoy XUV.  Like the Evnoy, the H2 SUT gets a power rear window, instead of manually removable glass.  At the touch of a button, the driver can lower all four door windows and the rear glass window, for a breezy, open-air drive.  Anything the SUT does on the trail the original H2 SUV can do as well.

The brick-like silhouette of the H2 SUV radiates purposefulness.  That’s a big part of its appeal, even to suburban cowboys who will never get it dirty.  It’s a big, square, and very serious-looking piece of equipment.  Somehow, the removal of the sheet metal at the rear makes the H2 SUT seem friendlier.  The SUT is a big, burly, happy truck, lacking the serious affect of the boxier H2 SUV.  From the rear doors forward, the styling is exactly the same; at the rear, the cargo box has been exposed to the elements.  The spare tire has moved to a rack on the rear as well—it’s a pretty beefy rack, considering that the full-size, 31″ spare tire weighs almost 100 pounds.  Every aspect of every Hummer has been designed with off-roading in mind.  The spare tire is a good example; it’s mounted high enough that it won’t drag while ascending or descending steep slopes, but not so high that it blocks visibility to the rear.  There are mounts for receiver hitches at the front and the rear, to facilitate towing, and serious, maximum-duty towing hooks are also prominent.

In spite of the open box, the SUT is no pickup truck.  The sides of the cargo box are collarbone-high to a six-footer, making it nearly impossible to load or unload over the side.  The rubber-lined four-by-six foot bed is no lumber hauler but it’s perfect for wet tents, dirty outdoor gear or coolers.  Tie-downs are included, to hold those items in place when humping and bumping over obstacles.  The H2 SUT just might be the ultimate backpacker’s tool.

The wheels are pushed out to the corners of the vehicle, making for a very stable platform.  The H2 SUT benefits from additional rear bulkhead bracing and different shock valving compared to the H2, and seems to ride more smoothly on pavement.  Both rigs comfortable enough for longish road trips, in fact, although fuel consumption would certainly be an issue.  An independent front suspension and air-sprung five-link rear offer off-road articulation as on-pavement compliance, with a slight leaning toward the stiff-ride end of the spectrum.  Coil springs for even more severe off-road duty are also available.  Four-wheel disc brakes and ABS are standard, and the traction control makes off-road chores like climbing loose gravel hills easy.

Both H2s feature a 6.0 liter V8 under the forward-tilting hood.  325 horsepower is just enough for a vehicle this size, and if the H2 isn’t exactly a speed demon, it’s assertive enough.  The heavy-duty transmission features full-time four-wheel drive and the high-torque engine is well suited to off-road duty.  On the road the H2′s engine is pleasantly muted with the windows up, and growly with ‘em down.

Inside, running changes have been made to both versions.  More upscale interior materials go a long way toward banishing the hose-out feeling of previous H2s, and that’s a good thing.  New, darker plastic with metallic accents gives the H2 SUT’s interior a purposeful look that’s more befitting its $53,000 price tag (it’s about $1000 more expensive than the square-derriere’d H2 SUV).  Another new option is the navigation system.  It may not be much help in the road-less wilderness, but the Hummer is certainly happy to tell you how to get out to that wilderness.  XM satellite radio is also a welcome addition to the options list.  For buyers with smaller budgets and tastes, a mid-sized Hummer H3 makes its debut this summer.

Ostentatious and fuelish?  When used as a commuter vehicle, yes.  But in its natural environment, the Hummer H2 suddenly makes a lot of sense.  We think that the more playful H2 SUT will help a lot more people get the point of Hummer’s “ultimate off-roader” mission in life.

Specifications:
All specs are for the 2005 Hummer H2 SUT, which we tested.
Length:         203.5 in.
Width:            81.2 in.
Height:            78.5 in.
Wheelbase:        122.8 in.
Curb weight:        6400 lb.
Cargo space:        22.0 cu.ft. (MidGate up); 52.7 cu.ft. (MidGate down)
Towing capacity:    6500 lb.
Base price:        $52,845
Engine:         6.0 liter V8
Drivetrain:         four-speed automatic, four-wheel drive
Horsepower:         325 @ 5200
Torque:         365 @ 4000
Fuel capacity:        32 gal.

The Touareg diesel was available in Europe from the beginning, but VW brought it to the U.S. to show its commitment to diesel.  The five-valve per cylinder 5.0 liter V10 is a direct-injection turbodiesel.  The simplified injection system reduces the amount of clatter and soot produced, and the Touareg TDI is quiet on the road.  It’s also powerful; it’s hard to argue with 310 horsepower and 553 foot-pounds of torque.  Fuel economy is improved by about twenty percent over the V8 Touareg.  Volkswagen’s 4XMOTION four-wheel drive system provides power to all four wheels.  The Touareg TDI can tow up to 7700 pounds.

Apart from the engine, the Touareg TDI is the same as the already-cool gas-powered version. its combination of high luxury and serious off-road ability.  It’s got an impressive mix of luxury and performance equipment to make it the envy of some much more expensive vehicles.

The Touareg’s face owes a lot to the Volkswagen AAC concept truck shown a few years ago.  It’s a butched-up version of VW’s familiar square-but-round face, with a gently sloped nose and a gigantic VW logo riding front and center.  At the back, the Touareg is rounded like a Super-sized Golf, with another big VW badge and elegant detailing around the tailpipes.  It wasn’t particularly a standout in our eyes, but many onlookers disagreed, and we got questions at several fueling stops.  Volkswagen’s good at doing details, like the frameless windshield wipers and rear doors whose cutlines go all the way to the rocker panels, helping smooth out the Touareg’s sides.

The luxurious interior shows that Volkswagen isn’t planning to compete head-on with mass-market mid-sizers like the Chevy TrailBlazer and Dodge Durango.  The Touareg is undeniably an upmarket truck, with a big T-shaped console that can contain a navigation system.  There’s seating for five, four-zone air conditioning, and enough soundproofing to ensure that the Touareg will seem calm even on the roughest of roads.  The seats are comfortable front and rear, and the controls and gauges have a pleasant quality feel to them.  Real wood trim is used.  The Touareg doesn’t feel cheap in any way.

All suspensions are fully independent, with double wishbones at all corners enough ground clearance to tiptoe over large obstacles.  Our test truck was equipped with the optional air suspension, which can be raised about three inches higher than the standard springs, or lowered for highway travel.  The Touareg is happy on the freeway, but the low-riding “Sport” setting on the air suspension makes for harder impacts than buyers of $50,000 vehicles will be used to.  On the normal setting, the Touareg is noticeably tippier than the competition from Lexus and Volvo at freeway speeds, but far from unstable.  Visibility is good in every direction except straight forward, where the sloped nose disappears somewhere in front and it’s hard to place the Touareg in a lane.  We couldn’t tell if the truck felt wider than it was, or was wider than it felt, but parking maneuvers were often performed with less than optimal confidence.

For hard-core offroaders, a locking rear differential is also offered, allowing for maximum traction on slippery surfaces.  Hill descent control uses the stability control and brakes to keep speed down when descending a grade steeper than 20%.  If that’s not enough, waterproofed headlights and door seals allow the Touareg to drive through deeper water than a Hummer H2 can.  Four-wheel disc brakes are standard.

It’s definitely a departure for Volkswagen, but you wouldn’t know it.  There’s more than enough luxury and quality to make the Touareg at home in the competitive luxury SUV market.  The standard equipment list is long, and includes side-curtain airbags, a tire-pressure monitor and rain-sensing wipers.  Pricing starts at $34,900 for the V6, and V8s go for $40,700 and up.  Our Touareg TDI was fully loaded and featured the optional air suspension, locking differential, navigation system and more, which bumped the bottom line to $63,965.  That’s a bit more than we’d consider paying for a Volkswagen (it’s three Jettas, after all), even one as nice as the Touareg, but buyers who are more conservative with the amenities will find themselves in a luxury SUV that’s easily the equal of BMW’s X5 or Mercedes’ M-Class, and beats both at the fuel pumps.

Specifications:
All specs are for the 2005 Volkswagen Touareg V10 TDI.
Length:         187.2 in.
Width:            75.9 in.
Height:            68.0 in.
Wheelbase:        112.4 in.
Cargo space:        31 cu.ft (seats up); 71 cu.ft (seats folded)
Towing capacity:     7716 lb.
Price as tested:        $63,965
Engine:         5.0 liter direct-injection turbocharged diesel V10
Drivetrain:         six-speed automatic, four-wheel drive
Horsepower:         310 @ 3750
Torque:         553 @ 2000
Est. mileage:        17/23

The Raptor springs from the id of Ford’s Special Vehicle Team.  Traditionally known for pavement-rippling sports cars, SVT has gone for overland speed with this truck, which is inspired by high-riding desert racers.  The Raptor isn’t just a styling exercise, either–this truck is designed to pound through merciless off-road terrain–and to do it at high speed.  Ladies and gentlemen, don’t try this at home.

You have probably guessed by now that this is no ordinary pick-up truck.  Stout, tall and muscular, the Raptor features significant styling tweaks to set it apart from the run-of-the-mill F-Series.  The entire front clip is unique, though there are similarities to the rest of the family.  The Raptor gets a unique blacked-out grille, and the air vents on the hood are functional.  The track has been widened by a massive seven inches to accommodate new suspension pieces.  SVT added fatter fenders, naturally, as well as “clearance lights” in the hood that emphasize the Raptor’s width.  Bold black graphics splash up the sides of the truck bed like so much vinyl mud.

An extended-cab, short-wheelbase layout is the only configuration offered, but provides enough room in back for additional passengers without suffering.  That said, it’s a long step up to get inside. The interior upgrades are simple yet effective.  The seats feature cloth inserts and strong bolstering, and the console, dash and seats are accented with color-matched orange panels.  The black leather-wrapped steering wheel has an orange strip at the top, a nod to the need for off-roaders to have an easy way to determine wheel position. SVT’s signature white-faced dash gauge package adds a custom look.  It’s comfortable, too.   Unlike an actual race truck, the Raptor is available with all of the comforts of home, including SYNC, Sirius satellite radio and a voice-activated navigation system.

Riding high on 35-inch tires, this truck isn’t the least bit at home in the ‘burbs.  It’s a bit too tall to serve duty as a work truck, in part because of a suspension that’s been redesigned to provide a foot of wheel travel.   The upper and lower A-arms, tie rods and half-shaft joints of the front double-wishbone setup have been reworked; at the rear, the Hotchkiss layout is just taller.   On pavement, the massive rubber offers a stiff but not punishing ride.  Unlike many serious off-road tires, the BF Goodrich All-Terrain TA/KOs are quiet on pavement, which is something of a bonus.   FOX Racing Shox contributes special internal triple-bypass shock absorbers that are capable of surviving repeated landings after dune launches.  Compared to the standard F150, handling is a bit more vague, though the steering is direct and responsive.  Find a dirt road or some rough terrain, however, put the Raptor into four-wheel drive, and a transformation takes place.  The slightly distant handling turns precise, and the Raptor becomes a vehicle of action.  A special version of Ford’s AdvanceTrac stability control system is available, and can be switched between various levels of intervention–all the way up to a full off-road mode which disables all traction control and biases the anti-lock brakes for loose surfaces.  For some drivers, the Hill Descent Control might spoil the fun, but the system can be turned off.

The additional height means that a commanding driving position goes without saying.  The widened track keeps the Raptor stable on pavement and off, though parallel parking it takes some getting used to.  But seriously, did I just complain that it’s hard to parallel-park this truck?  I have digressed a very long way from the point of this truck.  The SVT F150 Raptor is not about parallel parking.  The engine note alone should make this clear.

This is a lot of truck, so there’s a lot of engine under the hood to motivate it.

Initially launched with Ford’s 320- horsepower 5.4 liter Triton V8, the even burlier 6.2 liter V8 was added as a mid-year option.  These V8s aren’t just powerful–they’re durable as well, designed to survive whatever offenses Raptor owners decide to dish out.  Give the Raptor some boot, and this big truck will get up and go with an eagerness and grace that belie its size–and I drove the 5.4 liter version.  The 6.2 liter adds about eighty horsepower; expect urge to increase similarly.  A six-speed automatic transmission is the standard and only gearbox.   Four-wheel drive is part of the package, of course, and includes an electronic locking differential.  The Raptor will tow up to 6000 pounds, and includes Trailer Sway Control and trailer brake controllers.

For all of that extreme hardware, the Raptor is remarkably easy to live with.  The ride is much more comfortable than you might expect, and apart from a tendency to be fuelish at the pump, the Raptor is capable of any day-to-day task that a standard pickup could do.  That plus the ability to drive confidently off into any desert wasteland that happens to catch your fancy are ample justification for the $38,000 price tag.

All specs are for the 2010 Ford SVT F150 Raptor.
Length:  220.9 in.
Width:  86.3 in.
Height:      78.4 in.
Wheelbase:  133.0 in.
Curb weight:   5908 lb.
Payload: 980 lb.
Towing capacity:   6000 lb.
Base price:  $38,020
Engine:   5.4 liter 3-valve V8
Drivetrain:  six-speed automatic, four-wheel drive
Horsepower:  320 @ 5200
Torque:  390 @ 3500
Fuel capacity:  26.0 gal.

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