And that’s just from the outside.  An environment-friendly 3.5 liter V6 engine, generous safety and comfort features and improved fuel economy for 2012 are on hand to put the Pilot near the top of any family’s list.

Honda’s corporate “green” message would seem to make large SUVs an illogical arena, but the Pilot confounds that logic by resisting even the trend toward crossover-type styling.  Big and wide, the Pilot is a brick in a world of river-smoothed stones; this thing is a truck, and it wants you to know that at first glance.  The details are chunky, from the large headlights and three-bar grille to the aero-smoothed bumpers and beveled rear end.  Pavement-friendly tires wrapped around seventeen- or eighteen-inch wheels are framed by smoothed-off wheel wells.

Interior proportions are generous, with three full rows and a wide enough body for three-across seating.  The instrument panel and center stack have been simplified for easier comprehension, addressing past complaints about Honda’s button-festooned dashboards.  The Pilot’s three rows of seats aren’t as knee-friendly as those of the much larger Chevrolet Suburban, but it’s capable of carrying eight passengers, even if up to three of them are space-hogging baby seats.  With the seats folded, my test Pilot swallowed an antique trunk and an armoire without complaint–it’ll swallow a minivan-like 87.0 cubic feet of cargo, configured thus.  Seats up, the Pilot makes a good family hauler and can be equipped for max luxury besides.  Excellent sound deadening provides a quiet and comfy freeway ride.  An eight-inch Multi-Information Display (MID) provides  full-color updates on fuel economy and other vehicle functions, as well as acting as an interface for personal music players.  Drivers can even upload personal photos to act as “wallpaper” on the display.   In navigation-equipped models, the navigation screen replaces the MID.   Navigation-equipped Pilots also add a backup camera with multiple views.

In traffic, the Pilot feels a bit bigger than it’s comfortable being, as a Honda.  While the dynamics of Honda’s cars are quite good, the Pilot has a tendency to feel ponderous.  MacPherson struts are used up front, with an independent multi-link rear.  There’s a lot of float in the suspension, and the Pilot waddles somewhat on the freeway.  The brakes are adequate but emergency stops are not as confident as you’ll find in the Ford Explorer or Dodge Durango.  It’s safe enough; Honda’s Vehicle Stability Assist stability control and standard anti-lock brakes ensure that the Pilot’s not going to carry you into a tree at the first opportunity, but this vehicle seems all too aware of its two-ton curb weight.  Over the road it’s mellow, a good road-tripper, but emergency maneuvers shred its composure quickly.

Acceleration isn’t the Pilot’s strong suit either. The 3.5 liter 24-valve V6 is smooth and efficient, but with only 250 horsepower to move a vehicle of this size, there’s a noticeable deficit when it comes to acceleration.  Still, it’s adequate, and Honda’s Variable Cylinder Management is also on hand to reduce fuel consumption by shutting down unnecessary cylinders.   The Pilot’s engine has been retuned for additional efficiency with friction-reducing internal components and a variable-output alternator.  Two-wheel drive Pilots will get 25mpg on the freeway, putting this SUV near the top of its class in that respect.  The Pilot is happy to cruise at freeways speeds endlessly, making it a great road-tripper.  Five-speed automatic transmissions are standard, and the available four-wheel drive is a full-time system that can be locked for serious off-roading when needed.  Four-wheel drive Pilots can tow up to 4500 pounds.

It all adds up to a handsome family-hauling package.  That the Pilot is decent in the ‘burbs is not a surprise, but the moderate work ability conferred by the towing capacity and massive interior put it a step above the average crossover when it comes to getting things done.  The Pilot qualifies as a moderately-priced vehicle in its most basic form, with an MSRP of $28,470 for the two-wheel drive LX model.  Of course, things can get out of hand pretty quickly; my tester was a top of the line Pilot Touring 4WD with a navigation system, and stickered for $41,630.

All specs are for the 2012 Honda Pilot
Length:  191.4 in.
Width:  78.5 in.
Height:      72.7 in.
Wheelbase:  109.2 in.
Curb weight:   4608 lb.
Cargo space:   18.0 cu.ft. (seats up); 87.0 cu.ft. (seats folded)
Towing capacity: 4500 lb.
Base price:  $40,820
Price as tested $41,630
Engine:   3.5 liter DOHC 24-valve V6
Drivetrain:  five-speed automatic transmission, all-wheel drive
Horsepower: 250 @ 5,700
Torque: 253 @ 4,800
Fuel capacity:
Est. mileage:   17/24

Confused?  Just check out the power-flow display on the dash, a prominent feature in all of the Toyota/Lexus family hybrids.  The complicated dance of electric and gasoline power, battery charging and regenerative braking as well as engine shutoff and re-start, is evident only in the constantly changing power-flow arrows of the display.  Without it, you’d never know what this luxury hybrid crossover was up to.

And this vehicle is doing a lot, while it’s carrying you serenely down the road.  A 3.5 liter Atkinson-cycle V6 engine is working in concert with two electric motors to produce a total of 295 horsepower, which is enough to rival some V8s.  By cleverly switching from gasoline to electric propulsion and back agan, the RX 450h returns 32/28 fuel economy in front-wheel drive, and the all-wheel drive version does 30/28.  At low speeds, the RX 450h operates as a fully-electric vehicle, and the “EV” mode enables drivers to hold gasoline-free operation for short periods at moderate speed.  The nickel-metal hydride battery hides under the back seat so it doesn’t cut into cargo space, and a pair of motor-generators is on hand to assist the gasoline engine.  One serves as an engine-driven generator that charges the batteries, starts the engine after shutoff and powers the other electric motor as required.  The second is hooked up to the continuously variable transmission and powers the front wheels.  In the all-wheel drive RX 450h, a third motor drives the rear wheels.  All three electric motors function as generators that charge the battery during coasting or braking.  And when it’s not being hyper-efficient, the all-wheel drive enables the RX 450h to plow confidently through snow and inclement weather, as well.

All of this is run through a series of flywheels that effectively damps the transfer of power from gasoline to electric and that smoothes the bump when the gasoline engine starts up.  Additionally, the continuously variable transmission tunes itself for inclines and allows a comfortable amount of engine braking on long descents. The RX 450h is constantly busy maximizing economy, but it doesn’t let on that it’s working, just cruises seamlessly along, be it in the city or on the highway.

Lexus’ suspension is equally seamless in its operation. At the front, the RX 450h uses MacPherson struts with inversely wound coil springs that compress in opposite directions to keep steering feel good during cornering.  The rear uses a double-wishbone setup.  If it doesn’t quite manage a “fun to drive” rating, it’s at least pleasant and lacks any egregious bad habits.  Lexus’ Vehicle Dynamics Integrated Management (VDIM) driver-aid suite adds to the electronic complexity but keep the ride smooth and composed to the point of somnabulence.  The RX 450h is largely free of the squat and waddle common to many SUVs and crossovers, and drives like a car, only taller.  Braking is also good, thanks in part to the hybrid system’s eagerness to replenish its battery whenever the RX 450h is coasting.  The available Dynamic Radar Cruise Control adds an impact-mitigating Pre-Collision System that locks the seatbelts and pre-charges the braking system if a crash is imminent.

The RX 450h’s thoroughly high-tech components are matched by a svelte, single-curve exterior.  The basic shape of the RX has been the same since it was introduced, but it’s aging well and still looks modern thanks to a tucked-in waistline with distinct front fenders and a rear spoiler that hides the rear wiper.  The RX 450h is distinguished from the conventional version by subtle tweaks to the grille and front bumper that give it a more aerodynamic look.  The available LED headlamps have a blue tint, in keeping with Lexus’ blue-as-hybrid theme, which also adds a touch of color to the badges and light covers.  Lexus has added adaptive headlamps to LED headlight-equipped models; the front lighting changes angle slightly during turns, illuminating corners as you are entering them.  A choice of eighteen or nineteen-inch wheels is offered.

The interior is also familiar, and neatly integrated with all of the technology that’s riding along.  A standard keyless entry admits driver and up to four passengers to a handsomely equipped cabin.  Sharp eyes will note that the RX 450h’s dash lights don’t just switch on and off; they fade elegantly in, like theater lights.  A choice of interior environments, ranging from monochrome to three-tone and cloth to semi-aniline leather, allow for a broad range of tastes.  A choice of brown walnut or bird’s-eye maple trim is offered.  An XM satellite radio-ready sound system and iPod connectors are standard.  Lexus’ Remote Touch controller is standard with the available navigation system.  This computer mouse-like controller makes it easy to click through the information screen’s various menus with vibrating feedback, and it falls very easily to hand.  A head-up display is also available.  Since this is a Lexus, the Mark Levinson sound system upgrade is on the menu of course, as are a navigation system and backup cameras illuminating the side and rear.

It’s easy to come away from the RX 450h thinking that it’s merely “nice.”  This hybrid hides its light under a bushel, compared to many of its competitors, but don’t mistake a lack of obvious gadgetry for a lack of actual innovation.  This very well thought-out crossover combines luxury, capability and efficiency into an impressive package.  Pricing for the RX 450h starts at $44,825 (2011 models; 2012 will see a slight price walk to $45,235).  Add in all-wheel drive, a rear-seat entertainment system and the upgraded sound system among other options, and that rises to $54,414.

All specs are for the 2011 Lexus RX 450h
Length: 187.8 in.
Width:  74.2 in.
Height:     66.3 in.
Wheelbase:  107.9 in.
Curb weight:   4652 lb.
Towing capacity:  3500 lb. (AWD)
Cargo space:  40.0 cu.ft (seats up); 80.3 cu.ft. (seats folded)
Base price:  $44,825
Price as tested: $54,414
Engine:   3.5 liter 24-valve DOHC V6 mated to three 650V AC electric motors
Drivetrain:  continuously variable automatic transmission, all-wheel drive
Horsepower:  245 @ 6000 (3.5 V6); 295 (total system horsepower)
Torque:  234 @ 4800 (3.5 V6)
Fuel capacity:  17.2 gal.
Est. mileage:   30/28

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 massive body makes for a spacious interior, and a minivan-like layout helps the Acadia Denali to make the most of it.  A choice of seven- or eight-passenger interior layouts is offered.  The second-row seats have a “Smart Slide” feature to ease ingress into the rearmost seats, and there’s enough legroom for full-sized adults at all positions.  The unibody chassis layout provides a low, minivan-like step-in height as well as a high, easy-visibility seating position and a cavernous 115.9 cubic feet of interior room with the rear seats folded.  The Acadia’s interior is businesslike but reasonably stylish, with chrome-ringed square vents and a large, stuff-friendly console.  The upgrade to the Denali package adds leather and real mahogany wood trim on the dash and steering wheel, three-zone climate control, a power tailgate, heated and cooled seats up front, dual sunroofs, remote start and a head-up display for the speedometer and other functions.  A navigation system, backup camera and rear-seat entertainment system are available, naturally.  The rear-seat entertainment system also adds a household-style electrical outlet.

A 3.6 liter V6 engine provides much better fuel economy than the V8 that lies under the hood of the average full-size sport-ute.  With variable valve timing and direct injection, the Acadia Denali’s 288-horsepower engine is state of the art and provides a seemingly endless torque curve.  It’ll muster up to 24 mpg on the highway if driven gently.  Six-speed automatic transmissions with an automated grade-braking function are standard.  Front- and all-wheel drive are available.  The Acadia is not an off-roader by any stretch; its all-wheel drive is useful in poor weather and snow, but won’t take you down the Rubicon Trail.  Towing capacity is a generous 5200 pounds, enabling the Acadia to pull a boat or camper trailer with ease.

The Acadia Denali is a large vehicle, and it drives like it.  The long wheelbase ensures a stable and comfortable freeway ride, while the MacPherson strut front suspension and independent linked-H rear end keep things appropriately carlike.  The ride is almost sailing-ship stately; the Acadia is largely free of head-toss and harshness, though its five thousand-pound curb weight provides a certain gravity on the road.  GMC knows the difference between “solid” and “heavy,” though, and while the Acadia Denali has the secure heft of a minivan, the four-wheel antilock brakes ensure that bringing the big guy to a halt isn’t a nightmare.  Safety and security are enhanced by a phalanx of standard airbags and standard stability control.

As far as large family vehicles go, the Acadia Denali pushes all the right buttons without pulling the “minivan” card.  It may not be flying a skull and crossbones and be full of romantic rogues, but it will haul eight people in style and comfort, entertain them, and can tow a hefty trailer when the need arises.  GMC’s done a great job of applying its work-ready ethic to suburban life, and the Acadia Denali adds a whole bunch of extra amenities to the package.  Of course, there’s a corresponding increase in price; MSRPs start at $43,220, about a $10,000 premium over the standard Acadia.  My tester’s navigation system, rearview camera and rear-seat entertainment system brought the bottom line to $48,125.

All specs are for the 2011 GMC Acadia Denali.
Length:  201.1 in.
Width:  78.9 in.
Height:     72.8 in.
Wheelbase:  118.9 in.
Curb weight:   4925 lb.
Cargo space:   24.1 cu.ft. (all seats up); 115.9 cu.ft. (all seats folded)
Base price:  $43,220
Price as tested:  $48,125
Engine:   3.6 liter direct-injection DOHC V6
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower: 288 @ 6300
Torque:  270 @ 3400
Fuel capacity:  22.0 gal.
Est. mileage:   16/23

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

All specifications are for the 2011 Jeep Grand Cherokee

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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