2009 Ford F-150 Supercrew

Ford’s newest light-duty pickup truck features enhanced cargo, towing and safety technology

By Nina Russin

2009 Ford F-150

The F-150 Supercrew has more affinity to sport-utility vehicles than traditional pickup trucks, despite the open cargo bed. This isn’t to say that Ford’s best-selling pickup lacks toughness or durability. It’s fully off-road capable, and has a 11,000 pound towing capacity.

Crew cabs, especially upscale models, are all about the passengers. The F-150 Lariat has many of the same comfort and convenience features as luxury SUVs: navigation, satellite radio, downloadable hard drive, 5.1 surround sound audio, heated and cooled leather seats, and a power moon roof. The only thing missing is a rear-seat DVD unit for the kids.

The new crew cab is six inches longer than the previous model, offering second-row passengers more legroom. The rear seats flip up and out of the way to create a large cargo space behind the front seats.

The white metal flake exterior is almost too sweet to get dirty: ditto for the twenty-inch aluminum wheels. A three-bar chrome grille, similar to the design on the F-Series super duty trucks, is macho enough for the rodeo king.

Easier to load

Designers added some important features that ease cargo box access. An available box sidestep on 6.5 and 8-foot Styleside boxes stows under the cargo box when not in use. The eleven-inch step deploys with the push of a button, and holds up to 500 pounds.

Ford has added the available rear tailgate step introduced on its super duty series to the F-150 lineup. The step, which is integrated into the tailgate, can support up to 300 pounds.

An optional bed extender legnthens the Supercrew’s relatively short cargo bed. The bed extender adds a couple feet of storage space by securing cargo with the tailgate down. It can also act as a divider, to keep smaller items from shifting around.

A cargo management system available with the 6.5-foot cargo bed adds side rails and cleats for securing items. Side mounted tool bins hold up to sixty pounds and are waterproof. A lockable toolbox available on regular and Supercabs provides lockable, weather and dustproof storage, mounted to the front of the cargo box.

Easier to drive

Ford added a couple of key features that enhance visibility around the truck and make it easier to tow large trailers. A rearview camera on the test truck displays a wide angle view to the rear on the navigation screen, when the driver shifts into reverse. It’s a feature I strongly recommend to parents with small children. Considering the F-150’s large footprint, the rearview camera also makes parking much easier.

An integrated trailer brake controller lets the driver to operate the trailer’s electronic brakes using a control module on the instrument panel. Trailer sway control works in conjunction with the truck’s traction and roll stability control systems to determine if the trailer is swaying. The system can apply the truck brakes or reduce engine power to bring the trailer under control.

A tow-haul mode modifies transmission shift points to boost power on uphill grades. The system downshifts on downhill grades to add engine braking, and can apply the truck’s brakes as necessary. Read the rest of this entry »

2009 Range Rover Supercharged

High luxury for off-road enthusiasts

By Nina Russin

2009 Range Rover

I’m sure there are people with the financial means to take a hundred-thousand dollar car through quicksand and not think twice about it. I don’t happen to be one of them. As I drive the supercharged Range Rover on a crowded Phoenix highway, I try not to imagine a rock jumping off a dirt hauler.

This isn’t to say that the Range Rover can’t take on the most extreme off-road terrain. Its standard terrain-response system, automatically locking center and rear differentials plus permanent four-wheel drive give it the ability to climb up the side of a Mayan ruin.

The engine bay is completely sealed to prevent water intrusion, in case the driver wants to take his Rover through a stream, though I wouldn’t recommend anything deeper than several feet. At 5,842 pounds, I doubt it floats.

But it seems a terrible shame to risk scratching the car’s Santorini black paint: a metal flake that’s especially lovely in the bright Phoenix sun. Ditto for the standard 20-inch alloy wheels.

Fortunately the Range Rover is as much fun to drive on paved roads as it is off-road. The supercharged V8 engine on the test car produces 400 horsepower and 420 foot-pounds of torque. Despite its hefty curb weight, the Range Rover accelerates from zero-to-sixty in 7.1 seconds and has a top speed of 130 miles-per-hour. Read the rest of this entry »

2009 Chevrolet Tahoe LTZ 4WD

Full-sized sport-utility vehicle with off-road capability

By Nina Russin

2009 Chevrolet Tahoe LTZ

General Motors’ forte is full-sized trucks. Engineers on the Chevrolet Tahoe melded Corvette engine technology with a robust body structure.  As a result, the truck handles like a passenger car, but is durable enough to tow trailers and go off-road.

Although Chevrolet is a value brand, the Tahoe is an expensive truck. The LTZ grade tested starts at $50,900. But buyers get a lot for their money: a 5.6-liter V8 engine, six-speed automatic transmission, four-wheel drive, two-speed transfer case, and 8200-pound towing capacity.

The test car comes with an optional 395-horsepower 6.2-liter V8 that is flex-fuel capable. Average fuel economy is 14 miles-per-gallon: about what one would expect from a 7300-pound truck. My highway fuel economy was substantially better than the EPA estimate of 19 miles-per-gallon. Read the rest of this entry »

2010 Mercedes-Benz GLK350 4matic

Compact sport-utility vehicle with sports car performance

By Nina Russin

2010 Mercedes-Benz GLK

On the surface, the Mercedes-Benz  GLK looks more like a show car than an active lifestyle vehicle. Twenty-inch chrome wheels, part of a sport appearance package on the test car, can be misleading. Stylish as it is, the automaker’s first compact SUV is more than a pretty face.

On-road performance is akin to a sports car. The GLK swallows up turns like a panther on the prowl. Its 3.5-liter V6 engine and seven-speed automatic transmission are so well suited to each other that shifts between gears are barely perceptible.
Read the rest of this entry »

2009 Land Rover LR3

Luxury sport-utility vehicle gets wheel and interior upgrades

By Nina Russin

2009 Land Rover LR3

Of all the products in Land Rover’s line-up, the LR3 is the model that resonates most with active buyers. It combines the automaker’s legendary off-road capability with an ergonomic interior that incorporates the technology these buyers look for, without some of the luxury accoutrements they don’t want.

Over the past two years, Land Rover has added some upscale features to the LR3’s standard equipment: leather upholstery, nineteen-inch wheels, and seating for seven passengers. While the leather seats are less practical than cloth, they make sense in light of the vehicle’s mid-luxury positioning.
Read the rest of this entry »

2009 Nissan Pathfinder LE 4X4

Nissan’s seven-passenger sport-utility vehicle appeals to active families.

By Nina Russin

2009 Nissan Pathfinder

When Nissan first rolled out the current Pathfinder for the ‘06 model year, product planners described the truck as a “decathlete.” In my opinion, the metaphor is a bit exaggerated. But the seven-passenger sport-utility vehicle is a good choice for buyers wanting Xterra‘s functionality, but with more interior space.

Last year Nissan refreshed the Pathfinder’s exterior styling and added a second engine choice: a 5.6-liter V8 available on the upscale LE model. This year side curtain airbags become standard on all models. The LE V6 tested gets a wheel upgrade as well, to eighteen-inch alloy rims.

Crisp ride and handling

The four-liter V6 engine on the test car is a stroked-out version of the block used in the Nissan Maxima, Altima, Murano and Quest. Though it has considerably less horsepower than the V8 (a block shared by Titan and Armada), my guess is that fuel economy is much better.

Nissan hasn’t announced fuel economy figures for the V8 Pathfinder, but other trucks using the block are thirsty. Average fuel economy for the four-wheel drive V6 truck is sixteen miles-per-gallon.

The six-cylinder engine on the test car falls a bit flat in twenty-to-fifty mile-per-hour acceleration, attributable to the truck’s curb weight: just under 5000 pounds. Towing capacity of six thousand pounds is well in excess of our ALV minimum standards. The V6 engine has plenty of low-end torque for off-road driving, and enough on the high end to pass other cars on the highway with ease.

The standard five-speed automatic transmission does a good job of downshifting for power without excessive shock. Speed sensitive rack-and-pinion steering has good on-center response, and no noticeable steering wheel play.

The Pathfinder is a body-on-frame truck, making it more robust for off-road driving and towing. Despite that, it doesn’t beat up its passengers. A fully-independent suspension with front and rear stabilizer bars is compliant enough for road trips, and sturdy enough for off-road trails.

Although its 112-inch wheelbase and 192-inch length limit the Pathfinder’s maneuverability on narrow trails, the truck has all the features necessary for negotiating uneven terrain. All models come with a skid plate under the radiator. Buyers can opt to add skid plates under the oil pan, fuel tank and transfer case.

A tow hook in front helps drivers who need to get towed out of an unexpected hole. Minimum ground clearance on the test truck is 8.8 inches: sufficient to clear most rocks or roots along the way.

A two-speed transfer case provides extreme low gears for off-road driving. The driver can switch between automatic, four-wheel drive high and low modes using a dial on the center console. A switch nearby turns off the vehicle stability control, so the driver can spin the wheels. The Pathfinder comes with a full-sized spare tire.

Versatile interior

The interior has everything active types look for: an abundance of power points, cup and bottle holders, navigation system, rear backup camera, and a configurable cargo area. There are three twelve-volt powerpoints up front and one in the cargo area.

A standard tilt steering wheel can be positioned low enough to stay out of the driver’s line of vision. Audio, Bluetooth and cruise controls buttons on the steering wheel are easy to use without taking one’s eyes off the road.

Two-position memory on the test truck allows multiple drivers to program in seat, mirror and pedal positions. Heated seats on the test truck will appeal to owners in cold climates. Tri-zone climate controls with four overhead vents keep all passengers comfortable in temperature extremes.

The seats are firm, with adequate lower lumbar support. As with many three-row trucks, legroom is adequate but not abundant for those sitting in back. Most adults will be comfortable in the second row, but the third row works best for kids.

I was surprised at how easy it is to get in and out of the back row. Running boards on the test truck make it less difficult to climb over the wheel wells. They also ease access to the roof rack for loading cargo up top.

There are several enclosed storage areas up front: a deep center console bin, and a two-piece glovebox. Audio, temperature and navigation controls on the center stack are easy to reach from either front seating position. The driver can adjust the rear temperature using knobs on the overhead console. A second set of knobs behind the center console allows people in back to do the same.

Configurable cargo area:

Despite its ground clearance, liftover height on the Pathfinder isn’t excessive. The average adult should have no problems loading items in back. A step pad on the rear bumper makes it easier to load items onto the roof rack.

Designers stashed a first aid kit in the liftgate: an item which can come in handy after a day of adventure on the trails.

There’s enough room with all three rows of seating in place to stash the weekly groceries and some small duffel bags. Designers also added a couple of cubbies to keep small items from shifting around.

The rear seats fold flat using a single release lever on the back of each seatback. With the rear seats folded down, there’s plenty of room to slide a bike in with the wheels off.  Folding the second-row seats flat is more complicated: the operation involves folding the seat cushions forward and then folding the seatbacks down.

Standard safety

The LE model comes standard with front, side and side curtain airbags, antilock brakes, and electronic stability control. The Pathfinder received a four-star federal crash test rating for frontal impacts, but only a three star rating for rollover collisions.

Base price on the Pathfinder LE is $38,510, not including a $780 delivery fee. Nissan manufactures the Pathfinder at its Smyrna, Tennessee assembly plant.

Likes: A well-equipped seven-passenger sport utility vehicle that meets our ALV towing, off-road and bicycle-friendly standards.

Dislike: Floor mats are a $155 option

Quick facts:

Make: Nissan
Model: Pathfinder LE 4X4
Base price: $38,510
As tested: $41,295
Horsepower: 266 Hp @ 5600 rpm
Torque: 288 lbs.-ft. @ 4000 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Standard
Bicycle friendly: Yes
Towing: Yes
Off-road: Yes
Fuel economy: 14/20 mpg city/highway
Comments: Base price does not include a $780 destination charge.

2009 Kia Borrego EX 4X4

By Nina Russin

When Kia introduced out the new Borrego last July, industry insiders worried that the automaker was swimming in shark-infested waters. Although product planners can’t  anticipate ebbs and flows in commodities, the roll-out coincided with a record demand for crude oil. For the first time in history, Americans confronted four dollar-per-gallon gasoline, and the market for large trucks went through the floor.

What Kia did anticipate was some tough competition from automakers it was relatively unfamiliar with. Lexus, Acura, Volvo, BMW and Mercedes-Benz all have bread-and-butter products in the mid-sized SUV segment. Although Kia expected some Borrego customers to come out of smaller models in its own lineup, it would have to conquest from other brands as well.

But the Korean manufacturer had faith in its tried-and-true strategy of combining value with a high level of content. Its ten-year warranty, about twice the industry average, didn’t hurt either.

Pricing for the two-wheel drive Borrego starts at about $27,000: a significantly lower price point than competitors such as the Lexus R330 and BMW X5. A buyer can upgrade to four-wheel drive, add a comfort and convenience package, and still come out under $30,000 for the six-cylinder model. A comfortably-equipped Borrego LX is an ALV best value.

Upscale off-road machine

The test car is the upscale EX four-wheel drive grade: pricing starts at $32,995 not including a $750 delivery charge. Except for its optional running boards, the test car has a tough exterior, with all of the features necessary for off-road driving.

The full-time four-wheel drive system has a low gear range for navigating uneven terrain. Downhill brake control and hill start assist, both features that help the driver maintain direction control on steep grades, are standard equipment.

Ground clearance of 8.5 inches is ample for clearing obstacles on the trail. Standard underbody cladding protects chassis parts from rock damage.

The Borrego’s wheelbase is 114 inches, making it longer than the Chevy Trailblazer and Jeep Grand Cherokee. Though the extra length translates to more room for third row passengers, it also makes the Borrego less maneuverable through narrow turns.

Although both V-6 and V-8 models exceed our minimum ALV towing standards, I’d recommend the eight cylinder engine for anyone who plans to haul trailers with regularity. A standard integrated tow hitch saves buyers the expense of hardware normally limited to option packages.

The Borrego is an extremely heavy truck: over 4,600 pounds for the four-wheel drive EX. Even without a trailer, the V-6 can hesitate on a steep grade.

The eight cylinder engine is a modified version of the block used in the Hyundai Genesis. Buyers who opt for the bigger engine will lose about a mile-per-gallon of fuel economy, compared to the V6. A six-speed automatic transmission on the test car stretches the gas mileage to about twenty mpg on the highway.

Although it adds weight, the full-sized spare tire is a necessity for anyone who planning to drive the Borrego off-road. Optional eighteen-inch rims and performance tires on the test car dress up the exterior. Buyers who plan to drive off-road should stick to the standard rims, and might want to add trail-rated tires.

Easy to drive in traffic

Despite its robust dimensions, the Borrego is a very easy car to get around town in. Power rack-and-pinion steering gives the seven-passenger sport-utility vehicle a thirty-six foot turning radius. Engineers opted for an independent front and multi-link rear suspension to enhance towing stability. Drivers should find the ride to have enough compliance for day-to-day commuting as well.

Visibility around the car is better than average, thanks to a narrow rear pillar that minimizes blind spots. A standard backup warning system on all grades sounds an audible alarm when the truck’s rear bumper comes too close to an obstacle.

An eight-way adjustable driver’s seat and four-way passenger seat are quite comfortable on long drives. A luxury package on the test car ($1500) adds leather trim, front seat heaters, and two position memory, so multiple drivers can share the car.

Considering its weight, engineers were smart to put large disc brakes on all four wheels with standard four-channel antilock braking. Despite its weight, the truck stops in a firm, linear fashion.

Standard traction control limits wheel-spin on slick surfaces, while vehicle stability control prevents excessive yaw from causing the driver to lose directional control.

Seating for seven

Buyers who plan to carry passengers in back should opt for the premium package that adds rear air conditioning controls. Sixteen vents throughout the interior do a good job of circulating air on a hot day, to keep third-row occupants comfortable.

The same option package upgrades the standard audio controls to a MP3 compatible Infinity system, and a sunroof that brings ambient light into the back of the car.

All passengers should find plenty of small storage areas and cupholders in their vicinity. Front-row passengers have access to a two-piece center console storage bin.

Three overhead reading lamps come in handy at night. The Borrego has multiple power points, including a twelve-volt outlet in the cargo area.

A lever on the second row seat tilts it up and slides it forward to improve third-row access. The third row has enough head and legroom for the average adult to feel comfortable.

Both second and third row seatbacks fold flat to create a large cargo floor that easily meets our bicycle-friendly standards. An under-floor storage area is handy for stashing smaller items.

Standard safety

All models come with front, side, and side curtain airbags. Models equipped with the eight-cylinder engine also have a driver’s knee airbag. Other standard safety features include electronic stability and traction control, antilock brakes and active front head restraints.

Kia’s standard ten year powertrain warranty includes five years of twenty-four hour roadside assistance.

The new Borrego is on display at Kia dealerships nationwide.

Likes: The mid-sized Borrego is a well-rounded offering, with similar content to other luxury sport-utility vehicles with a much lower starting price. A low gear range is ideal for drivers who want to venture off-road. The V-8 model’s 7500-pound towing capacity is double our ALV standards.

Dislikes: Poor fuel economy

Quick facts:

Make: Kia
Model: Borrego EX 4X4
Year: 2009
Base price: $32,995
As tested: $39,295
Horsepower: 337 Hp @ 6000 rpm
Torque: 323 lbs.-ft. @ 3500 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Off-road: Yes
Towing: Yes
Fuel economy: 15/20 mpg city/highway
Comments: Base sticker price does not include a $750 delivery charge.

2009 Range Rover Sport HSE

Luxury sport-utility vehicle for performance enthusiasts
By Nina Russin

2009 Range Rover Sport

The Range Rover Sport bridges the gap between the manufacturer’s off-road heritage and the on-road performance its urban-dwelling owners have come to expect. While the Sport is capable of climbing a Mayan and fording a river, it’s unlikely that most buyers will take their sixty-five thousand dollar trucks down the Rubicon trail.

Rather, drivers who aspire to active lifestyles are attracted to Range Rover’s authentic off-road capability. And while they have no intention of getting jiggy on two wheels, these buyers appreciate the brand’s exceptional capability in deep snow, on ice, and on the occasional graded dirt road.

But they also want to have fun in good weather. To answer that call, Land Rover engineers modified the popular Range Rover HSE to include two powerful V-8 engines: one naturally aspirated, and one supercharged.

Optional twenty-inch alloy wheels with high-performance Brembo brakes give the Sport a fatter footprint to stay stable in the corners, and stop on a dime. Sport and manual shift modes cater to more aggressive driving styles.

Serious off-road capability

Drivers who enjoy off-road driving will find plenty to love in the Range Rover Sport.

Unlike other products designed for the same purpose, it has an incredibly compliant ride in challenging conditions, and incorporates key technologies that make off-road driving as safe and effortless as possible. An information screen on the instrument panel shows the position of all four wheels, and all off-road controls are within easy reach of the driver’s right hand.

An electronic parking brake engages using a small lever on the center console, and disengages when the driver steps on the gas, so he can use the brake to steady the car when one or more wheels are off the ground.

The driver can shift between low and high gear ranges while the vehicle is moving, to transition from graded dirt roads to trails.

The terrain response system uses a rotary knob on the center console to modify engine throttle, gearing, suspension, hill climbs assist and downhill descent control for five conditions: general, grass and snow, mud and ruts, sand, and rock crawl. When I said that the Range Rover could scale a Mayan ruin, I wasn’t kidding.

I can also say from experience that it can ford a very deep stream and suffer no ill effects except a dirty exterior. The engine bay and interior stay completely dry.

Range Rover’s antilock braking system is designed to function off-road as well as on paved surfaces. The anti-roll mitigation keeps the truck upright on precipitous grades.

Powerful on-road performance

The test car’s naturally aspirated V-8 engine has enough low end power to launch fifty-five hundred pounds of sheet metal in a hurry. The naturally aspirated model accelerates from zero-to-sixty miles-per-hour in just over eight seconds.

All of this comes at the expense of fuel economy: no surprise considering the car’s weight and two-box design. EPA estimates are 12/18 miles-per-gallon on the city and highway respectively. I averaged about sixteen miles-per-gallon during my week-long test drive. FYI, the manufacturer recommends premium fuel.

A four-wheel independent air suspension gives the truck a much more compliant ride than its body-on-frame construction would suggest. The suspension automatically lowers the chassis at high speeds for better performance, and raises it up at low speeds to increase ground clearance: about 8.9 inches.

The ZF rack-and-pinion steering system is robust enough to survive a few rock bumps on the trail: it gives the truck a very reasonable turning radius of thirty-seven feet.

The standard park distance control system uses audible signals to warn the driver about objects in his blind spots. Since there are large areas to the side and rear of the truck below the driver’s sight-line, the system makes parking much easier.

Luxurious interior

While most buyers will appreciate the Range Rover’s leather upholstery, I’d like to see cloth as an option. The leather gets hot in extreme heat, and it’s harder for us active types to keep clean.

Having said that, the seats are quite comfortable with plenty of lower back support. Land Rover’s two-stage seat heaters are the best I’ve found. Living in Phoenix, I don’t need them for warmth, but they’re almost like having a physical therapist in the car. My latissimus dorsal muscles always emerge from the experience as very happy campers.

Most of the controls on the car are intuitive and easy to reach: a three gauge cluster with digital trip meter in the center, and the dual-zone climate controls, audio system controls and navigation system in the center stack.

A small, two-piece center console bin holds electronic devices. The two-part glovebox is quite large: the bottom bin can easily hold a small purse or pack.

The steering wheel includes redundant audio and Bluetooth controls to minimize driver distraction.

Window buttons are the only controls I don’t like on the car. They’re located at the front corner of each window: not the easiest spot to reach, and too close to the window opening. A driver focusing on the road could easily jam a finger.

There is enough legroom in the rear seats for small adults, though taller people may feel cramped. The second-row is wide enough to seat three across.

The center seat position folds down to create an armrest or work surface. Separate vents and a 12-volt power point are located in back of the center stack.

The seats fold flat in two stages: the seat bottom flips forward, and then the seatback folds down using a lever to the outside. It’s not necessary to remove the headrests, but they must be all the way down for the seatbacks to clear the  bottom cushions.

The Range Rover has a fairly high liftover height because it’s a tall car. Shorter drivers may have a hard time loading large cargo in back. Tie-down loops on the floor make it easier to secure big items. There is enough room in back with the second-row seats folded flat to fit a bicycle.

The Range Rover Sport doesn’t come with roof rails: a surprising omission considering the target audience. Towing capacity is 7716 pounds for a braked trailer: over double our minimum ALV standards.

Base price on the Range Rover Sport is $58,375, not including a $775 delivery charge and $100 fee for California emissions. Land Rover builds the Range Rover Sport at its assembly plant n Solihull, United Kingdom.

Likes: Authentic off-road capability with refined, powerful on-road performance. City dwellers with a love of adventure will find the best of both worlds in this luxury sport-utility vehicle.

Dislikes: Window controls are difficult to reach. The Range Rover Sport doesn’t come with roof rails.

Quick facts:

Make: Range Rover
Model: Sport HSE
Year: 2009
Base price: $58,375
As tested: $65,150
Horsepower: 300 Hp @ 5500 rpm
Torque: 315 lbs.-ft. @ 4000 rpm
Zero-to-sixty: 8.2 seconds
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Towing: Yes
Off-road: Yes
Fuel economy: 12/18 mpg city/highway

2009 Honda Pilot 4WD Touring

Second-generation crossover vehicle is safer and more fuel efficient
By Nina Russin

Honda isn’t the biggest car company in the business: compared to giants

2009 Honda Pilot Touring

like Toyota and General Motors, Honda is almost a niche player. But its owners are among the industry’s most loyal. Getting behind the wheel of the new Pilot crossover vehicle, it’s easy to see why.

As soon as I got behind the wheel, I noticed five features that elevate the Pilot above many of its competitors. To start, it holds eight passengers, but it doesn’t make a relatively small driver like myself feel like a Lilliputian aboard the big ship Gulliver.

The steering wheel is small enough in diameter to work ergonomically for a woman. The shift lever on the instrument panel is easy to reach. Above the glovebox, there’s a divided shelf for holding small electronic devices. Inside the center console bin, a 12-volt and 115-volt powerpoint charge everything from PDAs to computers on the go. And the mouse control for the standard navigation system is completely intuitive.

Power comes from a 3.5-liter V6 engine with variable cylinder management: Honda’s first application of the system on a four-wheel drive vehicle. When power demands are low, the on-board computer cuts power to two or three cylinders to save gas.

The car runs on all six cylinders at start-up, or during hard acceleration. When the Pilot is cruising at low speeds, it runs on three cylinders: at higher speeds or during moderate acceleration, it runs on four.

An “eco” indicator in the gauge cluster tells the driver when the system is activated. It works so well, that I was able to keep the car in eco-mode while driving eighty miles-per-hour on the highway.

A five-speed automatic transmission shifts seamlessly. Except for its size, the Pilot’s ride and handling are quite similar to the Accord sedan.

On-demand four-wheel drive

Technically, Honda’s four-wheel drive system is all-wheel drive, since the Pilot lacks a two-speed transfer case. The system automatically transfers power to the rear axle during hard acceleration for better handling. It delivers power to the wheels with the best traction in wet or snowy weather, as well as off-road.

The Pilot has eight inches of ground clearance: plenty to clear most obstacles on a dirt road or trail. Generous approach and departure angles allow the Pilot to climb and descend steep hills without hitting the bumpers. Standard hill start assist prevents the truck from slipping backwards when the driver accelerates from a stop on a steep hill.

A lock button on the instrument panel maximizes traction when the vehicle gets stuck in mud or snow. It works by engaging a compact transfer case bolted to the front transaxle: the transfer case sends engine power directly to a rear-axle drive unit.

Front and rear wipers keep the windshield and tailgate glass clean in the rain and snow.

Rearview backup camera protects small children

A standard rear backup camera displays a wide angle image to the rear of the vehicle whenever the driver shifts into reverse.

The system makes it easy to back the Pilot into a standard parking spot. It also displays objects below the driver’s sightline: a safety feature for parents whose small children may not be visible in the driveway.

I’m not a huge fan of car-based navigation systems, since there are much less expensive aftermarket products that serve the same purpose. But of all the car-based systems, Honda’s is one of the best. It calculates routes very quickly: ditto for rerouting drivers who get lost or need alternate paths around traffic.

Every passenger counts

All three rows of passengers have the basic amenities that make travel by car pleasurable: head, shoulder and legroom, ambient light,, and available overhead light. A standard DVD rear entertainment system comes with three headphone jacks, so parents can enjoy XM radio up front while the kids in back watch videos.

Tri-zone climate control has separate temperature knobs for the driver and front passenger, and another set of controls in back of the center console for second-row passengers. Ventilation is excellent in the first two rows. There are no vents in the ceiling or back row, which could be a problem for third-row passengers on a warm day.

A lever on the outboard side of the second-row seatbacks folds them forward and moves the seats about a foot, to create a larger access and egress path to the third row. I had adequate leg and headroom in the outboard third-row seats.

Second-row seats have ample head, leg and hip room for three passengers. All four doors have multiple map pockets: the rear doors also have bottle and cupholders.

Standard heated front seats keep the driver and front passenger warm in the winter. A power adjustable lumbar in the driver’s seat provides exceptional lower back support. Two memory positions allow multiple drivers to share the car.

Cruise and redundant audio controls on the steering wheel reduce driver distraction. The mouse at the base of the center stack controls audio system settings, vehicle information and the navigation system. Separate buttons and knobs for temperature, fan and radio settings make for quicker access.

A digital display in the middle of the gauge cluster shows odometer and trip meter readings. Black lettering on a white background is easier on the eyes than the typical orange-on-black graphics.

The standard audio system is Dolby surround-sound, with ten speakers, a six-disc in-dash CD player and XM satellite radio. The Pilot is Bluetooth compatible: controls on the steering wheel allow Californians to comply with new safety legislation prohibiting drivers from using hand-held phones.

An overhead sunglass holder also has a conversation mirror, so parents can keep an eye on the kids in back.

Versatile cargo area

Both second and third-row seats fold flat to extend the cargo floor. It’s a simple operation utilizing levers on the seatbacks. With both rows of seats folded flat, the Pilot can hold several bicycles or other large cargo in back.

A power liftgate makes it easier to load in the weekly groceries. Despite its high ground clearance, liftover height is fairly low. A rubber step pad on the back bumper helps passengers get up top. Roof rails are standard on the Touring grade.

Standard safety

The Pilot comes standard with electronic stability and traction control. A button on the instrument panel disables the stability control, allowing the wheels to spin if the driver needs to climb out of a snow bank.

Other standard safety features include active front headrests, four-channel antilock braking, front, side and side curtain airbags.

Honda builds the Pilot at its assembly plant in Lincoln, Alabama

Likes: An eight-passenger crossover vehicle with better-than-average fuel economy, along with excellent handling and performance. Available four-wheel drive enhances traction in snow and mud. Second and third-row seats fold completely flat and flush, to create a long, flat cargo floor.

Dislikes: None

Quick facts:

Make: Honda
Model: Pilot
Year: 2009
Base price: $39,995
As tested: $40,665
Horsepower: 250 Hp @ 5700 rpm
Torque: 253 lbs.-ft @ 4800 rpm
Zero-to-sixty: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Off-road: Yes
Towing: Yes
Fuel economy: 16/22 mpg city/highway
Comments: Base sticker price does not include a $670 destination charge.

2008 Hummer H3 SUV Alpha

Hummer’s smallest sport-utility vehicle gets an extra shot of power.
By Nina Russin

2008 Hummer H3 Alpha

I’m Hummering this week, in the H3 Alpha: a high-performance version of the brand’s smallest platform. The H3 combines the off-road capability Hummer is known for with a smaller footprint that’s easier to live with in the real world. It fits easily in a standard garage, and while average fuel economy of fourteen miles-per-gallon is nothing stellar, it’s considerably better than for the larger H1 and H2.

The Alpha grade replaces the H3′s standard 3.7-liter inline five-cylinder engine with a 5.3-liter pushrod V8. In the world of engine builders, there are overhead cam guys and pushrod guys. General Motors has traditionally been of the pushrod camp: I’m glad to see the Alpha’s 300-horsepower block follow in this tradition.

Pushrod engines tend to rev lower, which can have benefits on a vehicle like the H3. The block has a relatively low compression ratio, allowing it to run just fine on 87 octane fuel. The slower revving, low compression combination makes for good long-term durability, especially in a vehicle designed to go off-road and haul big loads.

While some car aficionados consider pushrod engines to be “old school,” there’s nothing old fashioned about the Alpha powerplant. An aluminum block and cylinder heads minimize engine weight, and optimize the powertrain’s front-to-rear weight balance.

Engineers mated the V8 to a 4L60 Hydramatic transmission: a longitudinal four-speed automatic that’s especially good for towing. An independent front suspension gives the Hummer a compliant ride, while a leaf-spring rear end keeps the truck more stable when a trailer is attached.

Refined on-road performance

Its smaller footprint is just one of the reasons that the H3 is the best Hummer choice for city dwellers. The powertrain, steering and suspension have much more of a passenger car feel. In order to maximize ground clearance, the Hummer sits taller than the average sport-utility vehicle.

But unlike the larger H1 and H2, the H3 has a relatively low step-in height. As a five-foot, six-inch tall woman, I found it easy to slide into the driver’s seat, sans running boards. The tall wheels make for a higher liftover height in back, but most people should find the rear cargo area easy to load in.

Curb weight is just over 5000 pounds. That, combined with the H3′s high profile, two box design means that the engine must work harder to accelerate from a stop. The 5.3-liter engine has sixty horsepower and eighty foot-pounds of torque more than the smaller block.

The extra power makes it easy to merge into high-speed traffic, and weave around slower vehicles during rush hour. A throaty exhaust note is a nice touch, reminding the driver that this alpha male is all business.

A thirty-seven foot turning radius makes it easy to maneuver the baby Hummer into the average parking spot. Power rack-and-pinion steering has a positive on-center feel at speed.

A small back window creates some large blind spots to the rear of the car. An optional rearview camera, not on the test car, is a good idea for drivers who need to back into small parking spots, and especially for parents. The high rear sightline makes it almost impossible to see small children who might be playing in back of the truck

Standard four-wheel discs with four-channel antilock brakes stop the truck in a firm, linear fashion. Sixteen-inch chrome wheels on the test car are equipped with optional Bridgestone on/off-road radials. The tires have bigger void areas to give the Hummer better off-road traction. Surprisingly, road noise is no greater than for the average four-season on-road radial.

Serious off-road performance

People who own Hummers owe it to themselves and their trucks to take the vehicles off-road, because that is where they excel. The H3 can Ford up to two feet of water at slow speeds without contaminating the engine compartment, and crawl up a sixty degree grade.

For those who haven’t tried it, driving up a hill that steep is an act of faith. All the driver can see is sky: he has to trust that the vehicle will do its job, and the spotter at the top will help him avoid any obstacles over the crest.

Nine inches of ground clearance protects the chassis against most rocks and roots on the trail, but the H3 has underbody cladding to protect sensitive components just in case. Approach and departure angles are substantial, so the front and rear bumper don’t hang up when the H3 goes on or off of a steep hill.

The off-road suspension package on the test truck adds specially tuned shocks and a full-locking rear differential to provide extra traction on challenging trails and through sand. Full-time four-wheel drive sends traction to the wheels with the greatest grip, so the driver can maintain directional control when one or more wheels is off the ground.

A electronic transfer case provides extremely low gearing, so the truck can crawl over challenging terrain. Front and rear recovery hooks allow Hummer drivers to rescue other vehicles that might be stuck, or to be rescued in the very unlikely event that they find a hole too big for the Hummer to crawl out of.

Inside, all the comforts of home.

The H3 Alpha comes standard with leather trim and heated, power front seats with adjustable lumbar. All models are Bluetooth compatible. An AM/FM radio with six-disc in-dash CD includes standard XM satellite radio. Satellite radio is a feature I can’t say enough good things about, especially for those who take long road trips.

Both the driver and front passenger should find it easy to reach audio and HVAC controls in the center stack. The doors have map pockets but not bottle holders. Cupholders in the floor console are large enough for water bottles.

Two 12-volt powerpoints allow the driver and front passenger to recharge electronic devices on the go. An optional power sunroof brings extra ambient light inside the rather dark black interior.

The rear seats fold flat to create a cargo floor large enough to slide a bike in. Since the cargo area isn’t especially tall, buyers who plan to carry more than one bike on a regular basis should plan to install a roof rack.

Standard safety

All models come with four-channel antilock brakes, stability control, front and head curtain side airbags. Standard OnStar automatically notifies police and emergency medical personnel if the airbags deploy.

Base price on the H3 Alpha is $38,645, not including a $615 destination charge. General Motors produces the H3 at its Shreveport, Louisiana assembly plant.

Likes: V-8 engine offers exceptional power and performance, giving the H3 car-like ride and handling. Like all Hummers, the H3 has exceptional off-road capability. Towing up to 6000 pounds exceeds our ALV minimum standards.

Dislike: Small rear window creates large blind spots to the back of the truck.

Quick facts:

Make: Hummer
Model: H3 Alpha
Year: 2008
Base price: $38,645
As tested: $42,270
Horsepower: 300 Hp @ 5200 rpm
Torque: 320 lbs.-ft. @ 4000 rpm
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: N/A
Bicycle friendly: Yes
Off-road: Yes
Towing: Yes
Fuel economy: 13/16 mpg city/highway