New Cars of 2010: Small Cars

ALFA ROMEO GIULIETTA

The new Alfa Romeo Giulietta will arrive in the fourth quarter of 2010. The replacement of the decade-old 147 will be slightly larger than its predecessor, and will offer a variety of engines: two 1.4-litre MultiAir variants, one offering 88kW and the sportier model with 125kW. Pricing is not confirmed, though the Giulietta is expected to start at about $40,000.

Also available will be a 1.6-litre turbo-diesel 77kW and a 2.0-litre turbo-diesel with 125kW. The top of the pops Quadrofoglio Verde (aka Cloverleaf – likely the replacement for the GTA) will boast a healthy 173kW.

ALFA ROMEO MITO

Another Cloverleaf model that will hit Aussie shores in 2010 is the MiTo Quadrofolglio Verde. It will be powered by a 125kW turbo-charged 1.4-litre Multi-Air engine and all-new 6-speed manual transmission. You can expect this pocket-rocket sometime before October. The MiTo will also have dual-clutch automated manual transmissions across the range by the third quarter.

AUDI A1
Audi’s lips are sealed about the arrival of the Mini-fighting A1, which should be out in Europe next year. Expected to debut at either Detroit or Geneva
CHERY A1
Chinese cars will continue their assault in 2010, with automotive manufacturer Chery expected to release a new small car. The 1.3-litre A1 (not to be confused with Audi’s upcoming A1), is curiously described by the Chinese manufacturer as ‘powerful, like a quickly attacking cheetah’.
CITROEN C3

French manufacturer Citroen will bring its new large-windscreened C3 small-car range to Australia, which will be similar to the current line-up and will arrive in the third quarter of 2010.

The current C3 is still a best-seller for Citroen, having sold over two million units globally since it debuted in 2002.The all-new C3’s appealing appearance, lighter body and more spacious interior along with better technology and fuel figures should entice small car buyers. The new C3 should start at the same price as the outgoing model - $23,990.

CITROEN DS3

Also from Citroen will be the DS3, the French rival to the Mini that cashes in on the current trend for stylish small luxury cars. The C3 based DS3 is likely to have a choice of a few engines, with the top two engine versions destined for our shores by the third quarter of 2010. The variants will likely include a 1.6-litre turbo-diesel capable of 82kW, and a 1.6-litre turbo petrol engine offering 110kW. Both automatic and manual versions of the car should make their way here. Price-wise, the DS3 should be placed in the same range as the Mini, starting at approximately $33,000.

FIAT PUNTO EVO
Fiat Punto Evo - don’t let the Evo tag confuse you: this is not a nod to Mitsubishi’s rally-bred Lancer. Conversely, the Evo moniker is a poke at the evolution of the automobile. In this Punto’s case, the name of the game is efficiency. The Punto Evo should be in Australia by the third quarter, and it makes use of Fiat’s new ‘multi-air’ petrol and JTD diesel engines, meaning an increase in fuel efficiency and a drop in carbon emissions.
FORD FIESTA

The popular Fiesta small car will be sourced from Thailand from the third quarter of 2010. The change to Asian-sourced Fiestas will also bring about new models, and should include the delivery of a Fiesta sedan. The Fiesta range is likely to look the same, but the switch to Asian manufacture will mean leaner pricing for buyers as well as the inclusion of dual airbags and stability control as standard.

GEELY MK / GEELY PANDA

There are still rumours about this Chinese manufacturer’s entry into the market. The word from the likely importer, John Hughes Group in Western Australia, is that they’re hoping for an appearance in the first quarter of 2010. The most likely models to make it to Australia is the Geely MK, a small 1.5-litre four-door sedan, and the cutesy Geely Panda, a 1.0-litre 4-cylinder micro-car.

GREAT WALL MOTORS
In 2010 Great Wall Motors will offer a small passenger car in Australia – the first Chinese-made light vehicle to make it to our shores. On sale in the middle of the year, the exact details of which Great Wall car it will be are still unknown. We’ll just have to wait and see.
HOLDEN CRUZE

Holden will be producing its very own Australian-made small car based on the Cruze, which is likely to sit next to (or perhaps in place of) the Cruze. The car is said to have quite a few changes, and according to Holden it will have an Australian feel to it. Expected late 2010.

For those who’ve seen the new Opel Astra and have been hoping for a return of the German small car, there’s some bad news. Holden has confirmed that it is not going to import the Astra, as it doesn’t currently make economic sense. Holden did say, however, that they are open to any opportunities.

HOLDEN SPARK

Another hotly anticipated Holden arrival is the new Spark. There’s no confirmation of delivery as yet, but according to Holden the Spark could make its way to Australia in the future. Perhaps not in 2010, though.

HONDA CIVIC
Honda’s popular Civic will also be the beneficiary of a mid-model update during the first half of the year. Expect both cosmetic and specification changes.
HYUNDAI i20

Hyundai will release the i20 light car in 2010. Exact timing is uncertain for the Mazda 2 competitor, however the hype surrounding the i20 in the European market should make for an interesting debut. Expect competitive pricing, likely to be around $17,000.

HYUNDAI i10
The Hyundai i10 compact car is still in discussion between Hyundai Australia and its Korean headquarters.  Hyundai has told us that they are currently assessing the feasibility of the i10 in the Australian market.
KIA CERATO HATCH

Kia’s Cerato range will be joined by a 5-door hatch in the last three months of the year. The 5-door Cerato will likely offer the same 2.0-litre engine and 5-speed manual and 4-speed automatic gearboxes. The pricing for the Cerato hatch is likely to be close to the $18,990 retail price of its sedan sibling.

KIA RIO
The Rio small car will receive an update in very early 2010. Expect minor changes only.
MAZDA 2

Mazda are keeping quiet on their plans for the year ahead, but we know that the Japanese brand will start manufacturing its 2 small-car from Thailand in 2010.

The shift to cheaper production also ties in with the release a new Mazda 2 sedan variant. It is expected that the currently optional curtain airbags and stability control will now become standard across the Mazda 2 range. New model prices are unknown.

MITSUBISHI COLT

The small Mitsubishi Colt will likely receive the trademark face of the new Lancer and Outlander. The Colt will have both a cosmetic and specification upgrade sometime in 2010.

NISSAN MICRA

Nissan’s small car, the Micra, will be produced in Thailand and India in 2010. An Australian release is in the pipeline, and according to Nissan Australia it could make it here next year, and they are looking into it now. More news on the Micra will be available in the first quarter of 2010.

PROTON S16

Australia’s cheapest car, the $11,990 drive-away Proton S16, will get an expanded range in 2010. All models will include dual airbags, and there will be several spec-levels. The base model will be called the S16 G, and will be joined by a GX, GXR and SE. Most will have optional automatic gearboxes, and should be on sale in Australia in June.

PROTON SATRIA NEO

A new Satria Neo will be out in 2010. The ‘CPS’ will feature an upgraded engine that is more powerful (93kW up from 88kW and 150Nm up from 148Nm), and the car is styled similarly to the old Satria GTi.

SKODA FABIA

Another Skoda on the ‘maybe’ pile is the Fabia. Chances are slim at the moment, with the focus on securing the Yeti, but there’s still a small chance three new Skoda models will be in Australia in 2010.

SUZUKI SWIFT

There is talk of an updated Swift by the end of 2010, though the timing for this is not confirmed as yet.

TOYOTA COROLLA SEDAN

After the recent update to the Corolla hatch, we can expect an updated sedan in early 2010. The sedan is expected to gain an updated look, as well as safety features like stability control and Bluetooth phone connectivity as standard.

VOLKSWAGEN POLO

An all-new Polo range will come to Australia, with the base model three- and five-door versions arriving in the second quarter of 2010, followed by a GTI version sometime in the second half.

Dubbed the ‘mini-Golf’, the new Polo is a vastly improved car to its predecessor. The fifth-generation Polo is sure to appeal to small car buyers, with its younger-twin looks and sophisticated engine line-up. Variants include a 77kW 1.2-litre turbo three-cylinder and a 1.4-litre turbo four-cylinder, and there is also word of a 1.6-litre diesel. Transmissions include a 5-speed manual and 7-speed dual-clutch automatic. Price is likely to be slightly higher than the current model which starts at around $17,000.

VOLKSWAGEN GOLF

New versions of Golf will also hit Australian streets in 2010. The all new Golf R, the most powerful Golf ever, with a 2.0-litre turbo engine, is both quicker and lighter than the V6 R32 model, despite remaining all-wheel drive, having sourced the all-wheel drive system from the Audi S3. It will be out in the middle of the year. The other new Golf to come in 2010 is the Golf Wagon, which should enable to Golf to cater to an even broader market. It should be on the road by February.

VOLVO C30

A facelift to the love-it or hate-it C30 will carry similar swoopy lines and a revised facia including bonnet, grille and headlights. The C30 will also gain a range of petrol and diesel engines, including the new C30 DRIVe with start-stop technology which helps the C30 attain a miniscule 3.8L/100km and a low carbon emissions figure of just 98g/km. The C30 range should be on sale early 2010, and should retail for around the same prices as the current range, beginning at $35,000.

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GREEN: First Drive: 2011 Chevrolet Volt (Integration Vehicle)

In the long history of hype, the Chevy Volt is the consummate media star. From its 2007 show debut, to its evolution into a practical production design, to its current status as GM's Hail Mary savior, the Volt hauls a Peterbilt's worth of baggage. Now that we've had an opportunity to drive a developmental prototype using both electrical and combustion forms of energy conversion, it's time to see if the Volt really deserves all the attention heaped upon it for the past three years.

What's Under the Skin

Volt shares key platform components with the Chevy Cruze compact due to go on sale later this year (a few months in advance of the Volt's expected late fall arrival). While exact dimensions haven't spouted forth from the information fountain, expect a 106-inch wheelbase and an overall length of about 179 inches, both essentially Honda Civic size. A notable sacrifice is passenger accommodation. While the standard compact configuration is two front buckets and space for three (in a pinch) in back, the Volt's substantial central spine for the battery box provides no rear-center seating position.

Diminished Design Drama

While the Volt represented true exterior design drama in concept form, the toning down for production has diminished its sparkle. The front end looks busy and poorly integrated. The dark beltline bands replacing the impractical transparent panels look dated. To these eyes, the standard Cruze is more palatable. While GM designers surely felt the Volt had to be a standout, ordinary consumers probably won't insist on shouting their support of electric propulsion during every last trip to the mall.

Inside Furnishings

The interior design team also ventured far afield in their attempt to celebrate the electronic age. While the mostly touch-sensitive controls are logically arrayed and pleasant to use, the displays, trim treatments, and net interior impression shows several flaws. Thankfully, this aspect of the Volt is a work in progress. The psychedelic patterns adorning the door panels and the bright white Apple-esque center stack surround will be modified, toned down, or supplemented with alternative furnishings according to Tony Posawatz, my host, the first GM employee to sign on to the Volt project, and the current vehicle line director.

At the left of the video display cluster, there's an image bearing a vague resemblance to a gasoline pump, though the gray and blued colors aren't helpful in discerning that. Posawatz suggests it's like the signal strength meter in your cell phone: more bars means more charge in your battery available for propulsion. As you go they wink off; lift off the accelerator pedal and a bar or two might come back as the driveline's regenerative braking kicks in.

On the right side there's an even weirder gauge: a slowly turning green ball decorated with leaves. This is the electric car equivalent of the tachometer. Tromp the accelerator and the display goes deep in the drain direction; lift off to coast and it rises high in the save-the-planet direction. No matter what you do, the ball turns at a slow, steady speed as long as electronic systems are awake and running.

My favorite part of the interior is the driver's seat which is firm and supportive. The backrest wraps snugly around your ribs to hold you in place for your most ambitious cornering attack. Corvettes should have it this good. The steering wheel is another GM flawed design with spokes far too wide to encourage a comfortable finger wrap of the rim.

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New car Lexus HS250h

One look at the frumpy 2010 Lexus HS250h confirms what we've suspected all along of Prius drivers: the hybrid's smug visual statement is as important to the purchaser as its fuel economy. This explains why the dorky Prius handily outsells the quite ordinary-looking Camry Hybrid, and is probably why Lexus didn't simply build a hybrid version of the ES.

The Lexus ES, as you know, is essentially a reskinned and well-equipped Camry. Since the Camry Hybrid already exists, one assumes Toyota could have created a hybrid version of the ES in no time at all. But there'd be one problem: the ES is a great-looking car. To make sure that the HS looks nothing like any other Lexus, Toyota ignored the ES and created an all-new car for the brand's first hybrid-only vehicle.

The HS shares much of its platform with the European-market Avensis sedan, with an 185-inch shadow halfway between the 181-inch IS and the 191-inch ES. Its narrow and tall proportions recall the Corolla, though, which isn't exactly a great thing for the Lexus brand. Importantly, however, it uses the double-wishbone rear suspension from the Avensis in place of the torsion-beam setup in the Corolla (and the Prius), which results in better ride and handling. In fact, the HS250h handles better than its seriously front-heavy 61/39 percent weight distribution would suggest.

We suspect that even despite the expensive hybrid hardware, the HS250h will start at about the same price as the ES350 (in the low-to-mid-$30,000 range). Subtract that hybrid price penalty from the HS, and you realize that it is the de-facto new entry-level model for Lexus. Its cabin echoes this sentiment--it's filled with padded surfaces covered in fine, French-stitched materials, but its narrow dimensions and awkward front quarter-windows make it feel much more like a tarted-up economy-car than the true entry-luxury car that Lexus says it is.

The Camry Hybrid offers a tremendous four more inches of shoulder room in the front seats--but then again, its trunk and fuel tank are significantly smaller than the HS's. The clear advantage in the driving department goes to the HS, too--it shares the Camry's powertrain, but significant revisions to the electronics make the driving experience far more natural. The constant driveline surging that we've noted in the Camry is absent, the ride is well-damped, and the response of the brake pedal is linear and free of any sign that the computers are continually switching between regenerative and friction braking.

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2009 Honda Accord Vehicle Overview

we can  says :

The 2009 Honda Accord offers an appealing combination of spaciousness, a relatively upscale feel and a reputation for reliability. However, its ride quality and overall performance are merely adequate for this segment.

Pros

Ample passenger space, high-quality interior, above-average steering feel, high resale value, available coupe body style.

Cons

Intrusive road noise, button-heavy center stack, some find seats uncomfortable.

What's New for 2009

Following a complete redesign last year, the 2009 Honda Accord carries over unchanged, though the V6's official engine output is up a smidge after further testing revealed slightly more power than previously measured.

2009 Honda Accord Vehicle Overview

Introduction

For two decades now, there have been two perennial no-brainer choices for a midsize family sedan: the Honda Accord and the Toyota Camry. Both have legions of satisfied owners and top reputations for reliability and safety. Deciding between the two often came down to this: If you wanted a softly sprung car with superior isolation, the Camry was the way to go -- and if you wanted a sporty ride and could live with a tad less refinement, the Accord was the sedan of choice. There's still some truth to this adage for 2009, but things have changed rapidly in the midsize sedan segment. For one thing, the Accord has grown bigger and softer with its latest redesign; for another, the competition has caught up.

Here's how things shake out for the Accord in today's family sedan free-for-all. The Honda is now roughly the fourth-sportiest entrant, by our count, trailing the canyon-king Nissan Altima, the upsized but still capable Mazda 6 and the often-overlooked Ford Fusion/Mercury Milan twins. It's also still hampered by traditional Honda foibles like elevated road noise and exaggerated brake pedal vibration during hard stops. Performance is likewise uninspiring -- while the upgraded 2.4-liter four-cylinder in the EX is pleasant, the base engine is merely adequate, and the top-of-the-line 3.5-liter V6 is overmatched in terms of acceleration by many rival six-cylinder engines.

Don't get us wrong -- the 2009 Honda Accord remains an appealing car, for a variety of reasons. First of all, it's got an ace up its sleeve that most competitors don't: its sterling reputation for reliability. Also, the Accord has ballooned to such a degree that the EPA classifies it as a "large car," and it shows in the commodious cabin, which boasts one of the most accommodating backseats of any family sedan. The center stack is undeniably button-happy, but its premium look and feel evokes luxury sedans such as the Infiniti M series. Like most Hondas, the Accord feels extraordinarily well constructed, and its interior materials are a cut above the rival Camry's. Moreover, that reputation for reliability pays off when it's time to sell, as the Accord boasts one of the best resale values around.

The Accord is also one of the few family sedans that's available in a coupe body style, and we should note that the coupe is substantially sportier than the workaday sedan, particularly with the optional V6 and coupe-exclusive six-speed manual. Whichever style you prefer, the Accord remains a smart choice on the strength of its proven track record. However, unlike Accords of the past, it doesn't really elevate itself above the competition once you get behind the wheel. As before, you're not going to go wrong with the Accord, but we'd advise taking a close look at the above-mentioned competitors, along with the Hyundai Sonata and much improved Chevrolet Malibu before making your decision.



Body Styles, Trim Levels, and Options

The 2009 Honda Accord is available in sedan and coupe body styles. The sedan comes in LX, LX-P, EX and EX-L trim levels, while the coupe comes in LX-S, EX and EX-L trims. The base LX sedan comes standard with 16-inch steel wheels, keyless entry, full power accessories, cruise control, a tilt-telescoping steering wheel, fold-down rear seats and a six-speaker stereo with a single-CD/MP3 player and an auxiliary audio jack. The LX-P sedan adds 16-inch alloy wheels, auto up-down front windows and a power driver seat. The coupe's base LX-S trim includes the LX-P's equipment with the exception of the passenger-side auto-up window and power driver seat, and it adds an in-dash six-CD changer.

Upgrading to EX trim nets 17-inch wheels and a sunroof for both body styles, while the EX sedan gains the in-dash six-CD changer and the EX coupe gets a premium stereo system with a subwoofer. The EX-L trim level adds leather upholstery, auto-on headlights, dual-zone automatic climate control, a leather-wrapped steering wheel, heated front seats and satellite radio. The EX-L sedan nabs the premium stereo system from the EX coupe, while the EX-L coupe gets the power driver seat.

The lone option is a navigation system. It's only available on EX-L models, and it includes voice-activated controls and Bluetooth connectivity.



Powertrains and Performance

The 2009 Honda Accord offers three engine choices. The LX and LX-P sedans are motivated by a 2.4-liter four-cylinder that generates 177 horsepower and 161 pound-feet of torque. An upgraded 190-hp version of that 2.4-liter engine powers EX sedans and all coupes. A five-speed manual is standard with the four-cylinder engines, and a five-speed automatic is optional. Available on the EX trim levels is a 3.5-liter V6 that produces 271 hp and 254 lb-ft of torque (251 lb-ft on manual-shift V6 coupes). Sedans with the V6 can only be had with a five-speed automatic, but a six-speed manual is a no-cost option on V6 coupes.

Acceleration is class-competitive with either of the four-cylinder engines, but the last V6 sedan we tested recorded a middling 7.5-second sprint from zero to 60 mph, well behind competitors like the Mazda 6 s and Nissan Altima 3.5 SE. In terms of fuel economy, four-cylinder Accords are about average, while V6-powered models receive slightly above-average ratings. Four-cylinder cars with automatic transmissions achieve 21 mpg city/30 mpg highway and 24 mpg combined, while the manual transmission bumps those numbers up to 22/31/25. The six-cylinder returns 19 mpg city/29 mpg highway (28 in automatic coupes) and 22 mpg combined with the automatic, though the manual-shift V6 coupe drops to 17/25/20, as its version of the V6 lacks cylinder-deactivation technology. Notably, we have had a hard time replicating the EPA's 29 mpg highway figure in a long-term test of a 2008 EX-L V6 sedan.



Safety

All Accords come standard with antilock disc brakes, stability and traction control, front side airbags and full-length side curtain airbags. In government crash tests, the Accord sedan received a perfect five stars for front passenger protection in frontal and side impacts; however, it received just three stars for rear passenger side-impact protection. The Accord coupe was perfect except for its four-star side-impact protection for front passengers. The Insurance Institute for Highway Safety gave the Accord its top rating of "Good" for both frontal offset and side-impact crash protection.



Interior Design and Special Features

The 2009 Honda Accord features a tightly constructed interior with generally high-quality materials, though it's no longer head and shoulders above the competition in this regard. The center stack looks sophisticated, but it's overly cluttered with identical-looking buttons, in contrast to the user-friendly layouts in past Accords. The optional navigation system boosts the button tally further, but its voice commands, high-mounted screen and multipurpose knob are at least user-friendly. The top-of-the-line leather seats are polarizing -- some of us love their bold contours and firm support, while others have complained of numbness after long trips and excessive nonadjustable lumbar. This is by far the largest Accord ever, so expect a plentiful supply of passenger room, particularly in the sedan's rear compartment. However, the 14-cubic-foot trunk in the sedan is oddly small given the car's imposing overall size. The coupe's trunk offers a respectable 11.9 cubes.


Driving Impressions

With its latest redesign, the 2009 Honda Accord sedan has lost some of the sporty edge once attributed to it. In particular, the body rolls too much in corners, though we admire the Accord's nicely weighted and extraordinarily communicative steering. Notably, the Accord coupe's handling is significantly better. Around town, the ride quality isn't as comfortable as in the Camry or even the more firmly sprung Mazda 6, but most buyers won't find it objectionable. Another minor concern is the slightly higher amount of road noise than expected in this segment.

The base four-cylinder motor is unremarkable, providing leisurely and rather raucous acceleration, but the upgraded 190-hp version is more refined and offers the same fuel economy. The V6 lacks bottom-end torque, and Accords so equipped feel noticeably less swift than V6-powered versions of the Altima, Camry and Mazda 6, as well as 3.6-liter versions of the Malibu and Saturn Aura. The V6 coupe's exclusive manual transmission maximizes this engine's potential. Stopping power is certainly adequate, but the brake pedal vibrates harrowingly when you really stomp on it.

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2010 Top Recommended SUVs

SUV Under $25,000

Two perennial favorites — the Honda CR-V and Toyota RAV4 — rank as our picks for the best low-cost crossovers, while the new Chevrolet Equinox also makes the cut in the under-$25,000 category.

            

SUV Under $35,000

The Mazda CX-9 rises to the top in the highly competitive under-$35,000 category and is joined by the Volvo XC60, which offers innovative safety, and the spacious and versatile Chevrolet Traverse.

    

SUV Under $45,000

With its impressive performance and cutting-edge in-cabin electronics, the Audi Q5 gets the nod in the under-$45,000 category, as does the Toyota Sequoia for its ample interior space and towing power.

     

SUV Over $45,000

The performance prowess and luxury and tech amenities of the BMW X5 make it the top high-end sport-ute costing more than $45,000, while the off-road capabilities and on-road refinement of the Toyota Land Cruiser keep it king of the hill.

   

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What You Should Know Before Buying an SUV

Size/Market Segment: Sport-utility vehicles are generally classified into three groups: mini/compact, midsize and full-size. As you move up in size you also move up in engine power, towing ability, passenger room and price.

Price: Compact SUVs are the most affordable, with prices for base models starting at less than $20,000. Mid- and full-size sport-utility vehicles vary greatly, with base models starting in the mid-$20Ks and going all the way up to the mid-$40Ks. Luxury SUVs start around $40,000 and top out over $100,000.

Engine/Fuel Economy: Compact SUVs offer both four- and six-cylinder engines, while midsize sport-utes typically come standard with six-cylinder engines, with V8s as options. All full-size SUVs use V8 engines. The most economical four-cylinder compact SUVs can achieve mileage figures in the mid-to-upper 20s, while most six-cylinder sport-utes average in the upper teens (though the handful of gas-electric hybrid models do much better than that). Full-size vehicles generally get between 12 and 20 mpg.

Safety: Increasingly, important safety features like side curtain airbags, rollover protection systems and stability control can be had on all sizes of SUVs and in all price brackets. Even if you're shopping for a budget sport-ute, you should be able to get full airbag coverage and stability control, at least as options. One thing to keep in mind is that even with all of today's technology, the vast majority of SUVs still don't stop or handle as well as cars. Savvy buyers should read up on the braking and handling performance of the models that interest them.

Luxury Features/Convenience: Most compact sport-utility vehicles offer basic amenities along with simple upgrades like CD changers, automatic climate control and leather. Midsize SUVs typically come packed with convenience features, while offering additional luxury amenities as options. The full-size category offers the widest array of luxury SUVs, although several models also come in less opulent versions for more rugged use.

Passenger Capacity/Interior Space: All but a few SUVs are designed to carry at least five passengers. The rear seats in most compact SUVs are tight for three adults (although many offer fore/aft adjustment to maximize the available legroom), while most midsize and full-size sport-utes offer comfortable second-row accommodations. Many SUVs, from compact to full-size, now offer the option of adding a third-row seat for additional passenger capacity — these rows are usually intended for use by small children only.

Cargo Capacity: All sport-utes allow you to fold or remove the rear seats for more cargo capacity. (Many SUVs with third-row seats allow you to fold them into the floor.) Compact sport-utes top out at about 70 cubic feet of capacity, while midsize SUVs can expand to as much as 100 cubic feet. Full-size SUVs offer cargo areas in excess of 100 cubic feet.

Car-Based vs. Truck-Based: Car-based SUVs generally provide sharper handling, a more comfortable ride and, in some cases, more interior room. Truck-based sport-utility vehicles are able to tow more weight, are more capable off-road and are generally sturdier all around due to their truck-derived hardware.

2WD/4WD/AWD: Two-wheel drive means that only the front or rear wheels provide power to the vehicle. Four-wheel-drive vehicles allow the driver to select between two- and four-wheel drive, and provide low-range gearing for off-roading. All-wheel-drive vehicles automatically distribute power in varying degrees to the wheels with the most traction.

Operating Costs: Since compact SUVs are generally smaller, lighter and have less complex four-wheel-drive systems, their maintenance and fuel costs are generally lower. With higher sticker prices and larger engines, midsize and full-size sport-utes generally get poor mileage and are more expensive to insure.

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