What Is It You Really Want?! - Car, Truck, Minivan, Or SUV

What The Hell Is Going On Here?* Ford insists its new Explorer Sport Trac is an SUV-although most would say that cargo box attached to the back makes it a pickup truck.

* The EPA classifies Chrysler's funky new PT Cruiser as a Special Purpose vehicle, although it performs an outstanding modern imitation of the '37 Ford five-window sedan-which is clearly a car, in our book.

* Volvo, Audi, and Subaru are attacking the sport/utility market with repackaged station wagons-and making sales ground.

* What's going on with four-wheel drive versus all-wheel drive?

* Can anyone figure out Pontiac's spacey new Aztek?

Cars based on trucks, trucks based on cars, minivans trying to be sport/utilities. Confused? You're not the only one.

What we're seeing here is nothing less than a revolution: the remaking of passenger vehicle configurations as we know them and the blurring of what were previously the boundary lines between them. Call them "crossovers," call them "hybrids," call them whatever you like. Because in this year 2000, what matters is what a vehicle does, not so much what it's called. Or what it would've been called, based on previous norms.

In an effort to understand the real issues and utility value surrounding this new breed(s) of car/truck/SUV/thingamabob, we've assembled a look at and a drive in some of the latest to hit the market. There's no winner or loser. These rigs are really different from each other-yet will compete for many of the same purchase dollars.

You must-more carefully than ever before-truly understand your needs and wants for your next vehicle, and shop accordingly.

Do you require hardcore off-road capability, or are you looking for extended on-road traction for those trips to the ski condo. Do you tote the kind of cargo that needs to stay on the outside of the vehicle, or can it be carried inside; Chevy's new Avalanche allows a bit of both. How much towing capacity do you require-if any at all?

So you see. Times, indeed, have changed.

Acura MDXFashionably Late, But An All-Acura Suv At LastWe've certainly gone to extremes to test Acura's all-new MDX sport/utility vehicle. Last month, we reported on a preview drive in the frigid snow and ice of Colorado's high country. This month, we followed up that limited traction test with a comprehensive outing through the steamy jungles and pounding roads of Belize in Central America. The bottom line? In both cases, the MDX succeeded in injecting an impressive level of control, comfort, and civilized refinement into a decidedly uncivilized environment.

There's no question, Acura has been a latecomer to the SUV party. Sure, from '95 through last year, the division offered the SLX-a rebadged Isuzu Trooper-but everybody knew that was only a stopgap until the company could carve out enough R&D time and money to create a true, all-Acura thoroughbred. That vehicle is the MDX, and look for it in showrooms this fall.

The MDX joins the rapidly swelling ranks of the so-called hybrid SUVs that are often developed from passenger-car platforms and sacrifice hard-core, rock-straddling off-road potential (the kind of driving that owners will rarely indulge in) for more everyday liveability. With such well-established and popular targets as the Lexus RX 300, Mercedes-Benz ML320, and BMW X5, the MDX has a lot to prove. Still, Acura has infused the MDX with its own distinct attitude. Rather than simply copying the soft, roadgoing domesticity of the RX 300, the ultra-sport excitement of the X5, or the low-range capability of the M-Class, Acura has chosen to blend elements of their various personalities for a balance between fun performance, real-world versatility, and foul-weather driveability none of the others can claim.

The MDX's long list of highlights begins right under the hood, where Honda's engine magic has been worked again. Its 3.5-liter SOHC VTEC V-6 is essentially the same as that in the top-line RL sedan, but with several high-potency improvements (the same used to add extra zip to the 3.2CL Type S) that boost output from 210 horsepower to a stout 240 and torque from 224 pound-feet to 245. In addition, the torque is delivered over such a flat, useable curve that 95 percent of its peak is available from 2000 to 5500 rpm. The result is a powerplant that's pleasantly strong and responsive, yet well mannered and quiet, enhancing both the sport and luxury elements of the vehicle's equation. 0-60-mph acceleration is estimated at 8.5 seconds, which (if verified by our own testing) outpaces both of its prime V-6 competitors, the RX 300 (8.8) and Mercedes ML320 (9.0), as well as the new '01 240-horse Infiniti QX4 (9.1). In addition, the MDX is the first SUV to be rated as ULEV (ultra-low emission vehicle) in all 50 states.

The engine is complemented by a seamless four-speed automatic and Acura's new state-of-the-art VTM-4 automatic AWD system. Last month, we covered the tech side of this electronically controlled system (which switches between front and all-wheel drive as needed); here we'll just say that, even while gunning the throttle on a loose, gravel-strewn, silty uphill in the backwoods of Belize, we could feel all four wheels hook up instantly, with virtually no wheelspin. That's just what you want in any foul-weather situation.

The driving dynamics of the MDX are typical Acura: well refined and superbly controlled. It provided a comfortable ride balanced by confidence-inspiring handling, never losing its composure even on the roughest roads the jungle could throw at us. As a yardstick for cornering grip, Honda has measured the MDX's lateral acceleration at 0.73 g, which is right in the thick of its V-6 competitors (RX 300: 0.71; ML320: 0.73; QX4: 0.75).

One of the high points of the MDX's spacious, comfy, and well-equipped interior is its highly flexible seating. With a 70/30 split middle seat and 50/50 split third-row seat, the MDX will accommodate any passenger count between two and seven people. Moreover, when the third seat (or either side) isn't needed for people, it simply folds down and disappears into the floor, a great design that optimizes cargo space without the bother of having to remove a heavy third seat.

Safety ranks high with the same advanced front and side airbag system used in the RL and CL. This includes a smart front passenger seat that senses the height of a person and whether he's leaning toward the door, and then adjusts the airbag settings appropriately. In addition, there are three-point seatbelts at all seven positions, and in Honda-conducted tests, the MDX's rigid body met the requirements for top ratings in both front and side impacts. What else? The MDX offers the world's first automatically linked front and rear climate control system, and Acura's advanced DVD navigation system is optionally available.

While pricing has yet to be announced, the MDX is expected to base in the mid-$30,000 range, which puts it head-to-head with the RX 300 and ML320, and should be an excellent value, considering its extended content list. Like other Acura models, perhaps the strongest criticism you can mount against the MDX is that it doesn't exude much pizzazz. It provides strong performance, refined mannerisms, good handling, inviting comfort, and excellent interior useability. If it's somewhat vanilla in its personality, so what? Most SUV owners aren't looking for excitement in their vehicles, only in their lifestyles. And the MDX has proven that it can deliver a comfortable balance, even in extreme conditions.

In BriefSupposedly quicker 0-60 mph (8.5 seconds) than both of its prime V-6 competitors, Lexus RX 300 (8.8) and Mercedes ML320 (9.0)

Driving dynamics are typical Acura: well refined and superbly controlled

Spacious, comfy, and well-equipped interior has highly flexible seating

Audi Story Here!2000's Automotive Equivalent Of The Flowered VestIn BriefAfter you fold the rear seats, you can carry a surprising amount of stuff

Unexpectedly well detailed in design execution, materials, and interior finish

Plenty of "hat-on" headroom, front and rear

Chevrolet AvalancheA Pickup That Thinks It's An SUVAll agree the Chevrolet Silverado is a pickup truck. But when you take the Silverado, cut out the rear bulkhead, weld on a roof over the bed, and bolt in two more rows of seats, then the Suburban, is a sport/utility vehicle.

But what if you then lop off part of the Suburban's roof, remove the third-row seats, install an openable rear bulkhead, and fashion something that's a cross between car trunk and pickup bed? Is it a pickup? An SUV? An entirely new species? By early next year, you'll have to decide. That's when the 2002 Chevy Avalanche reaches showrooms.

Chevrolet wants you to call the Avalanche an Ultimate Utility Vehicle. When forced to choose between SUV and pickup, it chooses the latter, despite the fact that the Avalanche will be about 90 percent Suburban and the Suburban is less than 60 percent Silverado.

Chevy allowed us to inspect and drive-albeit slowly-this Avalanche concept. For a show vehicle, it's extremely close to the final production version. Tow hooks, fuel filler, suede seats, and "not for highway use" 18-inch Goodyears won't make the cut. The roof rack will be available as a dealer-installed option.

The Avalanche will be a couple inches longer than a Suburban, but half a foot shorter than a Silverado extended cab. It'll be offered in both two- and four-wheel drive. Engine will be the same 5.3-liter/285-horsepower OHV Vortec 5300 V-8 as in the Suburban and Silverado.

The Avalanche's bed, reminiscent of the long-departed El Camino, is 5 feet 3 inches long. But drop its most significant feature-the "midgate"-and fold the second-row seats, and you've got an 8-foot bed that doesn't have to be made. The removeable rear window pops out and can be stowed in the rear seatback, much like a roof panel on the previous-generation Corvette could be removed and stowed in its trunk area.

The three-piece modular cargo cover can be completely or partially removed, the panels stowed on board. When erected, the cargo cover holds 250 pounds, providing stowage area for dirty toys, as well as access to the roof rack. Integral steps on the bumper and hand-holds aid entry to this area. Lockable storage bins are located ahead of and behind the rear wheelwells.

Price will be more than an extended-cab Silverado, but less than a Suburban. Chevy expects to sell 100,000 Avalanches each year, an aggressive estimate, considering the Suburban and GMC Yukon XL will combine for only about 175,000 units in 2000.

The idea for the Avalanche was born when Chevrolet's market research showed that pickup owners use their truck's beds less than 25 percent of the time. Translated: Most pickup owners use their trucks as if they were SUVs. Well, most SUV owners use their vehicles as minivans. Fortunately, no law requires that vehicle purchases must be logical.

You've got six months to decide: Is the Avalanche a pickup or a sport/ute?

In BriefWhen forced to choose between SUV and pickup, it chooses the latter

Drop the midgate and 5-foot bed becomes 8 feet long

When erected, the cargo cover holds 250 pounds

Chrysler PT Cruiser2000's Automotive Equivalent Of The Flowered VestChrysler's PT Cruiser, the all-new multipurpose cargo and people hauler, certainly looks like a dreamland retroconcept. Quite frankly, outside of Volkswagen's New Beetle, there's nothing affordable on blacktop that comes close to the visual wow of this surprisingly practical and little street-rod truckster.

Predictably, Chrysler's marketing types have begun crowing about inventing a whole new segment, like they actually did with the minivan.

Having heard the early rumors about the close mechanical relationship between the Neon sedan and the PT Cruiser, we were expecting a gutsy, but buzzy, conveyance with a fair amount of roadgrain noise. That, however, was not the case. Although the solid little Neon and the PT are distantly related on some engineering level, the PT doesn't seem to share many of the Neon's sharper vibratory edges.

No, our test vehicle's 2.4-liter/150-horsepower DOHC four with balance shafts was not as slick as the V-6 we'd hoped they'd install, but for an inline four, and particularly for a domestic one, it was refined and quiet in almost all modes. Our positive overall impression was further reinforced by the precisely gated five-speed manual to which it was mated. A four-speed auto is available for shiftless types. On the highway, this powertrain is civil and unobtrusive. In city driving, it's eager and quiet with a nice reserve for a fast squirt. Check out the 8.6-second run to 60. Not bad for a truck, uh, special-purpose vehicle. Yet, with a 15.0-gallon fuel tank and the 20/26 city/highway mpg, around-town and cross-country cruising range should be pretty good.

Our test vehicle had the Touring suspension, which we felt was firm, although not in a harsh way. The damping rates seemed reasonable, but we would have appreciated a bit more wheel travel. Road blemishes and expansion joints got a taut, but not noisy, response from the suspension bits and the beefy Goodyear P205/55R16 tires. The handling numbers put the PT Cruiser in the same territory as the Toyota Echo sedan and into slower company than either Neon or Focus models.

Inside, our loaded variation was unexpectedly well detailed in terms of design execution, materials, finish, and ease of instrument read and reach. For example, the door panels featured at least four different materials from a grained plastic to a brushed leather-like vinyl and handsome chromed door handles. This just isn't stuff you'd expect in a vehicle with a $15,450 base price. And everyone loved the body-color dash and sturdy four-spoke steering wheel, but not the dashboard mounting of the power window switches.

The other important thing about the PT, after you fold the rear seats, is the amount of stuff you can stuff into it. Total interior volume is 119.8 cubic feet. Remember that, at 168.8 inches, the PT is actually 5.6 inches shorter than the Neon and 5.3 inches shorter than the Ford Focus. On the other hand, Ford's new Escape SUV is 173.0 inches long (about 4.2 inches longer than the PT), but has a total interior volume of 133.9 cubic feet.

Defining the PT Cruiser in traditional car/truck/minivan/retro/hot-rod terms doesn't work. Just know that it's fun to drive, practical to live with, and offers more style per mile than anything in its price range-all good enough reasons for us to want one.

In BriefAfter you fold the rear seats, you can carry a surprising amount of stuff

Unexpectedly well detailed in design execution, materials, and interior finish

Plenty of "hat-on" headroom, front and rear

Ford Explorer Sport TracIs It Really The Bestof Both Worlds?Ford has distilled the most coveted elements of pickup trucks and sport/utilities into the versatile Explorer Sport Trac. Inspired by the '96 Adrenaline concept vehicle, the Sport Trac bundles civilized transportation, aggressive styling, and take-no-prisoners work ethic into a liveably cool package.

A sweeping curve blends the passenger cabin into the Sheet Molded Composite bed. Lighter than steel by 100 pounds, the recyclable, 50-inch SMC box is impervious to corrosion. Although the open bed doesn't possess the inherent security of an enclosed SUV, the tailgate is equipped with a key lock, and there's a locking hard tonneau cover available. The optional "cargo cage" can extend the bed to nearly six feet, and the lightweight device removes very easily. Ten cargo tiedowns hold cargo in place. For tailgate parties, there's a handy bed-mounted power outlet.

Front buckets are comfy with soft, moderate bolsters and wrapped in a durable fabric. The driver looks at a familiar Explorer dash dressed in faux aluminum trim complemented by sporty white-face gauges. The gunmetal industrial theme continues to the doors, which feature cool rod-like handles. Beneath the center armrest a removeable, padded carrier permits you to take small items, such as phone and CDs, with you.

Rear riders will be pleased with the available head- and legroom. Child seat anchors can tether triplets across the second row. The 60/40-split bench folds fairly flat, with additional storage concealed behind the seatback. A dash-mounted control vents the rear glass an inch or can power it farther down for pass-through ventilation.

The familiar 4.0-liter/205-horsepower SOHC V-6 powertrain provides swift acceleration from a standstill and during passing maneuvers. We clocked 0-60-mph times at 8.5 seconds, a tenth behind other Explorers we've tested. However, the previous Explorers didn't possess the polished manners that will be as attractive to consumers as its distinct anti-SUV appearance.

Attacking the hybrid truck segment coming from an SUV platform, rather than taking a crew cab pickup approach, pays in ride refinement and reduced noise intrusion. Starting with 40 percent more lateral stiffness than the Explorer frame, the chassis is tuned for ride quality, with two-stage leaf springs ready to handle weighty payloads. Efforts to keep the interior quiet, employing hose-off rubber flooring and urethane body mounts, have created a vehicle well-suited to family transport. Priced between a two-door Sport and four-door Explorer, the stylish Sport Trac offers a tempting alternative to the SUV mainstream.

In BriefSUV/pickup hybrid as sporty as it looks

Bundles civilized transport, aggressive styling, and tough work ethic into a cool package

Rear riders appreciate plenty of head- and legroom

Mazda Tribute ES V-6Good News! Mazda Finally Gets Its SUVWhen we named Lexus' RX 300 as our Sport/Utility of the Year for 1999, we praised it as an acknowledgement that many, indeed most, SUV buyers don't do heavy-duty off-roading-if any off-roading. The RX capitalized on this fact, offering sport/utility attributes and all-wheel drive, along with a more carlike driving experience. Now, Mazda has accomplished much the same thing with its new Tribute.

Don't classify the Tribute as a mini-ute. It's nearly 6 inches longer than a Jeep Cherokee and has as much cargo room as the aforementioned RX. And even though its platform will be shared with the Ford Escape, Mazda was responsible for most of its design and engineering aspects. A 130-horsepower four is standard, but we'd recommend heading straight for the 200-horsepower, DOHC V-6. It's a smoothie, offering better-than-expected low-end torque, and is well mated with its four-speed automatic transmission, the only trans offered in the V-6.

Though the Tribute's all-wheel-drive setup doesn't offer a low-range transfer case, it's a relatively sophisticated unit. Mazda's Rotary Blade Coupling system operates in front-wheel-drive mode under normal driving conditions; when it senses slip, it can instantly transfer up to 50 percent of the power to the rear wheels. There's also a dash-mounted switch allowing the driver to lock the system in full-time all-wheel drive. We tested it on moderately hilly, gravel-strewn trails, and the Tribute had no trouble sorting out where the traction was and wasn't. Should also be quite popular among those in snowy climes.

On-road is where the Tribute shines. It's easy to get in and out of, has great visibility, and offers plenty of room in all dimensions for its five occupants. Tallish tires, high ground clearance, and a truck-style frame give most SUVs their less-than-confidence-inspiring levels of understeer and body roll. Not so the Tribute. It corners flatter, turns sharper, and sticks better than most traditional 'utes. The ride quality is quiet and freeway happy; thank the fully independent suspension for that. The optional four-wheel disc brakes with both ABS and Electronic Brake Force distribution make some of the disc/drum combos on other sport/utilities look a bit under-engineered.

Kudos inside for a user-friendly dash design, workable ergonomics-the console's many storage cubbies, and the in-dash, six-disc CD changer in particular-plus tasteful materials usage.

The leather seating surfaces are quite attractive, but a bit more side-bolstering of the seats would be welcome. Most onlookers appreciated the Tribute's styling treatment, cleanly devoid of unnecessary cladding and other false image cues.

Mazda has successfully ferreted out an untapped niche in the ever-crowded sport/utility landscape and slotted the Tribute neatly into it. It offers SUV looks and practicality, a reasonable modicum of off/all-road capability, a handsome and workable midsize interior package, and exceptional on-road manners-all at affordable price levels. What else could you realistically need

In BriefAttractive, right-size package; good balance of cargo and passenger space

Love the smooth and powerful V-6

An ideal sport/ute for those not into heavy off-roading (i.e., most buyers)!

Pontiac AztekMinivan Meets Creature From The Black LagoonFor more than 500 miles, I'd watched heads snap around as if they'd spotted Heidi Klum doing the Lady Godiva bit on the back of a pink elephant. Drivers jammed on their brakes to get a better look. Passengers pointed in curious puzzlement. Food and gas stops became spontaneous Q&A sessions. And even pulling alongside the road to check my map was met with a tap on the window from someone wanting to know "just what the hell" I was driving.

The Pontiac Aztek was designed with a vision. Some get it, some don't. Some think it's the coolest thing for the outdoor enthusiast since Gore-Tex; some think it's an oozing blemish on the fine art of automotive design. But whether you get it or not, it still makes you look. And Pontiac/GMC is hoping at least 60,000 buyers a year will share this vision.

There's nothing subtle about the Aztek; its in-your-face styling generates strong love-it-or-hate-it passions. The exterior exhibits a showcar gaudiness perceived as either edgy or over the top. The interior is a cross between typically bold Pontiac styling and a window display at the local scuba shop. A diving watch, for instance, provided the inspiration for the circular instrument panel bezel with molded-in Allen-head bolts. The textured, rubberized door pulls, meanwhile, were patterned after the handle of a diving knife. The look and feel of the great active outdoors permeates the vehicle.

Yet, as much attention as the Aztek's looks get, the real story is inside. Taking a cue from the Nissan Xterra's versatile range of accessories, the Aztek team has raised the bar several notches by incorporating some of the most innovative features this side of a Swiss Army Knife. The center console between the front two seats, for instance, has a removeable tray, CD-case holder, and plenty of room for maps and such. So, what's the news? Pull up the side handle, and it lifts out as a small insulated cooler, capable of holding a six-pack of beverages. Like to tailgate party? The tailgate is molded to form two sitting areas with cupholders. When you need to change the tunes, you can easily adjust the audio system using optional controls mounted near the rear hatch. Plus, the rear speakers are tilted rearward to make sure the music gets outside where all the action is.

Want more? An optional rear sliding cargo tray makes it easy to load up to 400 pounds worth of stuff without having to lean over the tailgate, and then easily slides back into the rear compartment. And the tray has two internal storage cubbies, one with pop-up cargo nets to help hold groceries and such.

There are water-resistant, washable seat covers, a roof-mounted bike rack, and an integrated air compressor. And, if you're not the motel type, Pontiac's Camping Lifestyle Package turns the Aztek into a mobile campsite. It includes a two-person air mattress-with built-in air pump-that spreads out on the Aztek's flat cargo floor. And to let the night air in but keep the mosquitoes out, a custom-fit tent-with zip-up screened door-fits over the rear end of the vehicle when the rear door and tailgate are open.

The Aztek was developed off the Montana minivan platform, but shares only 22 percent of its parts with the van. Among them is the 3.4-liter OHV V-6 and four-speed automatic transmission. The engine's 185 peak horsepower and 210 pound-feet give the Aztek ample power, letting it handle hills and highways with decent aplomb. Its 9.2-second 0-60-mph time outpaces the Mitsubishi Montero Sport by 1.5 seconds, edges out the Jeep Cherokee Sport by 0.2 second, and equals the Isuzu Rodeo. The overall refinement of the engine and tranny, though, isn't up to some of its smoother-running competition. Traction control is available as an option, and next January, Pontiac will be introducing its new Versatrak all-wheel-drive system, adding additional all-weather/rough-terrain capability.

The Aztek's MacPherson-strut front suspension shares similar componentry with the Montana although it's tuned closer to that of the Grand Prix, lending the Aztek a firmer, more sure-footed feel with less body lean than the minivan. The Aztek also upholds the Pontiac wide-track tradition with one of the widest tracks in its class-62.7 inches in front, 63.8 in the rear. While the Aztek's at-the-limit handling numbers are no threat to, say, the BMW X5, these dimensions help it thread through the slalom at a sprightly 60.2 mph, edging out the Xterra (55.6), Cherokee Sport (57.9), and Rodeo (59.7).

Inside, the Aztek is pleasantly comfortable and roomy, even in the rear seat area. And the 50/50 split seats can be folded down, flipped forward, or lifted out. Removing them opens up a cavernous 93.5 cubic feet of cargo capacity, with dimensions large enough to carry a 4x8-foot sheet of plywood (with the tailgate down).

The Aztek is available in two trim levels. The base model carries an MSRP of $21,995, while the uplevel GT runs $24,995. Major options include leather seating, head-up display, rear captain's chairs, rear-seat audio, in-dash six-disc CD changer with rear-cargo-area radio controls, and OnStar communication service. The upcoming AWD model with Versatrak is expected to sticker for under $25,000, and a loaded AWD GT model will probably push $30 grand.

The vision of the Aztek is versatility and style. It's for active outdoor recreation enthusiasts who don't want to be limited by their vehicle. On that score, it works. The question that remains is whether its unconventional look will be an asset or a liability.

In BriefIn-your-face styling generates strong love-it-or-hate-it passions

Taking a cue from Nissan's Xterra, this has some of the most innovative accessories in the SUV range

Interior is a cross between typically brash Pontiac styling and a window display at the local scuba shop

Volvo V70 XCRough-'N'-Ready In The Nicest Sort Of WayCouldn't care less about fording foot-deep streams or bounding endlessly through fields of bone-jarring boulders? No problem. Volvo's new V70 XC-for Cross Country-is the thinking-person's alternative to owning some wildly oversized and perpetually underutilized traditional SUV. More than up to dealing with any on-road and virtually all off-road situations most sane humans are likely to encounter voluntarily, this all-terrain/all-wheel-drive touring wagon picks right up where its successful predecessor left off.

Spawned from the new V70, the 2001 XC enjoys all the design, structure, and safety benefits of its conventional front-drive counterpart. Compared to the vehicle it replaces, it boasts a far more rigid unibody, slicker chassis design, roomier, more user-friendly interior, plus the latest iteration of seatbelt/airbag/side curtain passenger protection.

The net result: better ride and handling coupled with greater safety and overall utility. Toss in a virtually transparent all-wheel-drive system, and you've got a multifaceted carry-all that'll tote up to seven in reasonable comfort.

Slightly longer, wider, and taller than a standard V70, the XC also boasts a marginally wider front track, 2.3 inches of extra ground clearance, and a mildly retuned suspension along with bespoke fascias and side cladding. At 3593 pounds, it's some 225 pounds heavier than a base V70. Motivated by Volvo's 2.4-liter/197-horsepower light-pressure turbo inline-five engine and a five-speed automatic transmission, the Cross Country might not win many stoplight-to-stoplight sprints. But with AWD and a TRACS traction control system, it's got plenty in reserve to deal with even the slickest road surfaces and handle medium-grade trail-blazing on demand.

Inside, the extremely well-appointed XC reprises basic V70 design themes with neat touches of its own. Upholstery materials, whether standard cloth or optional leather, are unique to the Cross Country. So is its handy 40/20/40 splitback rear bench seat.

On sale in late summer, the new V70 XC will be priced around $35,000, nearly $1000 less than its predecessor. Stylish, accommodating, and capable to a fault, the new Cross Country merits a trial run by anyone shopping for a daily use all-wheel driver-whether a conventional SUV or one of the new breed of upscale car-based offerings.

In BriefMore useable interior room than current Cross Country

Stiffer, stronger, and even safer than current model

Costs less than current Cross Country

Stylish and capable, with luxury innards