Top 20 Safety Features

The most significant and sought-after technology on modern vehicles makes the road safer for drivers, passengers, pedestrians and even animals.

We now have vehicles that can park themselves, car radios that can hold enough music for a cross-country trip and climate controls that can measure occupants' body temperature. But of all the great gadgets on cars these days, safety technology is by far the most vital—and the most in demand.
In a 2006 survey of 500 consumers conducted by Accenture, more than two-thirds of respondents ranked safety as the most important technology to have in their automobiles, and seven out of 10 were willing to pay extra for safety features. Accenture is the largest consulting firm in the world and is one of the largest computer sciences and software companies on the Fortune Global 500 list.

Safety technology has experienced a quantum leap in the last few years, with advances spurred by the government in an effort to lessen loss of life and injury, as well as automakers seeking a competitive edge. But it's equally driven by consumer awareness.

"Auto safety took a big step forward in the '90s, when there was a high awareness of ABS brakes and airbags," notes Charlie Vogelhiem, vice president, automotive development, with J.D. Power and Associates. "We saw that when people had a vehicle that didn't have airbags, for example, they were less inclined to keep it."

Below we highlight the top 20 auto-safety technologies currently available, ranging from the common to the cutting-edge. And if auto-safety tech follows the typical pattern, even innovative features currently found only on higher-end cars should trickle down to more affordable automobiles. "As consumers replace their existing vehicles and the technology price tag continues to decline," explains Accenture's Richard Spitzer, "[safety features] will be part of the deciding factor in the car purchase decision."

Pre-Collision Systems
This technology uses various methods to sense and prepare for a collision. When a sensor signals an impending crash, the system takes preemptive action such as pre-tensioning the seat belts, preloading the brakes and even aligning airbags to better protect occupants.

Electronic Stability Control
To help drivers maintain control, ESC compares steering and braking inputs with the car's lateral acceleration, rotation and individual wheel speeds. If a difference in the driver's intended path and that of the car is detected, brakes can be automatically applied and the throttle can be dialed back until the vehicle is back on track.

Brake Assist
This technology resulted from a study that determined that most drivers do not push the brake pedal hard enough in emergency situations. So when sensors detect "panic" braking, Brake Assist applies maximum brake boost and therefore decreases stopping distance.

Dynamic Head Restraints
Few people adjust their car's headrests properly to prevent whiplash, so some vehicles now come with active head restraints that move into more effective positions when a car is rear-ended. Volvo's Whiplash Protection System (WHIPS) and Saab's Active Head Restraint (SAHR) go a step further by getting the seats to help in mitigating whiplash injuries.

Dual-Stage Airbags
The National Highway Traffic Safety Administration (NHTSA) stipulated that all passenger cars and light trucks produced after September 2006 must include passenger-side front airbags that are automatically enabled or disabled depending on whether a front passenger is detected (typically by seat sensors), and some now deploy in stages depending on the severity of a crash or the weight of the front-seat passenger.

Side and Supplemental Airbags
Side airbags can greatly reduce injuries, since occupants are often more vulnerable than in front- or rear-end crashes, where there's more of a "crumple" zone to protect them. Side airbags are not mandated by the NHTSA, however, and auto manufacturers can decide where and how to deploy them, and whether they're a standard or optional feature. Some luxury cars also include supplemental airbags, such as with BMW's Active Knee Protection and Head Protection systems.

Blind Spot Warning Indication
The Volvo S80's Blind Spot Information System (BLIS) uses a camera on each side-view mirror to scan a driver's no-see zone and indicators in the corners of the front windows alert the driver to the presence of vehicles. The Side Assist in the Audi Q7 and Side Blind Zone Alert in the 2008 Buick Lucerne and Cadillac DTS and STS work in much the same fashion, except the indicators are located on the side-view mirrors, and GM's system use radar instead of cameras.

Lane Departure Warning System
Infiniti's Lane Departure Warning (LDW) System uses a camera in the rearview mirror to detect when the vehicle gets close to the lane marker and sounds an audible warning. GM will also offer the technology on the 2008 Cadillac DTS and STS, and Buick Lucerne.




Night-Vision Camera System
Hitting an animal or pedestrian while driving after dark is an accident night-vision cameras can help prevent. BMW's night-vision system senses thermal energy and Mercedes' projects infrared light in front of the vehicle, and both show night-vision images on a screen in the dash.

Adaptive Headlights
This technology directs light from the headlights in the direction that the steering wheel is turned, to help illuminate where the driver intends the car to go. A feature currently found only on higher-end cars, adaptive headlights will likely trickle down to more affordable vehicles.

Tire-Pressure Monitor
Starting in the 2008 model year, the Feds will require all new vehicles to include tire-pressure-monitoring systems, which use sensors to provide information on tire inflation to a display in the instrument panel. Vehicles ranging from sports cars to SUVs already allow drivers to check tire pressure on the fly, and some show pressure in individual tires.

Rollover Protection
Manufacturers first offered airbag systems that inflate from the headliner or ceiling in top-heavy SUVs to protect occupants in case of a rollover. Ford's Safety Canopy, for example, covers 65 percent of the window surface in the first two rows of seats in Ford, Mercury and Lincoln SUVs, and the system is also available on the Volvo and Land Rover SUVs, as well as on the Ford Freestyle, Five Hundred, Mercury Montego and the Volvo C70 convertible.

Head-Up Display
Looking away from the road for even a few seconds can be dangerous. By projecting vital information from the speedometer, tach or navigation system on the windshield, a head-up display (HUD) allows drivers to keep their eyes straight ahead.

Bluetooth Hands-Free Phone System
While head-up displays let you keep your eyes on the road, Bluetooth lets you keep your hands on the wheel when using a mobile phone. The technology establishes a wireless connection with a compatible phone so that calls can be made and received using buttons on the steering wheel and voice commands.

Voice Activation
Using voice activation, you can change a radio station or adjust the volume on the audio system, raise and lower the temperature of the climate control, even enter destinations into a nav system—all without lifting a hand off of the wheel.

Navigation Systems
GPS navigation systems take the guesswork out of getting where you're going—and are much safer than reading a map behind the wheel. They issue turn-by-turn guidance and will reroute you if you miss a turn.

Adaptive Cruise Control
Adaptive Cruise Control automatically keeps a safe distance between you and the car ahead so that the driver doesn't constantly have to adjust the speed. A radar sensor monitors the distance and speed of vehicles in front of you, and most systems allow selecting a gap with which you're most comfortable.

Rearview Camera
Rear-vision cameras first appeared on super-sized SUVs to help drivers see behind the vehicles. But they are now available on luxury and sports cars as well as minivans and crossovers. Some also include visual aids that allow aligning a vehicle with an intended parking spot.

Obstacle Sensors
As with rear-vision cameras, obstacle sensors can help make you aware of objects you wouldn't normally see. The systems detect objects in close proximity to the vehicle and issue audible and/or visual warnings.

Emergency Response
OnStar and similar telematics services are known for "concierge" features such as unlocking doors and providing directions. But in the case of an accident they can pinpoint your location and detect if an airbag has deployed so that emergency personnel can respond accordingly.

Heartbeat Monitor
The key fob remote for the 2007 Volvo S80 will not only tell you if someone has broken into the vehicle while you were away, but a heartbeat sensor will alert you if someone is hiding inside.

While safety technology can save lives, features such as electronic stability control can also give drivers a false sense of security. "People may not understand that if you don't maintain your brakes, for example, the stability control won't work properly," maintains Lauren Fit, a.k.a., The Car Coach. And while safety technology compensates for human error, it can't make up for lack of common sense. "Nothing takes the place of putting down the phone and paying attention to what you're doing," remarks J.D. Power's Charlie Vogelheim.
(C)MSN

Buick ties Lexus for No. 1 in car reliability

Survey finds Detroit brands making headway against Japanese competitors.

For the first time in 12 years, Toyota's Lexus luxury brand has to share its top rank in J.D. Power and Associates' annual Vehicle Dependability Study.

And it has to share it with an American car.

General Motors' Buick brand tied Lexus in the study, which measures the number of problems owners experience with their cars after three years of ownership.

Following Lexus and Buick in the rankings were GM's Cadillac luxury brand, Ford's Mercury brand and Honda's Honda brand.

Toyota's mass-market Toyota brand ranked sixth.

"Consumers don't necessarily need to pay premium prices to obtain high quality and dependability," said Neal Oddes, director of product research and analysis for J.D. Power and Associates.

"With three non-premium nameplates - Buick, Honda and Mercury - ranking within the top five," he said, "and particularly with Buick tying with Lexus for the top rank, consumers seeking a vehicle with strong dependability have good choices at various price levels."

J.D. Power Vehicle Dependability Study is based on responses from more than 53,000 original owners of 2004 model year vehicles.

Owners of the top-ranked Lexus and Buick vehicles experienced 145 problems per 100 vehicles. Owners of second-ranked Cadillac vehicles experienced 162 problems per 100 vehicles.

The lowest-ranking brand was Land Rover, Ford's European luxury SUV brand. Land Rover owners experienced 398 problems per 100 vehicles, according to the survey.

J.D. Power and Associates also ranked specific vehicles within their respective categories. The top-ranked sub-compact car, for example, was the Scion xA from Toyota's youth-oriented Scion brand.

The top-ranked compact car was the Honda Civic and the top-ranked Sporty car was the Mazda Miata.

The Chevrolet SSR, a low-slung convertible pickup, and the Ford Mustang tied as the most dependable midsize sporty cars, and the Ford Crown Victoria ranked as the most dependable large car.

Lexus vehicles topped five categories, more than any other brand. Lexus had the top-ranked premium SUV, large premium SUV, premium sporty car, large premium car and midsize premium car. Toyota's Toyota brand topped four categories.
(C)CNN

Top 20 Most Dangerous Vehicles

Here are the 20 most dangerous vehicles according to 'real world safety' from the Insurance Institute for Highway Safety.

Hoping to stay safe on the road? You might want to avoid certain cars.

For example, the Nissan 350Z has a death rate that's about double that of the average sports car.

But it's not for the reasons you might think. In this case, says Russ Rader, communications director for the Insurance Institute for Highway Safety (IIHS), an organization that represents the interests of the insurance industry, the 350Z is part of a group of vehicles that tends to be driven by younger, less-experienced or riskier drivers, and stands out for having high death rates, through no particular fault of the car.

"When they are in crashes," he adds, "they're particularly serious ones."

This illustrates a key point: Simply looking at the historical death rates for one particular model might not give much insight into the relative danger, or safety, of driving that vehicle. Furthermore, the most recent available federal data, interpreted by make and model by the IIHS, covers 2001 to 2004 model years in calendar years 2002 to 2005. Many models have had significant changes in safety equipment or complete redesigns since then.

The consensus among several safety experts we asked is that the best way to predict how dangerous or safe a new vehicle will be comes from looking at the way it's configured, particularly with respect to several important factors — side-impact protection, stability control and rollover risk — that together span a wide range in real-world safety.

That's what we did. Topping the list of the least safe: the Buick Rendezvous, the Ford Ranger/Mazda B-Series, the Nissan Frontier, the Ford Escape/Mercury Mariner and the Toyota Yaris.

High-Priority Protection
Among the various crash tests the IIHS performs on new vehicles, according to Rader, they see the widest range of results in those with side-impact and rear whiplash protection.

"What makes a vehicle unsafe today is a lack of side-impact protection," he says. "Whiplash is not a life-threatening injury, but head injuries [from a side impact] are commonly life-threatening."

Side-curtain airbags have been shown to greatly increase the chances of surviving a classic "T-bone" side-impact accident, such as when the other vehicle runs a stoplight, and depending on the design, they can also increase the chances of surviving a rollover. Side-curtain bags are mandated for all 2009 vehicles, and the National Highway Traffic Safety Administration (NHTSA) estimates that these alone will reduce fatal side-impact head injuries by 45 percent, saving up to 1,000 lives per year.

"Side airbags designed to protect your head are crucial, because a head injury is the most common fatal injury in a crash," says Rader. "It's the difference between life and death."

Structurally Sound
Along with side airbags, a vehicle also needs a well-built side structure to withstand a strong blow from vehicles of varying heights, says Rader.

Which leads to another major point: "Size and weight are very important aspects of safety," he says. "The laws of physics always apply in a crash. That means that people in smaller and lighter vehicles are always at a disadvantage in crashes with other vehicles."

In single-vehicle crashes, the weight advantage isn't as pronounced, but the statistics still point in favor of larger, if not heavier vehicles, he says.

However, John Linkov, managing editor of Consumer Reports, says that smaller and lighter vehicles aren't necessarily more dangerous. In many cases, they may offer handling and maneuverability advantages to help avoid accidents.

"A more nimble, better-handling vehicle," he says, "is likely going to be easier to control in an emergency and help the driver avoid the dangerous situation."

While generally heavier SUVs and pickups are at an advantage in multi-vehicle accidents, they've been shown to be at quite a disadvantage in single-vehicle accidents (such as when the driver falls asleep, or loses control swerving around a deer), which comprise 43 percent of fatal accidents.

In this type of accident, SUVs and pickups have more than double the chance of rolling over, according to NHTSA data. This risk relates closely to overall federal fatality data, showing that SUVs and pickups generally have a higher fatality rate than cars of a similar weight.

Corrective Measures
Electronic stability control systems, which smartly apply the brakes on one or more of the wheels as best to avoid loss of vehicle control in an extreme maneuver, have been offered for more than a decade in some luxury and high-performance vehicles, but the technology has been trickling down to most mainline brands over the past several model years.

NHTSA has called it the most significant development since the seat belt, and the federal government has mandated electronic stability control, but not until the 2012 model year. NHTSA estimates that the stability control mandate will prevent up to 9,600 fatalities and 238,000 injuries annually, at an average cost of $111 per vehicle in addition to the cost of antilock brakes, which most vehicles already offer as standard equipment or as an option.

"Electronic stability control is one of those rare safety features that's having a dramatic effect on saving lives," says Rader. "Stability control alone can reduce the risk of fatal single-vehicle crashes by 56 percent. And it can reduce fatal single-vehicle rollovers by 80 percent for SUVs, 77 percent for passenger cars."

Even though stability control was only offered in some of the more expensive SUVs a few years ago, Rader says that its impact is already easily seen in the Institute's yearly list of vehicles with the lowest death rates. Rader said that in the past, only a few of them were SUVs, but now they make up nearly half of the list.

Terrifying Trucks
Pickups are another surprisingly unsafe group of vehicles. Based on fatality-rate data, they're by far the most dangerous, says Michael Dulberger, president of the safety advocacy group Informed for Life.

"Pickups as a class have the highest rate of fatality and serious injury," he says, "and they have a very high rollover risk."

Rader agrees. "Pickups have a rollover problem," he says. "They have a high center of gravity and a high propensity to roll over." And making matters worse, "They're the laggards in electronic stability control," he says.

Last year, only one pickup model offered electronic stability control, according to Rader, while this year it's standard on 8 percent of models and optional on 20 percent. By comparison, 87 percent of SUVs now have standard stability control, according to the Institute.

Linkov agrees that some pickups pose the most danger to inexperienced drivers. "What we're seeing is that young people in places where pickups are a de facto choice are at an especially strong risk, with their propensity to roll over," he says.

Any vehicle can be especially unsafe if it's used in a way it's not designed for, such as if a high-clearance pickup is used primarily empty on curvy, hilly roads, according to Linkov.

"Combine that with a poorly trained driver," he says, "and it's dangerous."

The Methodology
As we've outlined, generalized fatality statistics point toward today's most dangerous new vehicles as those that are light, don't provide proper side-impact protection (airbags), have a higher propensity to roll over, don't handle particularly well and lack electronic stability control.

Informed for Life releases SCORE (Statistical Combination of Risk Elements) data each year, which combines all the available safety data from the federal government and the IIHS, along with the role of weight and the presence of stability control, into a single number for each particular model, making it easier to compare vehicles of varying sizes or body types.

The SCORE is calculated according to the role that each element plays in general fatal accidents. For instance, as about 26 percent of national accident fatalities occur in a side impact, 26 percent of the SCORE depends on the vehicle's rated side-impact protection.

The system, which has been implemented for about five years, more closely matches the fatality rate on a model-by-model basis than either IIHS or NHTSA ratings alone. And it's easy to decipher; it's on a scale that's proportional to risk, with the average passenger car ranked 100.

So, for instance, a SCORE of 150 means that the relative risk of driver fatality is 50 percent higher than for the average passenger car. In the group's 2007 list, the most dangerous vehicle, the Buick Rendezvous, at 161, has more than three times the relative risk of fatality than the Hyundai Entourage and Kia Sedona minivans, at 51.

To distill our list of the most dangerous vehicles, we looked at Informed for Life's bottom-of-the-heap results for 2007 model-year vehicles, including vehicles with a full range of crash-test results from NHTSA, the IIHS, or a combination of the two; and to also consider the role of accident avoidance (or lack thereof), we broke any ties with Consumer Reports' accident avoidance scores.

CR first measures the vehicle's maximum stable speed through emergency handling, essentially simulating a quick swerve around an obstacle and back into the right lane, then factors in driving position, visibility and seat comfort — all issues that the organization deems important in successfully avoiding an accident.

We're aware that this is a snapshot of the most dangerous cars among those that have been extensively tested, and that there may be more dangerous vehicles that either haven't yet been fully crash-tested or were only partially tested. Please consult www.safercar.gov or www.iihs.org if you're concerned about a particular model.

How Carmakers Reacted
Automakers were generally supportive of a methodology that looked for the safest — or in this case, the least safe — vehicles through a composite assessment of existing crash-test results, and considering side-impact protection and rollover likelihood, instead of looking at prior model-by-model fatality or injury data.

GM
Alan Adler, GM's safety spokesman, confirms that it's important to look at a wide range of information. "You've identified two technologies [side airbags and stability control] that are important, and we have rollout plans for both," says Adler.

More than 40 percent of GM's light trucks now have side-curtain airbags that allow head protection even in rollovers. Stability control is offered in 35 percent of GM vehicles for 2007, and the percentage rises to about 50 percent for 2008, according to Adler. Regarding SUVs and pickups, Adler says that "rollover is a big deal" to the company, which now does its own rollover safety testing.

To shoppers who might wonder why stability control isn't yet installed in more vehicles, GM's Adler says, "It isn't something you can slap on a vehicle," and explains that the automaker has been working to install it across the board ever since the agencies have revealed its importance. "It's a major engineering change to the vehicle."

Toyota
Toyota spokesman Bill Kwong questions the correlation between weight and safety; he says that Toyota has been incorporating more high-strength steel, which improves crash resistance yet saves weight, though again, at a higher cost to the automaker.

Kwong said that side-impact airbags are now available on all Toyota cars. They're optional on the Corolla, along with the Yaris and Matrix, two cars that ranked among the least-safe vehicles, according to our methodology, without the option.

"Those models are more price sensitive," especially the Yaris, which is why the side bags are optional, according to Kwong. He adds that dealerships are told to inform shoppers of the benefits of the Yaris's side airbag system.

Ford
Several Ford Motor vehicles were on our Most Dangerous list, but the company's safety spokesman, Daniel Jarvis, explains that these are all products near the end of their life cycle and not representative of the rest of Ford's model lineup.

Jarvis said the company places a strong emphasis on safety. Several of the vehicles that place highest in crash tests are from Ford, and the company has aggressive programs in place to install side airbags and stability control across its entire fleet.

"By the end of calendar year 2009, all retail vehicles will have stability control," says Jarvis; that would be nearly three years ahead of the federal mandate. Ford has also made an enhanced version, called Roll Stability Control, aimed to prevent the likelihood of rollover, standard on its larger Expedition and Explorer SUVs, and the company is adding the system to the smaller Escape sport-utility for the '08 model year.

Jarvis suggests there are a number of reasons why pickups have been among the last to get stability control, but one is that they come in such a wide range of powertrains and configurations, and each one of them needs to be engineered individually. "Complexity is one factor," he says.

Nissan
"Nissan has not had the opportunity to fully understand the methodology that went into this listing," says Jeannine Ginivan, a spokeswoman for Nissan. "That being said, Nissan takes its commitment to safety very seriously.

"All Nissan and Infiniti vehicles are engineered to meet or exceed government safety regulations as well as our own rigorous internal safety requirements — the Nissan Xterra and the Nissan Frontier are no exceptions. Nissan's electronic stability control feature, known as Vehicle Dynamic Control, is standard on the Xterra and currently an option on the Frontier. Rollover curtain airbags are also optional on both vehicles.

"As a company, we are committed to the safety of our vehicles and our drivers, and we urge everyone driving a Nissan or Infiniti vehicle to do so safely."

Suzuki
"At Suzuki, we place the utmost priority on manufacturing and selling safe vehicles, and both Forenza and Reno comply with all federal motor-vehicle safety standards," says David Boldt, communications manager. "Additionally, like all 2007 Suzuki passenger cars, the Forenza and Reno offer front-seat-mounted side airbags for both driver and passenger, as well as several layers of standard safety equipment.

"It's also important to note the active safety benefits provided by Forenza and Reno, with composed handling (four-wheel independent suspension), precise steering and four-wheel disc braking. Add excellent outward visibility for driver and passengers, and Suzuki's approach is to help the driver avoid an accident before it occurs."

Honda, Hyundai and Kia did not return calls for comment.

1. Buick Rendezvous
Four-Door SUV
SCORE: 161
Consumer Reports' accident avoidance: N/A

The minivan-based Rendezvous helped bring new customers to Buick dealerships, thanks to the Tiger Woods ad campaign behind it. But after the 2007 model year, the Rendezvous, with its abysmal three-star (out of five) NHTSA frontal impact rating, is history, to be replaced by the 2008 Buick Enclave, a crossover SUV with a full roster of standard safety equipment.

2. Ford Ranger/Mazda B-Series
Pickup, Regular Cab/Extended Cab: Four-Wheel Drive
SCORE: 153
Consumer Reports' accident avoidance: N/A

The Ranger still follows a simple, proven design that's good for pickup buyers who really want to keep it basic and affordable. Unfortunately, side airbags or curtain bags aren't available, even as an option; neither is stability control. What's more, the Ranger (and the nearly identical B-Series) gets a low three-star NHTSA rollover rating, (which corresponds to a 20% to 30% risk of rollover in a single-vehicle crash) with one of the highest rollover risk factors (0.3) of any vehicle.

3. Nissan Frontier
Extended-Cab Pickup
SCORE: 145
ConsumerReports' accident avoidance: Average

Stability control is optional on the Frontier, and recommended considering its three-star NHTSA rollover rating. The King Cab Frontier has surprisingly low three-star NHTSA frontal crash-test ratings (most other pickups do quite well in the frontal tests), though a four-door Crew Cab Frontier was given a better four-star frontal rating. The Frontier was also rated "Poor" (out of good, acceptable, marginal or poor) by the IIHS in rear impact. Both Frontiers tested didn't have side airbags or side curtain bags, which are also optional.

4. Ford Escape/Mercury Mariner
Four-Door SUVs
SCORE: 138
Consumer Reports' accident avoidance: N/A

Ford's small sport-utility vehicle, the Escape, and its cosmetically different sibling, the Mariner, were given an overall evaluation of "Poor" (the lowest possible rating) from the IIHS due to its lacking driver torso- and head-protection in the Institute's side-impact crash test (without the optional side airbag package). The federal government also gives the Mariner one of few three-star ratings, which corresponds to a relatively high risk of rollover. And stability control isn't available. Waiting for the '08 would be a smart move, as front side airbags, side curtain bags and stability control will all finally be standard.

5. Toyota Yaris
Four-Door
SCORE: 132
ConsumerReports' accident avoidance: Worse than average

Even though the Yaris has impressive fuel efficiency, a nicely designed interior, high expected reliability, and a number of other positive attributes, Consumer Reports' John Linkov says that the Yaris can't be recommended, "because its emergency handling is quite tail-happy and the driver could get out of control very quickly." And to make an especially dangerous combination, the Yaris four-door performs badly in both major side-crash tests, with three stars from NHTSA and a "Poor" rating from the IIHS.

6. Hyundai Accent
Four-Door
SCORE: 132
Consumer Reports' accident avoidance: Average

The Accent tested near the bottom among all cars, according to IIHS crash testing, with the organization giving it a "Poor" rating in both side-impact and rear-impact tests, plus an unimpressive "Acceptable" frontal rating. And this is with standard side airbags. When the federal government tested an Accent four-door sedan, it rated its side-impact performance with three stars--the lowest it gets in 2007.

7. Toyota Matrix/Pontiac Vibe
Four-Door
SCORE: 131
Consumer Reports' accident avoidance: Average

The Matrix and the closely related Vibe fair acceptably with four- and five-star results in the federal government's crash tests. But without the optional side airbags, the Matrix gets only three stars for front-seat passengers in the side-impact test. Stability control is optional on both models, which are due to be replaced by a new model after '08.

8. Kia Rio
Four-Door
SCORE: 127
Consumer Reports' accident avoidance: Better than average

The Rio is structurally similar to the Hyundai Accent. And like the Accent, it gets a low, three-star NHTSA side impact rating, plus appalling "Poor" ratings in both side- and rear-impact tests and the not-quite-passable "Acceptable" frontal rating from the IIHS. Surprisingly, those results are with the standard side airbags. Fortunately, the Rio has "better than average" accident avoidance qualities, according to Consumer Reports testing.

9. Chevrolet Aveo
Four-Door
SCORE: 126
Consumer Reports' accident avoidance: Average

The basic, lightweight Aveo, which is assembled in Korea by GM affiliate Daewoo, is the lowest-priced U.S.-market vehicle, starting at $9,995 for 2007. Side airbags are standard for front passengers, but not in back, and by the three-star side-impact result for rear-seat passengers and the "Marginal" side-impact result from the IIHS, occupants might not fare so well in a side-impact accident.

10. Suzuki Reno/Forenza
Five-Door/ Five-Door
SCORE: 125
Consumer Reports' accident avoidance: Average

The Reno and Forenza, a four-door hatchback and sedan, respectively, are also made by GM-Daewoo in Korea. Both come with standard front seat-mounted side airbags, but that doesn't seem to help them in IIHS side-impact tests, where they get "Poor" ratings in side impact, as well as rear impact. Side curtain airbags and stability control aren't available in either the Reno or Forenza.

11. Ford Focus
Two-Door Hatchback
SCORE: 124
Consumer Reports' accident avoidance: Average

The economical Focus received a "Poor" rating from the IIHS in its side impact test, and in federal tests it achieved only a three-star rating, with an accompanying warning regarding the high likelihood of head trauma. Compiling the risk, side-curtain airbags and stability control aren't available on the Focus, and seat-mounted side airbags are optional for front occupants.

12. Jeep Liberty
Four-Door SUV
SCORE: 118
Consumer Reports' accident avoidance: Average

The Jeep Liberty maneuvers much better in real-world driving than its height might suggest, and the "Average" CR accident avoidance score is reassuring. Yet it's also given just three stars in the federal rollover rating system. Additionally, in IIHS tests, the Liberty didn't fare so well, with a "Poor" rating in rear impact and a "Marginal" rating in front impact, together corresponding to a significantly higher chance of injuries if an accident occurs.

13. Dodge Dakota
Four-Door Pickup
SCORE: 117
Consumer Reports'accident avoidance: Average

First, the good: The mid-size Dakota is one of the least-tipsy pickups, with a four-star rollover rating, plus an "Average" accident avoidance rating. Now, the bad: It's rated "Acceptable" in front- and rear-impact tests, and there's no available stability control. Side airbags and side-curtain bags are optional.

14. Chevrolet Cobalt/Pontiac G5
Two-Door
SCORE: 117
Consumer Reports' accident avoidance: Much better than average (Cobalt SS)

The Chevy Cobalt and its almost identical twin, the Pontiac G5, are a little more dangerous than average due to their side-impact performance. The IIHS gave the Cobalt a "Poor" evaluation in its side-impact tests, and when NHTSA tested the Cobalt, they noted a safety concern over the higher-than-average likelihood of serious head trauma. Front-side airbags and side-curtain airbags are optional, but stability control is not available.

15. Nissan Xterra
Four-Door SUV
SCORE: 115
Consumer Reports' accident avoidance: Average

The tall, boxy Xterra sport-utility vehicle flaunts its rugged looks toward active young men, and fortunately comes with stability control to help remedy its three-star NHTSA rollover rating and especially high rollover risk. Frontal impact results are passable but unspectacular, at four stars. Side and side-curtain airbags are optional.

16. Saturn ION
Four-Door
SCORE: 115
Consumer Reports' accident avoidance: Better than average

The ION shares its underpinnings with the Chevrolet Cobalt and Pontiac G5, but has some more substantial differences. For instance, the rollover index is slightly better. The ION gets a "Poor" rating from the IIHS in side-impact testing, along with a three-star NHTSA side-impact rating for front occupants. Head-protective side-curtain airbags are optional; stability control is not.

17. Chrysler PT Cruiser
Van
SCORE: 114
Consumer Reports' accident avoidance: Average

The very retro-stylish yet roomy PT Cruiser has been around for quite a few years essentially unchanged, with no major update during that time. NHTSA side-impact performance for front occupants is a modest four stars. Front-seat side airbags aren't standard on all Cruisers, but they're available at extra cost. Stability control isn't available at all.

18. Honda S2000
Convertible
SCORE: 114
Consumer Reports' accident avoidance: Much better than average

The high-performance S2000 convertible has stellar handling and accident avoidance, and gets a surprisingly good five-star rating in NHTSA's side-impact test, plus a top five-star mark for rollover risk. But side airbags aren't at all available on the little, low-riding roadster.

19. Toyota Scion tC
Two-Door
SCORE: 113
Consumer Reports' accident avoidance: Better than average

Like most small, sporty coupes, the tC boasts good handling--as evidenced by CR's "better than average" rating for accident avoidance and a relatively low risk of rollover. But side-impact airbags aren't standard and if not equipped with the optional side airbags and curtain bags, the tC can be a little risky. It received a just-acceptable, four-star side-impact rating,

20. Mazda3
Four-Door/Five-Door Hatchback
SCORE: 113
Consumer Reports' accident avoidance: Much better than average

The Mazda3 has been the darling of automotive critics. The styling is unique and still stands out several years after introduction, the powertrain is peppy, and it's one of the best-handling small cars. Now for the bad part: Both the sedan and hatchback versions of the 3 fared very poorly in side-impact crash tests, garnering a lowly three-star rating from NHTSA and the lowest "Poor" rating from the IIHS. Side airbags aren't standard, either.
(C)Forbes

2007 Hyundai Azera Test Drive

If you can do without a few frills, Hyundai's Azera rides with some heady competition in the near-luxury segment, but at a much lower price.
MSRP: $24,235 - $27,335

Hyundai’s Azera is a midsize, entry-level luxury sedan that replaced the XG350 when it debuted for 2006. It is, in so many ways, light years ahead of that model, which itself seemed to be at least a generation or more behind its Japanese rivals in terms of performance, styling and accommodations. The question, however, is whether the Azera, no matter the improvements over the car it replaces, qualifies as a true competitor to luxury vehicles like the Lexus ES 350, or whether it’s merely Hyundai’s slightly dressier version of cars like the Honda Accord, Toyota Camry or, for that matter, Hyundai’s own Sonata. We’ll take the middle ground and call it a reasonable, and in some ways superior, alternative to models like the Buick LaCrosse or Toyota Avalon.

The Hyundai Azera costs a couple of thousand dollars less than an Avalon, and a lot less than a Lexus ES 350. It’s well equipped with only a handful of options available, but offers nothing in the way of the “gee-whiz” electronics that tend to define the latest luxury vehicles. This helps keep the cost down, but it tends to limit its appeal among gadget freaks that seek status in extolling the virtues of features like adaptive headlamps, “smart key” systems and laser-guided cruise control to their country-club acquaintances.

The car carries over from its inaugural 2006 model year with only minor changes that include new backlit electroluminescent instrumentation of the sort that Lexus has employed since the original LS 400. An engine immobilizer security feature is now included to help shave a few dollars off the car’s insurance premiums for comprehensive coverage, and the side mirrors incorporate turn-signal indicators, a feature that is both practical but also a bit of a conceit, in that luxury cars like Mercedes-Benzes typically have such indicators in their side mirrors.

As with all other Hyundais, the Azera is covered by a warranty that puts most, if not all, of the luxury makes to shame. This includes a five-year/60,000-mile bumper-to-bumper protection that pretty much takes care of everything, save for maintenance and normal wear-and-tear; 10-year/100,000-mile powertrain coverage for major components; and five-year/unlimited mileage roadside assistance, which is essentially a free auto-club subscription for towing and other perks.

As General Motors has discovered, selling cars with a generous warranty is a great way to attract buyers who might otherwise eschew a particular brand for fear of reliability issues. While we have not heard any widespread complaints about the longevity of recent Hyundai models, and their initial build quality is eclipsing that of older brands, according to J.D. Power and Associates’ Initial Quality Study, we’d look at the warranty as a no-cost service contract, which would otherwise cost several thousand dollars if sold by a dealer’s finance and insurance department.

Exterior
Overall, the Hyundai Azera is a handsomely styled, though not particularly flashy, automobile. With the logos covered up, few casual onlookers would likely identify it as a Hyundai, and some might even mistake it for a Lexus or Infiniti. It lacks the overt visual personality of, say, a Jaguar S-Type or Mercedes-Benz CLS-Class, but it’s in no way unattractive.

A wide front grille is flanked by horizontal halogen projector-beam headlamps, and the front fenders flow cleanly to the rear of the vehicle without much in the way of clutter or adornment. Its roofline stays high until curving sharply downward just before the rearward edge of the back door. A higher and more horizontal roofline may not look as sleek as many competing sedans that follow the trend toward swoopy looks, but it does keep taller occupants from bumping their heads when getting in and out of the backseat. A prominent “Azera” logo in chrome between the taillamps is perhaps a bit too brash for what is otherwise a subtlety styled car.

The Limited version of the Hyundai Azera tends to look a bit dressier than the SE, given its larger and fancier 17-inch, 10-spoke aluminum alloy wheels, which are not available as a factory option on the base car.

As is the case with most upscale models, the Azera’s exterior colors tend to be on the sedate side, with silver, beige, green, light blue and gray being the dominant hues. The silver model we drove nonetheless had an attractive and well-executed paint finish.

Interior
If the Hyundai Azera’s outward appearance suggests it’s from one of the upscale Asian brands, the sedan’s interior literally shouts the inference. Its attractive design is straight out of the Lexus sketchbook, and it’s well finished with quality materials used throughout the roomy cabin.

The seats — our test vehicle’s were finished in leather — are supportive and offer sufficient comfort, even over longer treks. Eight-way power adjustments are standard for the driver; the front passenger gets four-way adjustments. It may take some time to find one’s “sweet spot,” as is often the case with multiple-choice cushions, but posterior nirvana is generally obtainable for even those of larger build.

Unfortunately, memory settings for the seats are only offered as part of the $2,550 Limited Ultimate Package on the top model. Heated front seats are standard on the Limited and are optional with the base car in the $1,800 SE Premium Package.

The rear seat offers sufficient room for two six-footers, with a third, albeit shorter, occupant able to fit between them as the need arises. Entry and exit to and from the rear seat is generally good. The rear seat folds flat in 60/40-split sections to maximize cargo-carrying abilities. The fold-down rear seat backs are mainly useful for toting longer objects, as opposed to big, bulky ones like televisions or desks; you’ll want a hatchback or SUV for those items.

A leather-wrapped tilting and telescoping steering wheel with integrated audio-system controls is standard; adjustable brake and accelerator pedals, a boon to motorists shorter or taller than the norm, are only available on the Limited model as part of the Ultimate Package.

The Hyundai Azera’s dashboard is attractive and controls are well laid out. It can be finished in beige, black or gray; choose either of the latter two treatments to avoid distracting reflections on the inside of the windshield on sunny days. While a GPS navigation system remains unavailable, one of the unintended bonuses is that the center stack of audio, climate-control and other switchgear is uncomplicated and intuitive to operate, without the necessity for a touch screen or confusing integrated multimedia controls you’ll find on many other upscale models. (Besides, you can always purchase an inexpensive portable navigation device for journeys into unfamiliar areas.) All buttons and switches are well identified and large enough to operate while wearing gloves.

The Azera SE comes adequately equipped with an AM/FM/CD stereo that can play MP3 files on discs, automatic air-conditioning and the usual power accessories. The Limited adds wood trim and a power rear sunshade. Front, front side and head-curtain airbags are included across the line, as are “active” head restraints designed to mitigate whiplash injuries in rear-end collisions.

A power sunroof and a CD changer are available on both versions, while a power tilt/telescoping steering wheel, rain-sensing wipers, power folding outside mirrors and the adjustable pedals with memory setting are only offered through the Limited Ultimate Package.

Performance
The Azera’s all-aluminum 3.8-liter V6 engine operates smoothly and quietly, and it employs the latest technology like variable valve timing to generate a more-than-adequate 263 hp. The engine provides more muscle than many midsize sedans in the same price range and is only slightly less powerful and a bit courser in operation than the Lexus ES 350’s 275-hp V6.

A five-speed automatic is the only available transmission, and it performs admirably. It affords manual gear selection for added control while careening through twisty curves or for dropping a gear as you hit a highway on-ramp.

At an estimated 17 mpg city/26 mpg highway, the Azera is neither an economy car nor a gas guzzler. Depending on how you drive, you can expect those figures to be off by a few miles per gallon in real-world use, but not prohibitively so.

While the Azera is certainly no sport sedan, it behaves admirably in most respects, with ample comfort and relatively neutral front-drive handling characteristics. Front-drive vehicles have most of their weight over the front wheels, and so they don’t generally feel as nimble as many rear-wheel-drive cars.

We found the Hyundai Azera to be pleasant in our urban and highway jaunts alike. Its suspension is tuned on the soft side, but the car doesn’t wallow over bumps and pavement imperfections. The car’s speed-sensitive power steering applies more assistance at lower velocities to make parking and garage maneuvers easier, but it tightens up on the highway when a more-solid feel and higher steering effort are advantageous. The car’s turning radius is reasonably tight, so it requires little effort to parallel park, though unlike other models in its class, neither rear proximity warnings nor a backup camera are available to make the chore that much easier.

The larger 17-inch wheels and all-season tires on the Limited (the SE comes with 16-inch rims and rubber) help improve the car’s ride and handling a bit, but not dramatically so. Four-wheel disc antilock brakes with electronic brake-force distribution are standard and help bring the car to a stop with reasonable authority and control. The Hyundai Azera does not have a brake assist function found on many luxury cars; this feature brings an added margin of safety in panic-stop situations by applying maximum braking force when a panic stop is detected.

Stability and traction control systems are included to help mitigate wheel slippage and prevent a loss of control in extreme handling situations and/or slippery surfaces. Both systems work well, though (as in most vehicles) you’ll want to switch the traction control off when attempting low-speed maneuvers, especially parking, in measurable snow when a certain amount of wheel slippage is otherwise unavoidable.

All in all, we think that the Hyundai Azera is a solid value and one worth considering for those who don’t care about brand clout or having the latest high-tech gizmos. Its amenities, quality and performance are at least equal to those of competing models in its price range and even stand up well to more-expensive models. Just bear in mind that if you like sporty driving dynamics, this probably isn’t the car for you.
(C)Forbes

Top 10 Off-Road Luxury SUVs

Ironically, some of the most luxurious and expensive SUVs are the best equipped for dirty off-road duty — not that most drivers will ever test these capabilities.

Even though most drivers would shudder at the thought, some of the priciest, most luxurious SUVs relish trouncing through mud, bounding over boulders and powering up steep inclines. Think of them as well-mannered brutes, frustrated for lack of opportunity to display their brawn.

As car buyers abandon truck-based SUVs for car-based ones — called “crossovers” by industry insiders — to gain more on-road comfort and capability, it’s the costlier truck-like models that continue to flaunt true rock-crawling abilities. (Click here to read about the difference between car- and truck-based SUVs.)

“This is the carryover from the idea that any ‘real’ SUV had to be able to get to the top of the mountain with its 4x4 system,” says George Peterson, president of AutoPacific Group, a California-based automotive research firm. In many ways, this makes a luxury SUV the vehicular equivalent of costly professional-quality stove and oven ranges sold to wealthy people who don’t cook much but would like to think they have the tools to whip up a gourmet meal if the need ever arises.

“Substantially less than 10 percent [of luxury SUV owners] indicate that they actually go off-roading,” says AutoPacific’s Peterson. “We actually think that the percentage that actually off-roads is less than 5 percent, but we have to go with what the owners report.”

While some lower-cost SUVs like the Jeep Wrangler and Nissan Xterra boast the largest percentage of “real” off-roader enthusiasts — Jeep says 60 to 80 percent of Wrangler owners take their vehicles to the trails — some large luxury models are equipped to tackle tough terrain. “The price of a Land Rover has always been higher than many other four-wheel-drive vehicles, based not just on luxury but on capability,” says Bob Burns, off-road events manager for Land Rover North America. “Range Rover customers want to buy the best and want to experience what their vehicles are built to do.” Go to the Land Rover Showroom to compare prices for different models.

Land Rovers have the highest off-road penetration among luxury SUVs, with 26 percent of all LR3 owners engaging in “real” off-roading, and 22.2 percent of all Range Rovers and 14.8 percent of Range Rover Sport drivers occasionally leaving the pavement. By contrast, the study found that no Cadillac Escalade EXT, Infiniti QX56 and Volvo XC90 owners ever venture off-road. (See the chart below for more data.)

Defining 'Off-Road'

How motorists define off-road driving affects those numbers. “Off-road for some of these folks could be in the shopping mall parking lot,” Peterson says. “We try to get at that by differentiating ‘real off-roading’ with ‘getting to fish/camp/hike sites’ in our study.” In other words, AutoPacific defines “real” off-roading as driving on rugged off-road trails, versus merely traversing a dirt or gravel path to access a fishing, hiking or camping site, for instance.

“The definition of ‘off-road use’ varies greatly, and we’re OK with that,” says Land Rover’s Burns. “Some customers consider it to be the snowy driveway to the ski house, while others may well define it as scaling the Sierra Nevada mountain range.”

Industry analysts agree that among all luxury SUV brands, Land Rover does the best job of creating an active community of off-roaders. For starters, most dealerships maintain their own off-road test courses, which can range from a simple hill climb to a full-blown facility for buyers to test their vehicles’ mettle and their own fear threshold. Beyond that, Land Rover dealers help make sure their customers have access to an assortment of off-road events and excursions.

“Our owners have the option of learning how to drive their vehicles off-road at a driving school, a retailer-organized event, or they can take a dive off the deep end by signing up to attend a Land Rover Adventure,” Burns says.

SUVs have been around for decades, arguably starting with limited but growing enthusiasm for truck-based station wagons post-WWII that were generically called “Suburbans” (long before Chevrolet trademarked the name. Luxury SUVs are a more-recent phenomenon. Born out of the SUV boom in the 1990s, today every mainstream luxury brand except for Jaguar offers at least one SUV.

Kings of Off-Road

Vehicle	Percent of owners who drive off-road
Acura MDX	1.4%
BMW X3	7.4%
BMW X5	4.3%
Cadillac Escalade	2.2%
Cadillac Escalade EXT	0.0%
GMC Yukon XL	6.1%
Infiniti FX	2.2%
Infiniti QX56	0.0%
Land Rover LR3	26.0%
Land Rover Range Rover	22.2%
Land Rover RR Sport	14.8%
Lexus GX 470	6.1%
Lincoln Navigator	9.1%
Mercedes M-Class	3.1%
Porsche Cayenne	10.5%
Subaru B9 Tribeca	3.5%
Volkswagen Touareg	9.8%
Volvo XC90	0.0%
Average Luxury SUV	7.15%

What to Look for

There are some basic parameters that every SUV must have for serious off-road duty. Primary among them is a four-wheel-drive system with low-range gearing that enables a slow crawl often needed to negotiate rough terrain.

Other important specifications include ground clearance, approach and departure angles, and fording depth. Go to the next page for definitions of these terms. A host of expensive accessories are available to improve off-road performance and safety. But instead of focusing on expensive add-ons, like brush guards and winches, those serious about off-roading should invest in training, off-roading expert Pietschmann says.

“The main thing you want to have when you’re off-roading is a prepared driver,” he says. “Ninety percent of everything off-road has to do with the driver — only 10 percent depends on the equipment.”

Bill Burke, an off-road driving instructor who runs 4-Wheeling America, in Fruita, Calif., stresses that drivers should adhere to the “three Ps” of off-roading:

• Patience – Drive slowly enough to be able to gauge the terrain and react accordingly.

• Planning – Stop and decide exactly how to negotiate an obstacle rather than just plow forward without a plan.

• Practice – Learn the capabilities of your vehicle and its equipment in safe surroundings before setting out to conquer a remote trail.

It’s also imperative to always be mindful of how the vehicle will impact the environment, Burke says. “Treat the outdoors where you drive like your own home — take care not to damage it or clutter it." Land Rover's motto of “tread lightly” encapsulates this idea.

Prior to the SUV boom of the 1990s, most SUVs were referred to as “four-by-fours,” expressed as “4x4s,” by virtue of four-wheel-drive systems that imbued them with nearly superhuman off-road and foul-weather abilities. Back then you had to get out of the truck and manually “lock” the front wheel hubs to send power to all four corners, however. Today’s 4x4 systems are much more sophisticated and come in several varieties, each of which is skewed more toward either off- or on-road use.

Here’s a quick rundown of the various similarities and differences between the competing types of systems:

• Part-Time 4WD: Typically the most-basic type of 4WD system found on the least-expensive models; the engine powers only the rear axle until the driver pushes a button or shifts a lever to engage the front wheels. Vehicles with this system include the Jeep Wrangler and Nissan XTerra.

• Full-Time 4WD: A driver can choose between rear-drive, 4WD and an “automatic” mode that engages the front wheels as needed when sensors detect wheel slippage. This system typically affords the best compromise between on- and off-road use. Vehicles with this system include the Chevrolet Tahoe and Ford Expedition.

• Permanent 4WD: Found on many higher-priced SUVs, this includes the automatic system mentioned above, but doesn’t offer two-wheel-drive. To some degree, all four wheels receive power at all times. Such systems may or may not include low-range gearing for extreme off-roading. Vehicles with this system include the Hummer H2 and Land Rover Range Rover.

• All-Wheel Drive: Similar to permanent 4WD and available on most car-based “crossover” SUVs and a few truck-based SUVs. AWD not only boosts traction, but also can improve cornering abilities on-road. Some systems vary the amount of power sent to each wheel, individually. Unlike 4WD, however, no low-range gearing is included, which means the system is not intended for serious off-roading. Vehicles with this system include the Buick Enclave, Cadillac Escalade, Lexus RX 350 and Mercury Mountaineer.

Some automakers will refer to their car-based SUVs as having 4WD, when really they’re equipped with AWD. This is a marketing ploy to create a burly image. The rule of thumb is that if it doesn’t include a switch or lever to engage low gear, it’s not a true 4WD system.

About Our Ranking

In our top 10 list of luxury off-road SUVs, we’ve listed the models retailing for $30,000 or more that we feel are the most rugged, based on a combination of personal experience, published performance reports and the manufacturer’s specifications.

We’ve included a few critical specs in that regard for each model on the list: ground clearance, approach and departure angles, and fording depth (see below for definitions of each). Sometimes these numbers are expressed as a range because the measurements either differ from version to version within a particular model line — given different suspension systems, tires and so on — or vary because of features like an adjustable-height suspension. We’ve also included a list of off-road enhancements available as factory options for each ranked model, though separate dealer-installed accessories may also or alternately be offered.

Definitions

• Ground clearance: One of the key specs for those looking to take an SUV off-road, ground clearance refers to the space between the lowest point on a vehicle’s chassis and the ground beneath it. The higher the ground clearance, the less likely the underbody and associated components will sustain damage over rocky and uneven terrain. Generally, this is measured from a point under the differential housing, though on some models this may not actually be the lowest spot, so bring a tape measure with you if you’re serious about comparing various models’ ground clearances. A serious down side to having higher ground clearance is the resulting higher center of gravity, which adversely affects the vehicle's on-road handling and makes it more susceptible to rollovers. Many luxury SUVs offer suspensions that can be lowered for highway use and raised for added off-road clearance at the push of a button.

• Approach angle refers to the steepest incline angle a vehicle can drive up from a flat surface without damaging the front bumper or undercarriage.

• Departure angle is like the approach angle for the back of the vehicle. It refers to the degree of incline a vehicle can negotiate without having the rear bumper or other overhang scrape.

• Fording depth represents the maximum depth at which an off-road vehicle can operate in water. Fording depth is important if you plan to cross creeks and streams along a trail.

10. Volkswagen Touareg
The Touareg hasn't been a big seller, despite being both luxurious and capable. It shares some components with the Porsche Cayenne. A standard 4Motion permanent AWD system enables the Touareg to scale a 45-degree grade; a sophisticated suspension gives relatively responsive on-road handling. Three engine choices include a 310-hp 5.0-liter V10 turbodiesel that generates 553 pound-feet of torque for extreme pulling and climbing power. A freshening later this year will rechristen it the Touareg 2.

Off-Road Specs:
Ground Clearance: 6.3-11.8 inches
Approach Angle: 28-33 degrees
Departure Angle: 28-33 degrees
Fording Depth: 19.7-22.8 inches

Off-Road Options:
Rear Locking Differential ($700)



9. Lexus GX 470
Introduced as a smaller and lower-cost alternative to the LX 470, the GX 470 is essentially a luxury version of the Toyota 4Runner with a V8 engine. A full-time 4WD system is standard, the vehicle's ActiveTRAC technology is able to apply the brakes to a slipping wheel while transferring the engine's power to wheels with better traction. An optional Kinetic Dynamic Suspension System hydraulically controls a set of oversized front and rear stabilizer bars to further enhance its trail response.

Off-Road Specs:
Ground Clearance: 8.3 inches
Approach Angle: 31-30 degrees
Departure Angle: 25-29 degrees
Fording Depth: N/A

Off-Road Options:
Kinetic Dynamic Suspension System ($1,750)



8. Porsche Cayenne
After taking the 2007 model year off, the Porsche Cayenne is updated and reintroduced as an early-2008 entry. As before, it's offered in 290-hp base, 385-hp S and 500-hp Turbo S models, the latter of which boasts the best off-road specs, but is priced just short of $100,000. The Cayenne's sophisticated 4WD system can send up to 100 percent of the vehicle's traction to the front or rear axle if needed. The available Porsche Dynamic Chassis Control (PDCC) system limits vehicle roll on pavement through corners and enables maximum axle articulation and improved traction off-road.

Off-Road Specs:
Ground Clearance: 8.6-10.7 inches
Approach Angle: 28.6-31.8 degrees
Departure Angle: 22.8-25.4 degrees
Fording Depth: 19.7-21.9 inches

Off-Road Options:
Fire Extinguisher ($140); Off-Road Technology Package ($2,640; includes rear differential lock, rocker panel protection, additional skid plates and undercarriage protection); Porsche Dynamic Chassis Control ($3,510); Sportdesign Package with Off-Road ($3,395; includes front and rear lower bumper covers, extended roof spoiler and rocker panel extensions, front and rear stabilizer bars that can be disconnected hydraulically, rear differential lock, additional skid plates and undercarriage protection, headlamp washers, additional tow lug)



7. Mercedes-Benz G500
Derived from a German military vehicle designed in the 1970s, the G500 soldiers on as an unabashedly boxy, low-volume, high-priced and somewhat eccentric luxury SUV. While it offers a comfortable cabin, the G500 remains rugged and is one of the few SUVs of any kind to offer three separate locking differentials for exceptional off-road aptitude. Its 292-hp V8 engine has to work hard to move the un-aerodynamic bulk with authority; the G55 AMG version includes a much-quicker 469-hp supercharged V8, but at a steep price.

Off-Road Specs:
Ground Clearance: 8.3 inches
Approach Angle: 36 degrees
Departure Angle: 27 degrees
Fording Depth: 19 inches

Off-Road Options:
N/A



6. Lexus LX 470
Lexus' upscale version of the venerable Toyota Land Cruiser excels as a posh off-road adventurer, thanks to a hardy, full-time 4WD system that features a locking center differential and four-wheel traction control. A height-adjustable adaptive suspension provides added ground clearance for off-road use. While the 2007 model's 4.7-liter V8 is rather meek at 268 hp, the vehicle will receive a more-powerful 381-hp 5.7-liter V8 engine with its 2008 redesign, which will prompt a name change to the LX 570.

Off-Road Specs:
Ground Clearance: 9.8 inches
Approach Angle: 30-32 degrees
Departure Angle: 23-26 degrees
Fording Depth: N/A

Off-Road Options:
N/A



5. Land Rover Range Rover Sport
This big SUV is sporty by SUV standards, thanks largely to well-balanced handling and strong engines (300-hp V8 or 390-hp supercharged V8). However, the Range Rover Sport can be just as entertaining on the trails. It shares the LR3 and Range Rover's low-range 4x4 gearing, lockable center differential and the Terrain Response system that maximizes performance according to five settings that correspond to different road conditions; three of which are off-road (mud, sand and rocky surfaces).

Off-Road Specs:
Ground Clearance 7.4-9.6 inches (front); 7.9-10.0 inches (rear)
Approach Angle: 30.2-34.0 degrees
Departure Angle: 26.0-29.0 degrees (with spare tire); 13.9-16.9 degrees (with tow bar)
Fording Depth: 27.6 inches

Off-Road Options:
Locking Rear Differential ($500); Dynamic Response Package ($2,000; includes dynamic-response suspension, Brembo front brakes)



4. Land Rover LR3
You could certainly pay less for a midsize SUV, but few combine the inherent luxury and off-road readiness of the LR3. Known as the Discovery in other markets, this upper-crust Brit offers a choice of V6 and V8 engines, with five- or seven-passenger seating. A center-locking differential, a long list of chassis control functions and the automaker's adjustable Terrain Response system combine to deliver secure handling and a smooth ride in a wide range of conditions.

Off-Road Specs:
Ground Clearance: 8.0-10.2 inches (front); 8.4-10.6 inches (rear); 7.3-9.5 inches (under differential)
Approach Angle: 32.2-37.2 degrees
Departure Angle: 24.9-29.6 degrees
Fording Depth: 27.6 inches

Off-Road Options:
Heavy-Duty Package ($625; includes active locking rear differential, full-size spare with alloy wheel)



3. Mercedes-Benz GL450
Introduced for 2007, the seven-passenger GL450 is well suited for both carpooling and off-roading. Unlike most 4x4s, it's built on a reinforced unibody structure that affords more of a car-like feel on pavement than the truck-based competition. Be aware, however, that you'll need to specify the $2,200 Off-Road Package to maximize ground clearance and off-road prowess. A 4.6-liter V8 engine is rated at a hearty 335 hp and comes mated to a seven-speed automatic transmission.

Off-Road Specs:
Ground Clearance: 7.9-10.9 inches
Approach Angle: 33.0 degrees
Departure Angle: 27.0 degrees
Fording Depth: 19.3-23.6 inches

Off-Road Options:
Off-Road Package ($2,200; includes additional ground clearance, locking differentials, underbody skid plates, adaptive damping suspension)



2. Land Rover Range Rover
With a well-heeled British pedigree, the V8-powered Range Rover continues to lead SUVs that venture into the wilderness. It's also one of the costliest, most luxurious SUVs offered. Land Rover's Terrain Response system allows the driver to tailor the vehicle's electronic controls and traction aids according to various road conditions, while an electronic rear differential (standard on the 400-hp Supercharged model and optional on the 305-hp base version) improves the vehicle's already tenacious trail-forging talents.

Off-Road Specs:
Ground Clearance: 8.7-11.0 inches (front); 9.5-11.5 inches (rear)
Approach Angle: 29.0-34.0 degrees
Departure Angle: 24.2-26.6 degrees (with spare tire); 15.2-17.4 degrees (with tow bar)
Fording Depth: 27.6 inches

Off-Road Options:
Locking Rear Differential ($500)



1. Hummer H2
Though it has become the mascot for excessive consumption, the Hummer H2 is nonetheless one of the most capable off-road vehicles around. A rugged, full-time 4WD system with low-range gearing enables it to climb 16-inch steps and rocks; short front and rear overhangs and a generous ground clearance mean there's less of a chance the vehicle will get hung up on bumpy trails. A 325-hp 6.0-liter V8 offers ample power and a 7,000-pound tow rating.



Off-Road Specs:Ground Clearance: 9.7-10.1 inches
Approach Angle: 39.8 degrees
Departure Angle: 37.1 degrees
Fording Depth: 24 inches

Off-Road Options:
Adventure Kit ($325; includes two-way radios, tire deflators, light, binoculars, compass, wind-resistant lighter); Adventure Series ($2,530; includes brush guard, first-aid kit, roof rack, CD changer, air suspension, tool kit, floor mats); Brush Guard (basic, $525; wrap-around version, $675; chrome wrap-around version, $995); Off-Road Lights ($1,410); Spot Lamps ($450; roof mounted, $998); Taillamp Protectors ($250; chrome, $350)
(C)Jim Gorzelany, Forbes

Hot-Selling Cars in 2007

The arrival of several new convertibles, such as this Volkswagen Eos, is boosting convertible sales, which are likely to reach a record this year. Convertibles, small cars and hybrids are in while big pickup trucks and Hummers aren't as popular as they used to be.

As sales of large trucks and brutish, truck-based SUVs decline this year, more car shoppers than ever before are taking home new, fuel-thrifty, gasoline-electric hybrids like the Toyota Prius and Honda Civic Hybrid.
In fact, the Prius and Civic Hybrid are on track to set U.S. sales records in calendar 2007.

The Prius alone could break the 200,000 sales barrier by Dec. 31, which would be a first for a hybrid in the U.S. That means more new Priuses are sold than Ford Mustangs or Honda Odyssey minivans.

See which vehicles are the Bestsellers So Far in 2007

Small Cars Are "Big"
Also big on shoppers' lists today: small cars—especially the newer ones such as subcompacts—with small price tags, accommodating interiors and, of course, good gas mileage.