2012 Buick Verano

The all-new 2012 Buick Verano certainly isn't the first compact sedan from Buick. But while past lackluster efforts have been merely badge-engineered versions of Chevrolet models, GM argues that the Verano is something markedly more luxurious—and worth the extra few thousand over the nearly identically sized Chevrolet Cruze.

The Verano is, in all fairness, a completely different vehicle. It's assembled in a different plant than the Cruze and shares no body panels, as well as no parts above the floorpan—even though these two models do share a common architecture. Inside, the Verano gets richer leather, a standard voice-activated touch-screen infotainment system, and true luxury features like a heated steering wheel.

Especially from the side, the Verano tends to look like a large sedan—in particular, Buick's LaCrosse—sized down. The long, arching roofline and additional front mini-windows tend to stretch it out a bit visually, as do the low hoodline combined with the bold vertical grille. We like most of the chrome accents—including the light strokes of chrome that angle around the rear corners then angle downward to the center in back—but the Buick 'ventiports,' which have again found their way atop the Verano's fenders, look tacky as ever.

The Verano, with its 180-horsepower, 2.4-liter direct-injection four-cylinder engine, is by no means quick; but its six-speed automatic transmission has been fully reworked for quicker yet smoother responses, so it's a very refined combination. Four-wheel disc brakes provide plenty of stopping power, even if the pedal feel is old-lux spongy. Handling is better than you might think, given the Verano's relatively soft ride; it's safe, responsive, and even quite fun, with a sense of confidence and more enjoyment than in cushy alternatives such as the Lexus ES 350.

The Verano's EPA ratings, of 21 mpg city, 31 highway, aren't all that impressive next to some other non-luxury compact sedans—like the Chevrolet Cruze or Ford Focus, for example—but they're better than nearly all luxury-brand sedans its size (except for hybrids like the Lexus HS 250h and Lincoln MKZ Hybrid).

What does distinguish the 2012 Verano from less-expensive compact sedans, along with many premium-brand models, is its phenomenally refined, comfortable, quiet interior. Quiet Tuning is a keyword at Buick, and it describes much of the Verano's personality. Through meticulous sound-deadening measures like triple-sealed doors, laminated side glass, an acoustic windshield, and various foams, baffles, and mats, the Verano is very, very quiet inside. Buick has worked to isolate road, wind, and engine noise, so even if you're driving the Verano hard, on some of the coarsest surfaces, you'll be able to have a soft-spoken conversation.

Interior appointments are also worthy of being compared to those of any luxury car this size. And thanks to its front-wheel-drive layout, the Verano has a very spacious interior. Front seats are superb, with all-day support for a wide range of drivers, along with plenty of seat travel and headroom for the tallest drivers. Rear seats are well contoured for adults, too; the only thing that calls the Verano out as a compact is the need to compromise legroom between front and rear if there are several lanky occupants riding at once. Trunk space is large and well-shaped, and rear seatbacks fold forward nearly flat, with a wide opening.

Crash-test ratings aren't yet out for the 2012 Verano at the time of posting, but GM expects to achieve top five-star federal results, as well as Top Safety Pick status from the IIHS. Equipment-wise, it's all here: ten standard airbags, electronic stability control, and anti-lock braking with brake assist, as well as OnStar Automatic Crash Response. Rear parking assist is available.

The Verano is clearly not a Cadillac, but it's not priced as one either. For just $23,470, the base 2012 Buick Verano comes equipped with an impressive roster of features, including dual-zone automatic climate control, steering-wheel controls, Bluetooth, a USB input, and the Buick Intellilink touch-screen interface, which includes voice controls as well as Pandora and Stitcher apps. A Convenience Group adds heated side mirrors, an auto-dimming rearview mirror, and rear parking assist, while a Leather Group adds to that heated seats, a driver power seat, Bose surround sound audio, push-button keyless start, and premium leather upholstery. A heated steering wheel and nav system are among the few options, with a fully loaded Verano priced well under $30k.

2012 Nissan Quest

After a long drought without new products, the minivan segment saw every one of its competitors replaced or refreshed in the 2011 model year. That's epic change--or so it seems. For the best sellers--Sienna, Odyssey, the Chrysler minivans--the changes were more updates than reinventions. Not so for the Nissan Quest, which changed everything, from the place it was built to the way it offered up seating for seven. It wasn't all for the better, and though the Quest is still one of the top choices for families that want one vehicle to do it all, it's fallen back in the pack.

The latest Quest is smaller and taller. It loses its droopy look for an upright stance and lots of flared lines in front, with a straight-edged passenger box that's more than a little like that on the Ford Flex crossover, with a pillarless look down its sides and a blunt, almost vertical tail. It's crisp and angular, and clearly derived from its home market, where it's been on sale as the Elgrand for a couple of years. The interior design is more formal, less risky, too, with lots of woodgrain trim across a fairly plain-looking dash that stacks some controls in unintuitive places. The audio controls are split into two locations, and some switches are to the right of the shifter, halfway out of sight.

A 3.5-liter V-6, coupled to a continuously variable transmission, is the Quest's only powertrain. It doesn't grumble as much here as it does in some other Nissans, and it's pretty perky for such a large vehicle. The steering has good feedback, the CVT has some pre-programmed "shift' points to cut down on typically rubbery response, and body roll is tempered more than in other big minivans. In all, the Quest has the best handling of its kind, which follows its slightly more compact footprint. Gas mileage is among the lowest of the front-drive minivans.

The Quest's use of space is a little disappointing. It's still a big vehicle in the grander scheme, and front-seat passengers won't lack for leg or head room, or for storage of small items. From there, the Quest slips behind other minivans, first with sliding side doors that don't open wide enough to load in large people or objects. The last time around, the Quest had fold-away seats in the second and third rows. Now the seats fold forward, but don't disappear into the floor, and they can't be removed. The third-row seat folds flat, too, but stays in place while every other minivan's third-row seat folds away to create a flat cargo floor. A lot of usable space is lost in the process, and in a type of vehicle that places a priority on seating, space, and safety, it's a let down.

The IIHS says the Quest earns "good" ratings for front and side impacts, but gives it "acceptable" scores for roof crush. The base van comes with the usual airbags and stability control, but all-wheel drive is not offered, and to get Bluetooth and a rearview camera--essential safety items, we think--you'll have to spend more than $32,000. With major options--such as power side doors and a power tailgate; leather; satellite radio; and a DVD entertainment system--it's possible to spend nearly $40,000 on Nissan's minivan.

2012 Nissan Murano

The Nissan Murano's grown popular because it has so few of the usual tired SUV cliches. It's a five-seater without much off-road ability or towing capacity, and it's stylish, too--almost to a fault.

The Murano is a good-looking tall wagon, and ties together its sheetmetal and its cabin in a convincing way. This generation's much more flamboyant than the first Murano, and the toothy, chromey grille is a distraction from the rest of the buff, smoothly integrated design. It's as slickly styled inside, with a unified look that coordinates well with the slightly bulbous shape.

All Muranos are powered by the latest iteration of Nissan's VQ engine. Here, the 3.5-liter V-6 puts out 260 horsepower through a continuously variable transmission (CVT). We're not usually enthusiastic about driving CVTs, but Nissan tunes their performance well with the Murano, giving it brisk acceleration without an excess of the drivetrain noise CVTs can induce. Unlike the smaller Rogue, though, the Murano's transmission doesn't have pre-programmed "gears," and it's still a bit rubbery compared to a conventional automatic. Fortunately, the Murano's above average when it comes to handling, with responsive steering and an absorbent, slightly firm ride. Most models are front-drive, but all-wheel drive is available, and comes standard on the most expensive Murano LE. Gas mileage tops out at 18/24 mpg; the latest turbo Ford Edge, by comparison, nets 31 mpg on the highway cycle.

The Murano's swept-back styling cuts down on usable interior space. Its utility is significantly hampered by the low roofline and the sloping rear end, especially when compared to the more upright Ford Edge. The Murano's front seats are comfortable, and can be adjusted to fit a wide variety of drivers, though the sunroof cuts deeply into head room. The rear bench seat is lower to the floor than we'd like, and head room is still scant for tall adults, as is leg room. As a four-seater, though, the Murano suffices. There's not a lot of cargo space available behind the second row when it's in use, and the cargo floor sits higher than in some crossovers, but the rear seat folds forward to expand storage space.

Crash-test scores from the NHTSA give the Murano four stars overall, and the IIHS rates it "good" for front- and side-impact protection, but calls its roof strength "marginal."

Standard features on the Murano include power windows, locks and mirrors; climate control; and an AM/FM/CD player. Other available features include a heated steering wheel; Bose audio; leather upholstery; a navigation system; Bluetooth; and a rearview camera. Adding up options on a high-line Murano can push its pricetag into Infiniti territory, overlapping that brand's even more compact EX35 crossover.

2012 Porsche Cayman

Do you love the Porsche Boxster's performance, styling, and price, but want a hard top? If so, the Cayman is what you're looking for. It's built on the same basic architecture, and in many ways, it's a great stand-in for its bigger, more expensive brother, the 911.

Few changes arrive for the 2012 model year, though a new Cayman R model joins the ranks. Not changing much is good news, however, as the Cayman is already a great car. Sexy lines, classic Porsche details, and the clear look of a dedicated sports car mark the outside, while inside, there's perhaps less Porsche heritage than we'd like, but it's a coherent, well-styled cabin, and highly customizable. 

Performance, as you'd expect, is fantastic. Grip is phenomenal, with or without the optional adaptive suspension, and power from the mid-mounted flat six sings. Steering is precise, the brakes deliver pedal feel that's rare outside the brand, and the PDK dual-clutch transmission clicks off shifts with unflappable ease. The 19-inch wheel upgrade adds style without destroying the ride quality, and the Sport Chrono package sharpens the whole car into a truly vivid experience. 

Three Cayman models are available: Cayman, Cayman S, and Cayman R. The base Cayman comes with a 265-horsepower 2.9-liter flat six-cylinder, while the Cayman S upgrades that to 320 horsepower and 3.4 liters. The razor-edge Cayman R, which strips out about 120 pounds by reducing features and content, gets a 3.4-liter six rated for 330 horsepower. 

Seating is perhaps the one weak point in the base Cayman configuration, with somewhat less bolstering than we'd like given the car's capabilities. The upgraded adaptive sport seats are much better, though the active bolsters during cornering can be distracting. Headroom is great, as the roof is higher inside than it appears to be outside, and the long-haul comfort in general is very high. 

Standard Bluetooth connectivity and a universal audio interface make the base-spec features list a bit more thorough, but cruise control is still an option, as is navigation, as are the adaptive sport seats, adaptive headlights, and adaptive suspension. Using some of the higher-tech optional features can be frustrating due to the button-heavy control scheme, but the LCD display is crisp and clear. 

The 2012 Porsche Cayman hasn't been rated by the NHTSA or IIHS, but all models include dual airbags for driver and passenger, pre-tensioning seat belts, side-impact protection, standard ABS plus stability and traction control, and optional dynamic cornering lights.

2012 Lincoln Navigator

Standing as one of the few stalwarts of the old guard of full-size SUVs, the stately Lincoln Navigator carries a full load of passengers readily, yet just as easily takes on the truck-like duties of towing. 

As a truck-based SUV, the Lincoln Navigator hasn't seen a need to change its appearance much over the years. It retains its tall, boxy, body-on-frame makeup and its heavy dose of chromed trim. Instantly recognizable and even iconic among some subcultures, the Navigator's styling cues remain true to the brand's heritage, with some elements traceable all the way back to the 1960s station wagon era. Not everyone will love the Navigator's bold look, but others will find it to be exactly what they're after. The same holds true inside, with retro-themed gauges and styling that still gets the job of conveying information done smartly.

Whether you choose the standard Navigator or the longer-wheelbase Navigator L, you'll get a 5.4-liter V-8 engine rated for 310 horsepower and your choice of two- or four-wheel drive. Both Navigators are able towers, rated for 9,100 pounds. Once you add in the Navigator's own 6,200-pound curb weight, however, a full load on the trail can put a strain on the engine, especially in comparison to modern heavy-duty trucks with similar towing capacities. Nevertheless, the transmission is up to snuff, shifting easily and keeping engine revs low. 

Handling is about what you'd expect of a large SUV: it's stable and solid, but there's plenty of body motion and nosedive in quick maneuvers and stops. Four-wheel independent suspension smooths out the ride and makes the most of the Navigator's abilities, however.

Inside, the 2012 Lincoln Navigator is more upscale than its close corporate cousin, the Ford Expedition. Noise insulation, higher-grade materials and more touchable finishes make the Navigator a true luxury-grade vehicle. A few small exceptions to the quality feel are the hard plastic trim elements, chrome-painted plastics, and sometimes cheap-feeling switchgear. Despite the small downside, there's not shortage of handy small storage spaces or cupholders.

Seating is comfortable and roomy throughout the Navigator, though the Navigator L offers better access to the third-row seats thanks to its 14.7-inch longer wheelbase. Some of the Navigator L's extra length also expands its cargo capacity, though both models offer plenty of room for the average family. 

When it comes to features and available equipment, the Navigator lives up to its exterior promise: plenty of space for plenty of stuff. The 2012 Navigator even offers a dash of high tech courtesy of the SYNC infotainment system, which includes Sirius Travel Link, voice-activated control of climate and navigation, and real-time traffic and weather searches. New for 2012, the SYNC system in the Navigator also features AppLink, which enables voice control of select smartphone apps.

Along with the SYNC system, HD Radio and power-deployable running boards are also standard. Other interesting features include a rearview camera system, rain-sensing wipers, capless fuel filling, Front Park Assist, heated second-row seats.

When it comes to safety, you might think the size of the Navigator alone would lend itself to near-invulnerability, but the two-wheel drive versions of the Navigator only score three out of five stars in the NHTSA's rollover rating. Four-wheel-drive models rate four out of five stars, however. Neither the NHTSA nor the IIHS has published crash test ratings for the 2012 Lincoln Navigator. For 2012 the Navigator adds standard integrated spotter mirrors to improve safety when maneuvering the vehicle in tighter confines.

2012 Jeep Liberty

No question about it, the Jeep Liberty is boxy and rugged. And while we're becoming accustomed to seeing carlike vehicle masquerading in trail clothes, that's not at all the case here: The 2012 Jeep Liberty remains mostly truck. But for families who plan on spending most of the time on pavement—and with the trail-focused Renegade model dropped—the Liberty's appeal is limited because of its poor fuel economy and lack of comfort.

Looking tough and traditional—though a bit slab-sided from some angles—the Jeep Liberty appearance hasn't changed much over the years. A few years ago, Jeep amped up the macho-man appeal and added chunky details to look even more trail-tough. The Liberty's styling inside keeps to that role with a stark and simple look, although there are more hard plastics than in most crossovers this size.

The Liberty's powertrain can move the Liberty quickly enough, but we have no kind words for it. The 210-horsepower, 3.7-liter V-6 engine is torquey enough, but its rather low-revving, raspy, and not altogether smooth character just barely fits in with the Liberty's more rugged character. Because it's a low-revver, relatively speaking, it manages just fine with the somewhat rough-shifting four-speed automatic. But this powertrain's true downfall is gas mileage; at 15/21 mpg with 4WD, the Liberty is no more fuel-efficient than a full-size SUV.

Off-roading remained one of the best reasons for choosing the Liberty over a more easygoing crossover model, yet Jeep has, puzzlingly, dropped the trail-focused Renegade model for 2012. Two 4WD systems remain offered: Selec-Trac II is a full-time system that's also off-road capable but better oriented for snowy roads, while Command Trac is a part-time system intended for trail-running.

At first impression, the 2012 Jeep Liberty feels relatively well laid-out—as well as airy, given the tall greenhouse. Seats feel skimpy, though, and don't offer much support. But there's enough space in back, even for adults on a weekend trip, for instance. And the story is pretty good if you plan to haul cargo and gear: The cargo floor is low, too, and the seats fold neatly.

But there's still plenty to make the Liberty an unappealing choice in today's market, which is brimming with well-designed, family-friendly utility vehicles. The Liberty's on-the-road ride and refinement are probably the biggest turn-offs of this vehicle. There's a fair amount more interior road and wind noise than in more carlike compact crossover vehicles. And as a tall, narrow vehicle with a pitchy ride, the Liberty results in lots of 'head toss' on rough roads, or even choppy freeways, and blemished road surfaces seem to upset the composure of occupants just as much as they seem to upset the Liberty's grip.

Safety features are respectable in the 2012 Liberty, but the federal government hasn't tested it under the new ratings system, and the IIHS gave it a worrisome 'marginal' in side impact and 'acceptable' in rear impact. Base Sport, more luxurious Limited, and new Limited Jet trims are offered. Limited Jet models offer a spiced-up appearance, with big 20-inch aluminum wheels, chrome molding, and other black and bright trim throughout, plus a leather-wrapped steering wheel and alarm system. Limited models are dressed up with a a long list of equipment over the sport, including leather upholstery, heated front seats, steering-wheel audio controls, a Bluetooth hands-free interface, and a garage-door opener. There are plenty of cool options, such as a music hard drive system, a new Garmin nav system, rain-sensing wipers, and a Sky Slider sunroof, if you don't mind the higher price tag.

For 2012, Jeep has dropped prices on Liberty Jet models by $795, and it's added a Bluetooth hands-free interface (with voice command), a garage-door opener, overhead console, and rear park assist as standard equipment on all models.

2012 Nissan Sentra

The 2012 Nissan Sentra is a compact sedan that appeals to shoppers looking for a practical, affordable, economical small sedan. Just below the Altima mid-size sedan yet a little more substantial and refined than the Versa sedan, the 2012 Sentra hits a size and price sweet spot also occupied by the likes of the Honda Civic, Toyota Corolla, and Ford Focus.

While the Sentra borrows many cues—including the flared-outward headlamps and prominent fender flanks—from the still-current Altima sedan and Maxima, this small sedan's somewhat slab-sizes look and blunt rear design end up looking a bit dated compared to newer, more curvaceous rivals. Sportier SE-R and Spec V models are dressed up a bit more. The Sentra's instrument panel is a little more chunky and angular than those of most other small cars today, but a nice neat center stack has well-arranged controls and there's a good driving position from upright seating and a relatively low beltline.

Most of the Sentra models you find at the dealership will pair a 140-horsepower, 2.0-liter four-cylinder engine and Xtronic CVT; it's a decent combination for city driving, but on hills and in passing it can feel a bit sluggish or delayed. There's a six-speed manual gearbox that makes the Sentra a lot more enjoyable, but it's only offered in the base model. The sporty SE-R trim brings a larger 2.5-liter engine making 177 hp, matched only to the CVT. Then at the top of the line, the performance-focused SE-R Spec V gets a 200-hp, 2.5-liter four, hooked up to a six-speed manual gearbox. Suspension tuning that's very different between trims, with the firmer tuning giving the Spec V especially a much tighter, more eager personality. But gas mileage is a letdown throughout the Sentra line; even with the base engine, it's several mpg lower than in many rival models.

Refinement and ride comfort remain strengths for the Sentra. The Sentra comes in only a single sedan body style, but it's a well-designed one, with tasteful but budget-grade appointments. Front seats are somewhat flat and unsupportive, but it's easy to find a good driving position and there's just enough rear space for a couple of adults—thanks to the rather high roofline. . While the seats themselves are flat and unsupportive, with padding that just won't work for long trips, most will be happy with the space and the driving position. The back seat, too, is a place good enough for adults for a trip across town.

Compared to many compact-sedan alternatives, the 2012 Nissan Sentra has unimpressive safety ratings, with mostly 'acceptable' ratings from the IIHS and just three-star ratings for frontal and side impact from the federal government. Side and side-curtain airbags are standard, as are active head restraints.

For less than $17k In its base 2.0 form, the 2012 Sentra is a makes a good commuter car and is a strong value for the money, with power windows and locks, air conditioning, tilt steering, split-folding backseats, and a 160-watt  sound system all stanard. Sentra 2.0 S or 2.0 SR trims get you a few more extras like a center console, keyless entry, and a trip computer, while the high-end 2.0 SL adds leather and Bluetooth; but the issue with both of these models is that they cost a lot more and only come with the CVT. For 2012, the Sentra 2.0 S can be optioned with a navigation system that includes five-inch touch screen and USB/iPod connectivity. A special-edition package on the SR also loads it with popular options.

At the top of the range, the SE-R gets a sport-tuned suspension, big 17-inch alloy wheels, special badging, sport seats, and a number of other extras. The Spec V takes the performance package another step, with extra bracing, upgraded brakes, summer performance tires, driving lamps, and exclusive lower bodywork.

2013 Lexus LX 570 Gets A Price Increase

 If you’re in the market for a full size luxury SUV with legitimate go-anywhere credentials, the Lexus LX 570 has historically been a solid choice. Based on Toyota’s esteemed Land Cruiser, but fitted with a club-room-like interior, the Lexus LX 570 outsold its Toyota cousin by nearly 2:1 in the U.S. last year.

Lexus has updated the LX 570 with a restyled front and rear for the 2013 model year, and has improved its off-road capabilities with an updated Crawl Control, a new Turn Assist (to tighten the turning radius) and a new Multi-terrain Select feature that mirrors the system used by Land Rover.

Those changes cost money, and the base price for the 2013 Lexus LX 570 now starts at $80,930, excluding a destination charge of $875. That represents an increase of $1,475, or 1.9 percent of the vehicle price.

It looks like the price of the rear-seat entertainment center has been bumped up slightly as well. Last year, the system cost $1,990, but for 2013 Lexus is asking $2,005. Strangely absent from the 2013 option list is the Mark Levinson Audio system, which was a $2,850 option on the last LX 570.

On the plus side, the Luxury Package, which includes a cool box, semi-aniline leather-trimmed upholstery, a heated steering wheel, mahogany wood trim, heated and ventilated front seats, heated rear seats and a Smart Access card key, now lists for $1,510, a price drop of $730 from the previous model.

Expect the 2013 Lexus LX 570 to hit dealerships sometime in February. 

2012 Lexus CT 200h - Review

Launched last year, the 2012 Lexus CT 200h is the car that redeems Lexus after the far-less-than-compelling HS 250h that came the year before it. The compact luxury hybrid hatchback--a category of one, at the moment--is surprisingly likable, fun to drive, and feature-packed. It's a sporty, green, tech-savvy entry luxury model. It can appeal both to first-time luxury buyers and Prius owners ready for a little more luxe in their driving lives.

The CT 200h is roughly the same size and shape as the Toyota Matrix hatchback, but it has nothing in common with that Corolla-based bargain-basement model. It's lower and more aggressive looking, almost in the same class as the high-performance MazdaSpeed3. Inside, the upscale design and fittings set it miles apart from the old "econobox" stereotype of small hatchbacks. Its low-set instrument panel is heavily horizontal, but with a thick center console containing lots of controls--a mating of hybrid tech with luxury design cues.

Mechanically, it's similar to a  2012 Prius, with a 98-horsepower, 1.8-liter four-cylinder engine paired with Toyota's Hybrid Synergy Drive transmission, which contains a pair of electric motor-generators. A nickel-metal-hydride battery pack under the rear deck stores energy produced on engine overrun and regenerative braking, using it to supplement the engine torque and, at low speeds, propel the car alone.

The electronic tuning differs from the Prius, though, to make it a sportier drive in general. And a Sport mode changes most of the controls, giving full electric assist at partial throttle and changing the power gauge into a red-rimmed tachometer. But its electric power steering is still numb, a chronic Toyota issue, and it's not quite in the same league as sporty hatches like the Audi A3 or Volvo C30.

And neither of those cars returns anything close to the combined 40 mpg ore more the CT 200h can deliver, even when Sport mode is frequently used. Learn to ignore the Eco gauge, and the rather loud engine note when revved, and you'll have fun driving while still getting gas mileage that's at the top of the ranks.

The 2012 Lexus CT 200h is roughly 4 inches shorter in the wheelbase than a Prius, almost 6 inches shorter overall, but the interior remains roomy--and the driver's seating position is particularly good. You sit somewhat lower, which makes the CT feel sportier, and the rear seat backs fold flat for a roomy cargo area when there are only two occupants.

As befits a Lexus, standard technology features include keyless ignition, fully integrated iPod control, Bluetooth hands-free voice and audio streaming, SiriusXM satellite radio, and Lexus Safety Connect. Among the many options are LED headlamps, the Lexus Enform real-time information and navigation system, and rain-sensing wiper. Dealers can also install a full line of performance and appearance accessories under the F-Sport label.

2012 Chevrolet Silverado 1500

The Chevrolet Silverado lineup spans a huge swath of the full-size pickup market, from sport trucks to hybrids to heavy-duty models. For 2012, it hasn't changed much, but it still stacks up well against newer trucks like the Ford F-150, Ram 1500, and its close kith and kin, the GMC Sierra 1500.

Chevy's full-size trucks come in a form to suit nearly every possible kind of truck user, from exurban hipsters to urban construction crew chieftans. Shoppers can opt into one of three body styles, and one of two interior designs; from among four gas engines and two automatic transmissions, or one gas-electric drivetrain; and from bed lengths ranging from the smallest 5'-8" bed on Crew Cabs and Hybrids, to the 6-6" bed on all versions save for the Hybrid, to the 8' bed offered on all versions except the Hybrid.

The Silverado's styling remains safe and a little plain, when compared to the Ram or Toyota trucks. It's one of the oldest designs on the block and it shows in its less obvious looks. That's not to say it's not handsome--Chevy's trucks have a way of looking good for decades and we suspect today's Silverado is on its way to the same distinction. The interior's unique in that it comes either with a console and more upscale trim, or as a more basic design without the console and without the woodgrain trim, both handsome and organized thoughtfully. No matter how you cut across the lineup, the Silverado look seems to be aging well.

No longer economy or horsepower leaders, the drivetrains offered in the Silverado still are competitive after a few years on the market. The range of engines includes a 195-horsepower, 4.3-liter V-6 that we'd only recommend to fleet buyers. Among the V-8s, there's a flex-fuel, 302-hp 4.8-liter V-8 in some of the less expensive models; a flex-fuel 5.3-liter V-8 with 315 hp in more mainstream versions, and outfitted with cylinder deactivation for improved fuel economy in XFE models; and at the top of the range, a 6.2-liter, 403-hp, flex-fuel V-8 in the Silverado LTZ. A four-speed automatic is fitted to base V-6 and base V-8 versions, while all other models except for the hybrid have a six-speed automatic that shifts smoothly and quietly, and helps keep those gas-mileage numbers in the ballpark of Ford's higher-mpg lineup. The 5.3-liter is our choice of the gas-only Silverados: it has ample power for almost every need, and comes with only a slight gas-mileage penalty over the basic V-6.

The Silverado Hybrid is quite different from the stock-and-trade Chevy truck, thanks to a two-mode hybrid powertrain that pairs an aluminum-alloy 6.0-liter V-8 with cylinder deactivation and variable valve timing, to an electrically variable transmission (EVT) with four fixed-ratio gears and two electric motor/generators, as well as a nickel-metal-hydride 300-volt battery pack. All together, these pieces combine to produce 332 horsepower and 367 pound-feet of torque, to a net EPA gas-mileage rating of 20 mpg city, 23 mpg highway. The Hybrid's performance isn't radically different from the gas-engined versions, save for the for the exceptionally smooth and quiet operation of the hybrid drivetrain, which runs on electricity alone up to 27 mph. Regenerative braking helps recapture some energy to charge the batteries. Despite its extra heft, the Silverado Hybrid can tow 6,100 pounds with 2WD, or 5,900 pounds with automatic dual-range four-wheel drive.

Across the lineup, the Silverado has some of the best straight-line performance in the class, though the pack has gotten significantly more competitive with Ford's new 5.0-liter V-8 and Toyota's improved V-8s. The Silverado maxes out at 10,700 pounds of towing capacity--and yet, it's still one of the easiest full-size pickups to drive, thanks to communicative steering and good to fair ride quality, which gets noticeably stiffer with four-wheel-drive models.

The Silverado's cabin doesn't meet the flexible Ram 1500 head-on with nifty features, and its cabin has some foibles that you won't find in the F-150 or Tundra, either. Front space is ample, and though the bucket seats could be more supportive for longer trips, we'd still opt for them over the flat front bench for personal use. On Crew Cab Silverados, the rear seat is placed high, stadium-style, and is split 60/40 so it can be folded down for more carrying space, but the rear seatback is nearly vertical, making it uncomfortable for longer trips. The rear access doors on extended-cab models open 170 degrees, for easier loading of small items like a toolbox or a properly folded tent. Throughout the Silverado range, a hushed and refined cabin is standard, with less wind noise and tighter build quality than some of the other full-size trucks in the class.

The Silverado's chief selling point still is its flexible order sheet. With its perennial appeal to work users, the Silverado comes in a staggering array of configurations and build combinations. Stripped-down work versions sticker in the low-$20,000 range, while loaded Hybrid models are priced near $50,000. Standard equipment even includes cruise control, while the options list counts leather upholstery, a new hard-drive navigation system, Bluetooth and USB connections for cell phones, and GM's OnStar telematics system, for everything from directions to emergency services.