For the first time ever, a Chevrolet Corvette will pace the field at the Allstate 400 at the Brickyard.

Chevrolet vehicles have served as the pace cars of this high-profile NASCAR race for the last twelve years, but this will be the first time that America’s most enduring sports car gets to do the honors.

In a nod to the hardcore enthusiast, the field will be led by a 2006 Corvette Z06, the 7.0 liter, 505-hp beast currently rewriting the sports car rulebook. The only modifications to the car will be strobe lights, safety equipment, and a paint job befitting a pace car.

Full press release follows:

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Corvette to Pace the Field During the Allstate 400 at the Brickyard for First Time: 505-horsepower Corvette Z06 Given Pace Car Honors for Historic NASCAR Race at Indianapolis Motor Speedway

INDIANAPOLIS – A new specially-outfitted Corvette Z06 will serve as the official pace car of the Allstate 400 at the Brickyard on August 6. Chevrolet cars have enjoyed the honor of pacing this event for 12 consecutive years, but this year is especially significant for the brand as it’s the first time a Corvette serves as the pace vehicle at the prestigious NASCAR event.

“We’re excited to have the 505-hp Corvette Z06 back at the world-famous Brickyard speedway as the Allstate 400 pace car,” said Ed Peper, Chevrolet general manager. “The Corvette is so racing-ready that all we do is add strobe lights, racing safety belts and a fun paint scheme and it’s ready to pound the bricks at up to 198 mph.”

While all Corvettes are considered high-performance machines, the Corvette Z06 stands out among its counterparts. It is the fastest vehicle ever offered by Chevrolet and General Motors. With 505 horsepower (377 kw) and 470 lb.-ft. of torque (637 Nm) from its 7.0L all-aluminum, racing-inspired engine, the Corvette Z06 leaps from 0-60 mph in 3.7 seconds and has a top speed of 198 mph. It also differs from other production Corvette models with extensive use of lightweight materials, including carbon fiber front fenders and a chassis comprised of aluminum and magnesium. A racing-ready suspension and large, 18-inch front wheels and 19-inch rear wheels help keep it glued to the tarmac.

Nor does the car require drivetrain modifications to satisfy its role in front of the racing pack. With a dry-sump lubrication system, the Z06’s engine is equipped to handle the highest cornering forces when traveling around Indianapolis Motor Speedway’s 12-degree banked turns. In the car’s official capacity, it is outfitted with a variety of safety equipment and highly-visible strobe lights – but is still mechanically identical to those available at Chevrolet dealerships.

The Corvette Z06 for the Allstate 400 wears a unique paint scheme, inspired by an asymmetrical theme that conveys an “empathic sense of motion,” according to Kip Wasenko, the pace car designer. “We’ve used the new sixth-generation Corvette to pace several races recently and its shape is so iconic that we’re comfortable getting a little more abstract and artistic with the pace car theme and not sticking to a design that follows the lines of the car,” Wasenko said. The Corvette Z06 features broad stripes of yellow, white and blue which complement the Allstate 400 logo and resemble banners that accentuate the car’s sense of speed.

The 13 th annual Allstate 400 at the Brickyard will open with a variety of exciting, fan-friendly activities, including NASCAR Nextel Cup driver autograph sessions, with Chevy Day at the Brickyard on Friday, Aug. 4.

Highlights of Chevy Day at the Brickyard will include appearances by Chevrolet-sponsored NASCAR drivers in question-and-answer sessions with Riki Rachtman, the former host of MTV’s “Headbangers Ball,” on the Chevy Stage in the Hall of Fame Museum parking lot, and autograph sessions with Chevy drivers and team owners in the Pagoda Plaza.

The 13 th annual Allstate 400 at the Brickyard starts at 2:30 p.m. (ET) Sunday, Aug. 6 and will be televised live on NBC.

About Chevrolet
Chevrolet is America’s No. 1-selling automotive brand. In addition, Chevrolet delivers more-than-expected value in every vehicle category, offering cars and trucks priced from $9,890 to $78,000. Chevy delivers expressive design, spirited performance and great value with standard features usually found only on more expensive vehicles.

General Motors Corp. (NYSE: GM), the world’s largest automaker, has been the global industry sales leader for 75 years. Founded in 1908, GM today employs about 327,000 people around the world. With global headquarters in Detroit, GM manufactures its cars and trucks in 33 countries. In 2005, 9.17 million GM cars and trucks were sold globally under the following brands: Buick, Cadillac, Chevrolet, GMC, GM Daewoo, Holden, HUMMER, Opel, Pontiac, Saab, Saturn and Vauxhall. GM operates one of the world’s leading finance companies, GMAC Financial Services, which offers automotive, residential and commercial financing and insurance. GM’s OnStar subsidiary is the industry leader in vehicle safety, security and information services. More information on GM can be found at www.gm.com.

Contrary to common conceptions, those of us lucky enough to make our livings in the industry won’t generally fawn actively over cars like the Mitsubishi Lancer Evolution MR. Instead, typical automotive journalists and assorted hangers-on will grumble about endless new editions of what’s essentially the same vehicle, or carp about uncomfortable cockpits and rough rides. It’s not that we don’t covet their corner-carving capabilities, or appreciate their alacritous acceleration.

Our professional reputations, though, ride on our never giving the impression that we do what we do just because we like to kick ass on the asphalt. In truth, the disinterest is wholly feigned. To let you in on (what’s probably not much of) a secret: no matter how restrained our external reactions are, when something as sweet as the 2007 Mitsubishi Lancer Evolution MR shows up in our driveway, the little gearhead inside is invariably jumping for joy. We may moan to the delivery driver about the impending fuel expenses, and our dispassionate demeanor during the key exchange may be convincing–nonetheless, we won’t waste a second between the departure of the fleet rep and that first, giddy gunning of the gas pedal…and ensuing idiot grin.

Still, there’s something to the scorn we outwardly heap upon such sporty machines. For instance, it does seem slightly silly to spend review after review showering the same praise on every revision of a single car. We seriously suspect the manufacturers churn out so many modified variations of one model mainly because they cherish the copious coverage. Of course, enablers that we are, we invariably oblige.

To allay whatever ambiguity we can, the particulars of this week’s subject: 2007 is the second year for the IX (Roman numeral 9) edition of the Evo. The IX entered 2006 with new front fascia and other body tweaks differentiating it from the VIII version, which in 2003 was the 1st Evolution-ized Lancer to arrive on American shores.

The MR stands for Mitsubishi Racing, and aside from tricking our word processor into continually auto-correcting it into the abbreviation of ‘mister,’ the designation signifies several changes. In the main, the MR is the race-ready selection in the Evo family; and like the old ‘special-order’ COPO Chevys and Thunderbolt Fords in the ’60s, the de-contenting is aimed at light weight and maximum speed. Unique to the MR, an aluminum roof and trunklid further slash superfluous poundage. Reminiscent of itty-bitty sharks-fins, a row of raked “vortex generators” complements the other aero-tricks.

Other than the MR, Mitsubishi offers the Lancer Evolution IX in basic standard issue, and the truly high-tech (and stripped-down) RS trim.

Every Evo is endowed with an exquisite engine, in essence unchanged across the entire line. This tiny 2-liter twin-scroll turbo is arguably the apogee of the artificially-aspirated four-banger breed. (Its superiority would be *in*arguable, were it not for Subaru’s 293-hp 2.5L in the Evo’s archrival WRX STi.) Consider for a moment that the Evo stickers for around twice what a loaded Lancer costs; then think on the fact that the total ten-plus-grand is concentrated under the hood.

Serious scratch nets serious hardware. We could waste the rest of our word-limit writing about it, and still not fit all the go-fast goodies in. Hitting the high points, it’s an all-aluminum affair, breathing through 16 valves actuated by variable, dual overhead cams, and a MIVEC variable-valve system tuned to lock in the lumpy lobes short of the 7000 redline. An intercooled Garrett turbocharger tops it off, running twenty (!) pounds of boost. Bottom line is 286 horsepower at 6500 rpm and 289 lb.-ft. of torque peaking halfway there.

Raised in the rally-racing realm, the Evo runs a Active Center Differential (ACD) all-wheel-drive system, with a locking center differential and an even torque split. A limited-slip diff lurk up front. Specific to the MR package is the selectable function, which switches personalities at the touch of a dash-mounted button. Three positions are programmed in, tuned for Tarmac, Gravel (or dirt, wet pavement, etc.), and Snow (for conditions slippery enough to warrant retarding initial bite). The middleman shuttling power between the motor and AWD is a 6-speed stick, blessed with short throws, close ratios, and rifle-bolt precision. Even the brakes are race-worthy; stops from sixty take a scant 110′-courtesy of Brembo discs all around, with aluminum caliper housings for that extra little bit of weight savings.

In the time it’s taken to read this far, you could’ve already hammered this Rising-Sun hotrod clear to the horizon. As the specs above show, there’s no shortness of speed here. Hustling this honey in a straight line, we hit 60 mph in an astounding 4.7 seconds–tripping the virtual timing lights for a 1/4-mile time just a tick above 13 seconds. Ferraris, Porsches and other rides priced in the real-estate realm were running in terror. We didn’t dare tap the top end; 156 mph is where Mitsubishi’s lawyers put their collective feet down.

What we can’t express in mere exposition is the experience of sheer exhilaration engendered by the Evo’s engine. Power pins the driver to the Recaro racing seat, as revs sweep up into the stratosphere, demanding the next gear; the insistent exhaust all the while singing an insistent symphony that speaks of sinew and stamina and pure power. Each stab at the throttle triggers an explosion behind you, blasting the Evo to breakneck velocities in a vivid blur. The sensation is every bit as lusty and the thrust every bit as thrilling as any we’ve experienced–even when piloting the potent powerhouses that bear prominent (pompous?) badges like “Porsche” and “Z06″ (plus appreciably higher pricetags).

The Evo is entirely capable of instigating a frenzy of forward acceleration that could last for hours, but that would mean forgoing half the fun. Sprinting at a quick clip through the curves and lopping those apexes right off the sweepers–generating lateral g-forces is just as galvanizing. Capable of pulling 0.98 g’s on the skidpad, the Evo is easily as proficient–and passionate–tearing through the twisties as it is overtaking on the freeway.

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A stout suspension setup is the basis for the Evo’s unassailable handling dynamics. The overall architecture follows the familiar stiff n’ sturdy theme. Little is left from the lightweight Lancer line; Mitsubishi endows every Evo with Bilstein shocks, ultra-firm spring rates, and sturdy sway bars stem to stern. Robust rubber-235/45 Yokohamas–rolling on 17″ by 8″-inch BBS rims rounds it out.

This is one raucous runner; outfitted in rather drab interior furnishings. Done up in a dark, gray/black theme, the overall effect would be distinctly depressing–if you weren’t distracted raising hell and causing a general ruckus behind the wheel. Businesslike buckets up front are as bolstered as can be, without actually cocooning you in, although the back bench is basic Lancer fare. Dominated by the tachometer and speedometer, instruments are straightforward. Tacked on near the shifter is an ancillary gauge pod (volts, boost & oil pressure–no temperature indicator for oil or water). Decorative dress-up trim in the true ‘tuner’ tradition includes drilled aluminum pedals and carbon fiber accenting the e-brake lever and shift knob. A strip of the same stuff, across the dash, mimics the rear spoiler’s horizontal panel.

As a rule, Evos are not cushy cars–especially the MR edition, which exists to eschew creature comforts. Windows, locks and mirrors are motorized; keyless entry pretty much rounds out the power conveniences. There’s no sunroof (not worth cutting up the aluminum roof), no power seats, and other than A/C the climate control is bargain-basement stuff. Xenon HID headlights, with height adjustment switch, enhance visibility–better to keep your focus outside anyway. There’s a stereo, barely–a single-slot CD player, with 140 watts and 6 speakers, stuck square in the standard-sized DIN slot Mitsu surely expects most owners to customize anyway.

Safety gets the same ‘satisfactory’ score. Standard airbags number 2–up front, as required by law. That about covers it. At least the drivetrain is well-protected–Mitsubishi attaches an amazing 10-year/100,000-mile warranty to the greasy guts of all Evos. Of course, the coverage is curtailed if you’re caught racing the car–kind of a catch-22.

There’s also a kernel of truth to the ‘feeble fuel economy’ finger-pointing, depending on your point of view. Considered against the compact-sedan class, the Evo’s economy is abysmal; but compared to cars of similar capabilities, it’s stellar. We averaged 14 mpg–far off the EPA’s claimed 18/24 city/highway, but we clearly weren’t treading lightly.

Mitsubishi’s eminent Evolution series is rightly renowned for its potent propulsion and precise poise. Even more tightly focused on performance, the MR edition impresses with its invigorating character–and conspicuous appearance–as well as a bargain price. At $36,300, the MR actually rings the register at $4,900 more than the slightly softer standard Evo IX, and $7k above the all-out RS. Laying out that kind of cash for ‘lap of luxury’ features isn’t as easy to justify as coming up with the cost of the cool go-fast bits. We figure if you’re in the market for Evo-echelon acceleration, the Mitsu is already saving you at least a hundred grand.

DaimlerChrysler sure did a 180 when they filled the happy-go-lucky little Neon’s slot in the corporate roster with the all-new 2007 Caliber. In case the commercials haven’t hammered the point home, the Dodge Boys’ new compact couldn’t be more differentiated from the “hi!”-mobile if they’d made it into a motorcycle. What used to be a jelly-bean-looking sedan/coupe with not much more to its credit than the rare, hotted-up R/T club-racing version became a hunkered-down crossover/hatchback with near-midsize airs.

We weren’t especially enamored with the Neon to begin with, and the dudes at DCX have hit quite a few right out of the park lately, so we’d already figured it was going to be an improvement–if for no other reason than at least now we won’t feel emasculated just being behind the wheel. So when the opportunity to flog the 2007 Dodge Caliber around southern California for a week came up, we jumped at the chance. (In an entirely un-perky, masculine way, of course.)

First off, setting aside all discussions of the subjectivity of styling, we gotta say this new sheetmetal is a success. It’s not sleek, but it’s surely sexy–and for a small car/SUV/something, it’s certainly substantial. Dodge DNA is readily discernable; as if a dash of Magnum, a drop of Durango, and indeed a smidge of Ram design elements were distilled down into compact proportions. The end result works well in the brand portfolio, and stands on its own quite nicely too, thank you. The black-plastic roof-rail things seem redundant, and the half-hatch shape is honestly odd, but we’re entirely in favor of the overall effect.

Better still is the interior. For a low-end ride, there’s an awful lot of content–and more than a few features, like the auxiliary (iPod) audio input, that we’ve found missing in far more fashionable offerings. The layout is simple and straightforward, with clear-cut controls and uncomplicated instruments making operating the Caliber a cinch. Everything seems solidly screwed-together, and short of the headliner, the cockpit is comprised of materials and components that are either culled from the parts bins of higher-end cars or could be. Cohabitating with the Caliber for a couple of days also uncovers copious little conveniences that showcase just how clever unencumbered engineers can be–the flip-out LED flashlight in the rear dome light, the cell-phone/iPod dock concealed in the armrest, the cooled “Chill Zone” beverage caddy in the glove compartment, and the cool cupholders ringed in aqua illumination at night. Our example was of the semi-stripped SXT sort, so we were shorted on the slammin’ Boston Acoustics “Musicgate Power” stereo with the swiveling speakers in back that spew sound outwards for al fresco shindigs. Still, they didn’t skimp on the 110-volt AC outlet in the center console, supplying sufficient current to charge the ol’ laptop (and strip us of any excuse to skip work while on the road). SXTs also sport the front passenger seat that flips forward for a flat, table-like surface; the stain-retardant YES Essentials fabric upholstery; and the adjustable center armrest with 3″ of fore/aft play (which proved far too loose in our admittedly abused example).

It’s big in there, too–plenty of real estate to fit five friends or family members and a full complement of their stuff. 95′ is the official passenger-room rating, with 18.5 cubic feet in the “trunk” area. (A retractable cover comes with more costly Calibers, but it cuts into your cargo capacity anyway.) Naturally, the nether regions can be converted to payload mode; stow the 60/40-split second row of seats with a couple quick lever-pulls and there’s a full 48′ of space at the stern.

This Dodge’s driving dynamics, though, were a bit of an anticlimax. Not a disappointment, exactly, but not up to the lofty standards set by every other aspect of this auto. At the heart of our Caliber SXT was a 2.0-liter “world” four-banger, harnessed to a “second-generation” CVT slushbox, that looked like it was hiding under that huge hood. At 158 horsepower, output is adequate, but not abundant–and the rubber-band gearbox added little to the adventure. Variable valve timing and intake flow is fitted to all four Caliber powerplants–apparently to little effect in at least the tested type. We clocked a 0-to-60 mph run in a tick under 9 seconds–not embarrassing considering the segment, but nowhere near exhilarating.

The super-stingy SE models get a similar propulsion unit, with 10 percent less displacement and 10 fewer horsepower. Also a “world engine,” this 1.8-liter is harnessed to a 5-speed manual tranny–we’d actually have opted for that combo, betting the 148 horses would haul the 3,039 pounds at least as well with the stick-shift. Slotting above those selections is a 2.4-liter iteration in the R/T, with a stated 172hp; this is the only one offered with all-wheel-drive. Were we to wrangle one of these whips off the lot for ourselves, however, we’d wait for the brawnier SRT4 model, with its 300-horse wonder-turbo–the same 2.4-liter that transforms the pokey “PT” into a real “cruiser.”

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Underwhelming, too, is the chassis setup under the Caliber’s sporty skin. Competent as it is, the strut/multi-link suspension system showed more body lean and understeer than we’d opt for. Grip from the 215/60 rubber on 17-inch stamped-steel rims, too, is decent but distinctly mediocre–under duress the Firestone doughnuts seem desperate to just let go. Again, this malady is sure to be addressed with the hot-rodded R/T.

Truth be told, the above critique notwithstanding, we did thrash the little Dodge through some tough treks. Not known for our restraint on the road, we weren’t willing to let a little thing like an unwilling automobile deter us from driving fast. And all in all, the Caliber did keep up with our demands pretty well. Extralegal velocities were the norm in essentially every instance, and only in such situations did we deem the Dodge’s reflexes dull. The majority of motorists will be entirely comfortable with this Mopar, and will no doubt embrace the cushy ride and forgiving manners.

Further kudos to the Dodge Boys for packing the Caliber with so much standard safety equipment. Standard airbags in front and up around the curtain areas cushion blows from all sides, and optional ESP helps avoid the impacts in the first place. And even if it wasn’t equipped with all that good stuff, we’d feel a lot safer in this baby than we ever did in that tin-can Neon.

The one observation we returned to often involved the incredible value offered here. Spacious and practical, this is a car that can do a lot without sacrificing much at all. Even the fuel economy is a highlight–we averaged 24 mpg, not too far off the EPA’s 26/30 city/highway ratings. Time and time again, the Caliber rose to the occasion and met our needs. At $13,985 to start ($410 less than the old Neon; our SXT ran in the $17,000 range), the utter value of such a versatile vehicle is unmatched. And for all that, it’s respectable ride to roll in.

Pound for pound, there’s not a compact car on the road that can compete with the Caliber in terms of content, cost-effectiveness, comfort or sheer *cool.*

Par for the course, Hyundai tucked a 7/8ths-scale 3rd row in the new Santa Fe, and a folding mechanism to form a flat load floor when the kiddies aren’t along for the ride. Adding the 7-passenger configuration was a no-brainer–what isn’t so average is the actual amount of room at the back of this bus. Our plucky correspondent packed his 5’10” frame (and each of his 190 pounds) in there pretty painlessly, considering the Fe’s paltry 15’ footprint. Barely a brush of the head or a knock on the knee was felt, meaning this cute-ute actually can haul a full complement of adults, should you ever need to shuttle 7 of them. Kids, of course, are easily ensconced.

5-passenger models are also available, sharing the same snug dimensions–it’s grown 7” in length (2” short of a Lexus RX at 184”), plus a couple in height. Especially significant is the Santa Fe’s width (now 2 inches wider then the last model’s 73”). Compared to the competition, the Hyundai has more room across than all but the Honda Pilot. Consequently, it claims capaciousness that creams its counterparts; even the Toyota Highlander feels constricted in comparison (passenger room for the 5/7-seat Santa Fe measures 108.3/142.3”–markedly superior to the Toyota’s 104.7/133.9”).

Still, despite the generous proportions, the Santa Fe is anything but corpulent. At 3,727 pounds, it weighs a full 500 lbs. less than the Pilot. A more apt match would be Mazda’s CX-7–one of the sportiest SUVs available.

Power output is another arena in which the Santa Fe parallels the mighty Mazda, provided Hyundai’s 242-horse, up-level 3.3-liter powerplant is on hand. At 266 lb.-ft., torque, too, is plentiful. A 5-speed automatic is tied to this all-new “Lambda” motor; offering manu-matic shifting. Hyundai hasn’t released 0-to-60 mph figures for the ‘Fe, but we feel about 8 seconds would be a fairly accurate estimate.

While we generally applaud consumer choice, we might’ve crossed the GLS model off our lists out of hand. On paper, the power penalty its 2.7-liter base engine extracts would be a deal-breaker–185 is the figure for both horsepower and torque. In the interest of fair assessment, however, we snagged one of these more miserly models for a moment, and found it astoundingly ample. Again, we couldn’t clock exact times, but we’d venture to guess that the smaller six sacrifices less than a second to 60 mph. Even the 4-speed slushbox that standard ‘stripper’ Santa Fes are saddled with seemed surprisingly sufficient. Arguably, the all-aluminum architecture of this engine, added to the 24-valve DOHC air-management arrangement and Multi-Point fuel-injection assembly, affect a sprightlier attitude. We regularly extol the virtues of free-revving and instantaneous response–almost as much as we covet sheer horsepower supremacy. And what’s more, Hyundai offers an actual manual transmission with the junior engine–although no stick-shift was on hand to audition, Hyundai assures us that a 5-speed is officially on the option sheet, probably a product of the Santa Fe’s “world-car” status. In the current climate, where the citizenry craves convenience over stimulation, we commend any car that caters to the shift-it-yourself constituency–an SUV that comes with manual control is an almost unheard-of commodity.

Otherwise, only SE and Limited models benefit from the bigger engine, although all Santa Fe V6s boast the ULEV emissions badge. Fuel economy is midpack, at 21/26 city/highway for the “Mu” motor and 19/24 with .6 more liters of displacement.

An all-wheel-drive system is available to assuage off-road fantasies. Borg-Warner builds it, with a locking differential set at a 50-50 torque split. Not to ruin anyone’s reverie, but rugged runs over the truly tough terrain aren’t in the cards here. The suspension isn’t tuned for rigorous off-roading; the independent Macpherson struts up front and multilink setup out back are aimed at on-road aptitude. Anti-roll bars measuring 26mm/15mm front/rear, plus 235/60 rubber riding on 18” rims, also add to on-asphalt agility, as does a tight 35.8’ turning circle. Hyundai didn’t bother with the kind of concessions that end up diminishing road manners to improve prowess in more strenuous situations. The Santa Fe thus differentiates itself from similar-sized SUVs from brands like Jeep–which can certainly climb bigger boulders and ford deeper streams, but at the expense of handling and ride in more pedestrian conditions. Adroit enough and well-equipped for treks through inclement weather and traversing light trails, the Santa Fe is plenty hale and hearty to tackle the hairiest hikes Hyundai owners are likely to ever encounter.

On the road, it all adds up to a quietly competent SUV. We spent the majority of our test time in a top-line Limited model, with the larger V6 and all the options, and found it to be every bit as spry, swift, stable, and self-assured as any SUV in the segment–and more so than some. Still, similar size and strength notwithstanding, it didn’t seem as sporty as the Mazda CX-7, although the speeds we maintained through the twisties attested to an impressively adept demeanor. Hustling this hauler around the hairpins, we were compelled to heed the principles of physics–the Santa Fe’s suspension is well-sorted, but couldn’t completely compensate for an SUV’s intrinsic high center of gravity. Ample grip from the upgraded 235/60R18 tires gave great confidence; standard ESC guaranteed that the shiny side stayed up, even had the almost-absolute absence of tire howl goaded us past the point of prudence. The Santa Fe’s ride proved pleasantly smooth–sufficient for shuttling even the most sensitive sextenagerian to and from the nursing home–and at speed it was silent enough to soothe the most stressed-out commuters. On the sporty side, the assist afforded by the power-steering system was slight; we appreciated the heft, although some might be averse to the added effort.

A motif emerged–sporty yet sensible; the Santa Fe seemed a ‘middle-of-the-road’ machine. Mate the motor’s muscularity with the mild-mannered driving dynamics, and the posh appointments with the affordable pricetag–the theme was evident. It even carried over to the motor’s timbre; the 3.3L has a distinct growl that hints at its might, but is muted enough to appease the mainstream. (The 2.7L affects less of a rumble and more of a whine.) Come to think of it, the whole midsize-SUV segment is major middle-of-the-road territory–balancing family needs and personal preferences; spacious enough to appease demands for versatility yet small and efficient enough to defer to economic or environmental concerns. As an all-new crossover SUV that covers all the bases–in a class characterized by compromise–the 2007 Hyundai Santa Fe strikes a happy medium betwixt driving enjoyment and everyday practicality.

Further, the Santa Fe ranks as one of the most practical SUVs in the segment–praise due partly to the Koreans’ progress in the ergonomics department. Reclining rear seats make for more comfortable excursions; fold back the front buckets to form a bed-like lounge area for naps. Roof rack rails are standard, and are 1-finger adjustable. 5-seat models hide a covered bin under the rear load floor, using the space the back bench would take up to provide secure, enclosed stowage. Folding side mirrors are fitted to foil any delinquent determined to sideswipe your Santa Fe, while a 115-volt AC power is provided for pulling on-road laptop duty.

Cargo room is spacious for an SUV of this size. 34.2 cubic feet are free for your family’s paraphernalia with the rearmost row folded; flatten the second row also, and 79.3’ emerge. As ever, configuring the cabin for maximum passenger transport trades away the bulk of your stowage space–there’s only 10’ with all 3 rows in place.

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Throughout the cabin, thoughtful touches multiply the comfort and convenience quotient. Ambient blue lighting–matching the instrument illumination–even rings the cupholders up front. Drivers of all models also enjoy a tilt/telescope wheel; their rear passengers get climate control. Cruise control, power windows/locks/mirrors (heated!), keyless entry, and a clever windshield-wiper deicing system are also standard on the base GLS. Mid-level SE models get automatic headlights, fog lights, and a trip computer, as well as the upgraded wheel/tire package. Limited trim adds a power seat, upholstered in leather and heated; Homelink; dual-zone automatic climate control; and a slew of upgraded body trim, including a body-colored rear spoiler. (A sunroof, like the 3rd row, is a standalone option.)

Audio offerings include a 252-watt, 7-speaker system; an Infinity 10-speaker setup with 605 watts sits atop the option list. Sound quality is creditable from even the mid-level unit, and a 6-disc CD changer with mp3 capability assures near-endless entertainment. (An auxiliary input for iPods and such is in the works; expect it shortly, along with XM Satellite Radio.)

We’ve come to expect great values from Hyundai, since the 10-year/100,000-mile powertrain warranty signaled the re-emergence of the brand. The 2007 Santa Fe carries on the tradition; similarly-equipped RAV4s, Pilots and Highlanders run roughly 5-20 percent more than the Hyundai, which starts at $21,595. Prices even reflect favorably against the 2006 Santa Fe–other than the better-equipped Limited, which tops out around $27,000, the new model is actually less expensive.

Better in every way, well-protected and well-sorted, and cheaper than its predecessors as well as the competition–what’s not to like?