The big surprise is the Honda civic’s absence. The Civic won North American Car of the Year the last time was new in 2006. The 2012 model didn’t even make the first cut from every new vehicle introduced this year in 17 cars the jurors thought were worth a second look.

The list reveals a lot about the auto industry in 2011. The shift from trucks to cars continues. Only seven new trucks went on sale this year.

There’s not a single pickup- because no automaker introduced an all new pickup. Once overly dependent on trucks, the Detroit Three did not introduce a single new truck this year.

Fuel efficiency dominates the list. The focus has shifted from electric cars last year to vehicles like the BMW X3, Chevy Sonic, FIAT 500, Ford Focus, Hyundai Elantra and Land Rover Evoque.

I’m one of the 50 jurors. At this point, I have no idea which vehicles will get my vote. I’ll decide after driving each candidate several more times.

The North American car and Truck of the Year jury will announce six finalists for car and truck of the year in December. The winners will be revealed at the 2012 North American International Auto Show in Detroit in January.

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BMW X3

Plus: Value, performance, fuel economy.
Minus: The jury often prefers mainstream to luxury brands.

BMWX3 comes with a choice of three petrol engines and three diesel units spanning an output range of 135 kW/184 hp to 230 kW/313 hp. BMW X3 now offers an unprecedented blend of superior driving characteristics and exemplary efficiency. It also scores with its versatile luggage compartment, providing as it does between 550 and 1,600 litres of space, as well as extremely high-quality and innovative equipment features.

Honda CR-V

Plus: The replacement for a popular SUV.
Minus: Bland looks.

Honda’s CR-V has been redesigned for 2012. The five-seat compact crossover has new styling inside and out, and it gets better gas mileage than its predecessor. Offered with either front- or all-wheel drive, all CR-Vs are powered by a 2.4-liter four-cylinder engine.

Range Rover Evoque

Plus: Dramatic new look, good fuel economy. A departure for Land Rover.
Minus: Is it off road capable enough for the rugged brand?

The all-new Range Rover Evoque marks a shift of sorts for Land Rover. The automaker is known primarily in the U.S. for building boxy, capable SUVs, but the Evoque is a decidedly sportier and sleeker luxury crossover aimed at models like the BMW X3, Audi Q5 and Volvo XC60. Offered in two- and four-door body styles, the Evoque hits dealerships in fall 2011.

Mercedes Benz M-Class

Plus: An all new version of a popular luxury SUV
Minus: Fuel economy, price.

Entering its third generation, Mercedes-Benz’s midsize five-seat M-Class SUV gets more powerful engines and new interior and exterior styling. Competitors include the Audi Q7, Land Rover LR4 and BMW X5.

Nissan Quest

Plus: A roomy minivan.
Minus: Odd looks, no breakthrough features.

Redesigned for the 2011 model year, the Nissan Quest minivan can seat up to seven people in three rows. It competes with the Chrysler Town & Country, Dodge Grand Caravan, Honda Odyssey and Toyota Sienna. It comes in four trim levels: S, SV, SL and LE.

Saab 9-4X

Plus: Stylish and sporty SUV, affection for Saab brand.
Minus: Concern about Saab’s survival, strong competition.

Saab’s 9-4X hits dealerships after three years’ buildup. Shown in concept form back in January 2008, the five-seater finally puts the Scandinavian automaker into the luxury crossover segment. The 9-4X shares underpinnings with the Cadillac SRX from onetime parent company GM. As such, competitors include everything from the Lexus RX 350 to the Audi Q5, Mercedes-Benz GLK and BMW X3.

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The torque converter has two functions. First, it acts as a hydraulic clutch to connect the engine to the gear train, provide the necessary slip when the engine running with the transmission in gear and the car standing still, and to absorb shock in the drive line (components that transmit power from the engine to the rear wheels).

Second, the converter multiplies torque (gear reduction) automatically when needed. Most Ford converters provide the equivalent of about 2 to 1 torque multiplication at full stall; that is, when the vehicle is in gear but not moving, and the engine is operating at maximum output. When the engine is not under load, the converter reverts to a direct coupling between the engine and the gear train.

The planetary gear train includes the input and output shafts, gear sets and the clutches and bands that control the gears.

Each transmission has its own distinctive gear train, but the basic components are similar.

Primarily, the hydraulic system supplies oil under pressure to operate the bands and clutches that control the gear train. It also provides oil to the transmission, torque converter, and, in some transmissions, circulates fluid through a cooler to prevent excessive operating temperatures.

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The chassis balance is superb and fluid steering weight is just right. You can among its different versions available on coupe, convertible, sedan and station wagons. Engine choices are a silky inline-six; powerful, turbocharged inline-sixes; and the M3′s screaming, 8400-rpm V-8. The 3-Series is rear-drive dynamics perfected, or, for those in colder climes, all-wheel drive is available.

– MSN Autos

Unmatched ride/handling balance, smooth and powerful engines, reasonably fuel-efficient, upscale cabin, four body styles, elegant hardtop convertible design, and available diesel engine.

– Edmunds.com

Inside the 3-series, the shapes and the controls are mostly carried over, but the materials are upgraded to alleviate the somewhat stark overall appearance. The iDrive system has gone through another round of simplifications. The navigation menu looks suspiciously similar to that of Audi’s MMI system; a few useful buttons let you bypass the system.

– Caranddriver.com

Receiving the other trophy is the Cadillac CTVS-V. Not pretty surprise to see this car on the list. Cadillac is known for its edgy, wedgy race-bred performance  with one of the most high-tech, powerful powertrains under its long hood is the sort of thing that would make company founder Henry Leland roll over in his grave.

With the CTS-V sedan’s supercharged powertrain and other go-fast mechanicals fitted to the two-door’s wedgey profile, the V coupe will be a sexy and formidable alternative to other existing performance coupes, the mightiest of which is BMW’s M3    

- CarandDriver.com

Stunning acceleration; superb handling; distinctive appearance; reasonable price tag.

-Edmunds.com

Unlike the Cadillac, it was shocking to see the 2011 Chevrolet Volt in the list.

None of us imagined that nestling into the glass cockpit would bring the words “automotive bliss” and “electric vehicle” together in the same sentence. Think of the Volt as smile-inducing Xanax for range anxiety — something all other EVs evoke. Canceling the range limitation from the EV equation doesn’t make it perfect, though.

–MSN.com

The weight of its battery gives the 2011 Chevrolet Volt a planted feel, and its electric power train can greatly reduce gasoline usage. The hard-drive-based navigation system warns of traffic problems. A smartphone app lets you set charging times and offers other features, such as car location. Although pricey, the 2011 Chevrolet Volt will work excellently for anyone who commutes less than 40 miles, as it requires almost no gas during a typical week while providing a comfortable ride.

–Cnet.com

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Ted Cavagbaro of St Loius, Missouri, is an avid deer hunter. “Last season my brother I hauled in six deer in our Trail 90’s,” Ted told us. “They performed effortlessly. We wouldn’t think of going hunting without them.” Matchless performance. That’s the reason sportsmen that world over prefer Honda, the biggest-selling trail machine in the business.

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In Idaho and Washington it’s called “rubber-bumping”… in New Hampshire and Maine you go “punging in the pucker-brush”… Minnesota folks have coined “snow safaris”… and in Canada and Alaska you take a “run in the bush”.

By winning speed and endurance championships for ten years, Polaris Sno-Travelers have earned a reputation for dependability- acknowledged by snowmobile people from Bangor to Boise and Fairbanks to the Antarctic!

Rubber bumping in Idaho is favorite weekend and after school fun for the whole family. With the 18″ wide track dependable Polaris Sno-Travelers give you 900 square inches of traction, extra stability, coupled with unmatched riding ease, cushioned comfort, speeds up to 37 miles an hour and half a ton of pulling power. With big, positive brakes and automatic stop-throttle, kids can tame a Mustang in minutes.

Punging in the pucker-brush is the white world pastime that’s getting so many New England families into the crisp outdoors. Dependable Polaris Sno-Travelers offer you three quick starting 2 cycle engines, way up front- out of your lap. Horsepowers from 9 to 14 1/2. Easy pulling rewind starter does the job in coldest weather.

A run in the bush to an Alaskan or Canadian, simply means fun in the snow off the beater track. Dependable Polaris Sno-Travelers float through the snow! That’s because they have a better power/weight/ground-pressure ratio than other heavier higher powered snow machines. Try then and see!

Polaris Sno-Travelers are setting new standards in snow vehicles performance particularly in deep snow for stable, dependable running. Standard features include: windshield, running light, gas tank, ignition controls, rear pull bar and steering grips.

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Most notable, all new Rams now use a rear coil-spring suspension with trailing arms to locate the live axle, a la Jeep Grand Cherokee and Dodge Durango. This change saves about 40 pounds in weight and allows frame engineers to better control many of the typical harsh ride frequencies and vague handling issues endemic to leaf-sprung pickup trucks. The front end remains similar in architecture, but does use a liberal amount of high-strength steel and aluminum to save another 10 pounds at each corner. All that weight saving came in handy as Dodge has finally created a true Crew Cab model for its Ram. This cab length, which also requires a smaller bed box, allowed Dodge to incorporate two weatherproof, lockable storage bins into the bed’s fender sides. The storage areas are easily accessed from either side of the truck and offer enough room for tools, sports gear, or camping supplies.

All three engines remain the same and oddly offer similar fuel-economy numbers. The V-6 is rated at 215 horse power and 135 pound-feet of torque is standard on two-wheel-drive Regular and Quad Cab models and is rated at 15/20 mpg for the manual and 14/20 mpg for the automatic with a flex-fuel version available for fleet sales. The 4.7 liter V-8 has 310 horsepower and 330 pound feet of torque, is standard in all 4WD models and the Crew Cabs and is rated at 13/19 mpg for 2WD and 13/18 for 4WD. All 4.7 liter V-8s are flex-fuel capable. The new generation 5.7 liter Hemi V-8 has smarter variable valve timing, a two-stage intake and a more aggressive MDS calibration, all of which offers 13 percent more power with four per cent fuel efficiency. The big V-8 is rated at 390 horsepower and 407 pound feet of torque, is standard on all Sport and Laramie models and is EPA rated at 13/19 for 2WD and 13/18 for 4WD models. Its worth noting 89 octane fuel is recommended.

Maybe the most dramatic change to the new Ram is inside the cabin. Dodge interiors have long been at the bottom of the segment; however, material upgrades, design layout, and convenience details are sure to make the new Ram a stronger player. Dash surrounds look more like furniture-grade choice and gauge clusters and backings are well organized and clean. Seating configurations allow for a bucket seat/center console option on upper trim levels, as well as a more work-truck bench-seat option (it has bucket-type 40/20/40 seats) with a traditional column shifter that includes a convenient manual thumb shifter. Storage cubbies and slots abound, including two hidden six-pack floor doors at the rear passenger’s feet in Quad Cab and Crew Cab models.

Ralph Gilles, newly appointed vice president of Design for Chrysler and lead designer on the new Ram, worked with his team for more than two years to make the new truck look modern, yet still appealing to a typically traditional buyer.

The resulting slant-forward, head-tilted look of the new hood and grille gives the impression the truck is leaning toward you, as if it were putting a finger in your chest during an argument. This look, along with the smooth lines, wider wheel arches, and higher window heights (while keeping the bed height reasonable for an average man to reach into the bed) combine to give the new Ram a more sophisticated look, setting itself apart from the other competitors in the field. But does it work? We had the new Regular Cab 2WD R/T for a few days around Southern California, and if the reaction from the guys on the road is any indication, Dodge may have something here.

Our Inferno Red R/T had body-color bumpers with a few light chrome accents. Our test unit weighed only 4779 pounds, which gives it a strong power-to-weight ratio of 12.3 pounds per horsepower. The 4.10:1 axle gears and sticky Goodyear Wrangler HP tires don’t hurt, either. At the track, this translated to 5.7 seconds 0-to-60 mph, and gave us a nice thrill ride around the streets of L.A. Dodge didn’t ignore the stopping tech, either. Although essentially carryover technology from the previous gen, the stopping distance from 60 mph was a respectable 135 feet-10 feet shorter than comparably equipped Tundra. We found it easy to get 19 mpg on the instant computer fuel-economy readout and took note of when the MDS kicked into fuel-saving mode.

The R/T’s concerning abilities are especially impressive. Its figure-eight performance of 28.2 seconds at 0.61 g is among the best of the ilk, topping even the Range Rover Sport. Additionally, when under hard cornering loads, the Ram proved exceptional at absorbing and dissipating harsh inputs, with the coil springs performing far better than the previous leaf sprung setup. We ran with 1000 pounds in the Ram’s bed and aside from small amount of body roll, the truck held its ground. Manufacturer payloads range from 1400 to 1900 pounds with maximum trailer weights ranging from 2950 (V-6) to 9100 (Hemi) pounds. Dodge says it has as many as a dozen different single-stage coil springs that can selected in just about any combination to set at either rear corner to compensate for the varying forces that depend on cab configuration, axle ratios, option packages, wheel and tire choices and many other variables.

New Rams will offer five trim levels- ST, SLT (which will include the popular Lone Star and Big Horn Editions.) Sport (which includes the R/T), TRX-4 Off Road, and topline Laramie- and pricing will be aggressive, starting at $22,170 but moving close to $45,000 with all the options. We’ll have more in the month to come as we pit the new Ram against other new trucks for Motor Trend’s 2009 Truck of the Year.

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Never before has there been such a collection of thoroughly modern, great driving compacts from which to choose. The problem is which one do you choose?

Well, it seems a lot of buyers are choosing the new Focus— and why not? It’s an exceptional small car in a segment that offers levels of sophistication not found on luxury cars just a dozen years ago.

In fact, Focus is one of the main reasons Ford is selling more vehicles in Canada than anyone else. Focus sales in September were up 41% over the same month last year when the compay was selling off its old 2011 models. The new Focus didn’t go on sale here until March 2011, but accounted for 20,993 units by the end of September, more than one third of the 58,289 Ford passenger cars sold to that point in calendar year 2011.

Our tester is the ultimate Focus— a Titanum hatchback. While all trim levels are equipped with air conditioning power front windows, ABS, tilt and telescopic steeting, our test car is packed with everything else, including keyless entry and push button start.

However, our Titanium edition also sports an eye popping MSRP of almost $30,000. Base price for the S sedan is more reasonable. Sure, it’s nice to have optional parking assist and all that other technology, but if you really need a compact car to park itself, you’re in big trouble.

Do Focus buyers really care more about all the hightech features they can add to the car? There certainly are enough for them, from MyTemp to the SYNC-powered MyFord Touch.

To those people, I suppose, a car is just an extension of their wireless worlds. But to some old drivers like me, a car is where you go to get away from it all. I still like to drive with everything turned off so I can hear the rush of the wind- what little of it there is in the Focus— and the rumble of the tires which seems a little loud from the optional 18 inch Michelins.

The only engine offered throughout the Focus line is a 2.0 litre inline four with direct injection and twin independent variable cam timing. A six-speed stick is standard except on Titanium models which get a six-speed automatic with manual mode. Maximum horsepower is 160 at 6,500 rpm, but nowhere does the Focus sales brochure list maximum torque. With automatic, acceleration from 0-100 km/h is in the range of 8.5 seconds- a little quicker than the turbo charged Chevy Cruze.

Focus is nimnle, especially with the sport suspension that comes with the bigger tires and steering feel is good— but quick to the point of being twitchy.

Instrument panel layout is straightforward, although the design is a bit too busy for my taste. Ergonomics also are good, but the chrome surround on the left outband airvent reflects in the side mirror and is a distraction. The edge of the centre armrest partially covers the front cupholders.

Interestingly, the specs say cargo space is the same 374 litres for both sedan and hatchback models.

Either way, it’s a great looking car and comes in a wonderful range of bright exterior colours, including Race Red, Blue Candy and Yellow Blaze— the color of our test car— which costs an extra $300 but just can’t be ignored.

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It won’t matter if you don’t like coupes or you don’t like North American cars in general, or Ford specifically or even if you think sports cars are supposed to have more supposed to have more substance than just raw power. You’re going to be impressed.

Impressed by the Mustang presentation, the legacy and the very car’s persona.

The Mustang is an impressive car.

Just about everybody knows the history of the Mustang and the indelible hoof-print it has left on the annals of automotibe history and even if you’ve never seen the original versin, you get a really good image of if from the present car.

The Mustang doesn’t pretend to be a sports car. Ford tried that in the early 80s and ended up with a Probe. Sports cars are nimble little creatures that can thrill drivers with acceptable power and quick, stable changes in direction.

The Mustang has more than acceptable power, especially in out test GT version, and though it can handle stable changes in direction, it is far more comfortable when it can put down its power while not deviating too far from a staight line. It is too big and bulky to offer any real competition to the likes of a Mazda MX-5 or Mercedes SLK in tight parking lot slaloms, but is will blow the doors off the like of a BMW M3 or Porsche Cayman on the wide pavement of a Motorsport or Road America.

And it will grab attention just as easily on the track as it does burbling down the neighbourhood boulevard, thanks to a sleeker more muscular sculpting for 2010.

Even before you jolt the Mustang to life, it broadcasts it power. The bulging hood reminiscent of a heart beating out of a muscleman’s chest and the broad muscular hauches pumpned for action combined to convey the image of an athlete primed for competition.

The GT for 2010 has become closer to the previous year’s Bullitt version, galloping along on the power 315 ponies. So, when you do fire it up, those ponies awake and ready themselves for stampede. Reigning them in is fairly easy with the standard five-speed manual transmission that offers enough elasticity to get the best sound out of the engine exhaust, without having to jump any jurisdictinal speed fences.

And the mechanical sounds of the Mustang just add to the ambience created by the semi-retro interior. Yes, you’re surrounded by all the technological trappings of the modern car, but by and large it’s presented in a comfortable, homey Mustang fashion. There probably should be some design flexibility with the centre control display to make it more Mustang and less 1990s Mercury Sablee (think Mini and how it Minimizes all switches and controls without losing the technological functionality.)

As with most coupes (even large ones such as the Mustang has become), rear seat room and access are directly tied to front-seat compromise, so smaller occupants will find it better back there than taller ones. And although the trunk is large, access is challenging due to a smaller opening (though Ford has done good job of geting the lid up and out of the way in order to facilitate access), but that’s just part of the style the Mustang mapped out in 1964.

If the pony car is all about style, then there is no doubt that the Mustang, inside and out, is still the king of the pony cars.

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Exterior style aside, one of the things the really defines the new Focus is its interior design and execution. The materials are soft to the touch and the layout is both logical and in the end intuitive.

The key functions sit together at the top of the centre stack along with a small screen displaying the appropriate information. The driver can scroll through the menus and functions using the main controller located within the centre stack or its miniaturized counterpart that sits on the right steering wheel spoke. It looks a little intimidating at first, but it’s easily mastered.

There’s a second controller on the left spoke that looks after the functions housed in a screen that’s neatly integrated within the instrumentation. Among other things, it looks after the warnings and trip computer and it allows the driver to set up the car- including Mykey. This last feature allows the ownder to customize one of the ignition keys- no music without seatbelt use and preset speed warnings, plus it prevents Junior from deactivating the traction control, which puts an end to smoky burnouts. It’s pretty heady stuff.

Move rearward and the hatch is equally well conceived. There is enough rear-seat space to accomodate two in complete comfort and there’s plenty of cargo capacity. The hatch cargo area provides 23.8 cubic feet with the seats upright and 44.8 cu. ft with them folded flat. It also features a tailgate release button and a much needed rear wiper/washer.

Another of the big improvements to the Focus is found in the powertrain. The car arrives with a completely new 2.0 litre, direct injection four cylinder that includes variable valve timing on both the intake and exhaust cams. The net result is 160 horsepower and 146 pound feet of torque.

The delivery of power is both linear and unflustered, which means it arrives without the usual four-banger thrashing and attendant noise. It also gives the Focus the wherewithal to hustle from rest to 100 kilometres an hour in 8.5 seconds.

Power is relayed to the front wheels through one of two available transmissions- a five speed manual or a six speed twin clutch. The tester arrived with the former. While the gate is defines, the shift action is refined and the clutch is suitably light, it pales in comparison with the uplevel twin clutch unit. The latter is a sophisticated piece that does everything well and benefits from its sixth gear. In the end, it makes the Focus feel crisper off the line and it delivers a quieter highway ride. It also brings better fuel economy.

In terms of ride and handling, the Focus walks a very fine line. The suspension is well damped and comfortale without sacrificing the handling characteristics in the least. Likewise, the steering is precise and just the right weight- light at low speed firming as speeds rise.

There are few electrically assisted systems that are as well sorted. More importantly, understeer stays at arm’s length, especially when the Focus is equipped with the optional tires. Push it through a looping on ramp and it handles everthing thrown at it without missing a beat.

Dynamically, the Focus is a remarkably accomplished car. However, there is a caveat- the sedan has a noticeably softer feel than does the hatch, so it tends to feel a little less sporty. A big part of the handling equation is the inclusion of torque vectoring along with the usual electronic stability control systmen. When the torque vectoring system senses understeer, it dabs the inside front brake, which tricks the differential into sending more power to the outside front wheel. This action physically turns the car into the corner.

At the same time, the stability control systen dabs the inside rear wheel, which, again, turns the car in. Rather than operating as two separate systems, the two work hand-in-glove to push under steer far enough out that it really is non-issue.

The Focus is a very well-conceived ride that has been equally well-executed. It has a solid chassis, tight handling, a sweet powertrain and a cabin that is a step above the entry level norm.

So what’s the hitch? It’s the pricing structure, especially for those shopping the lower trim levels such as the SE tested area. Bluetooth? Extra. Heated seats? Extra. Block heater? Extra. And if you want rear floor mats, pony up another $10.

Throw in the tester’s sort package, power sunroof, 17 inch alloy wheels, Sirius satellite radio, metallic paint and you’re staring down the barrel of a $30,000 car after the government takes its chunk.

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