The Hyundai Veracruz is not the equal of the , but it's close. It's so close, in fact, that once you set aside the cachet of the Lexus logo, and settle for just a smidgen less agility, the Veracruz becomes a very attractive and much more affordable alternative.

For openers, the Veracruz leads and in power without paying a price in fuel economy. Its track (the distance between the tires side to side) is wider than Tribeca's or the new Highlander's, and its wheelbase is still the longest of the group. Veracruz weighs about the same as Pilot, more than Tribeca or . The new Highlander delivers a little more horsepower on a little less fuel, but beyond this, Veracruz numbers take a back seat to none of its primary competitors.

And when we drove Veracruz we came away thinking it's the most fun to drive, responding willingly and smoothly to proddings at the throttle, taking steering directions with certainty and tracking confidently with minimal body roll through tight corners as well as long, fast, sweeping curves. The Lexus RX is a bit soft and squishy for our taste and not always the best for those prone to motion sickness.

The Veracruz transmission shifts smoothly and precisely, whether in full automatic or in the Shiftronic manual mode. A brief encounter with the electronic stability program showed a gentle hand, not a fist, one that calmly reined in our over-extension without chopping the throttle or slamming on the brakes. Miles on the Interstate cause no discomfort, a credit to the long wheelbase, which damps weathered pavement heaves.

Noise levels are reasonable, though not Lexus quiet. We experienced some wind noise in one of two vehicles we tested. One vehicle was remarkably quiet even at freeway speeds, while another produced an irritating whistle from the vicinity of the right-hand outside mirror on lower-speed two-lane roads. A third-row passenger had to speak louder than normal to be understood by the driver. Tire and road noise wasn't bothersome, and there were zero buzzes, squeaks or rattles regardless of pavement quality. Hard acceleration produces no unsettling or troublesome sounds from beneath the hood, and the exhaust note was pleasant, if a bit weak.

Brake feel is firm, and reassuringly consistent between test vehicles. Steering assist varies between parking lot and highway speeds and feels about right at both extremes.

We did not try the available all-wheel-drive system, which Hyundai calls Intelligent Torque Controlled Coupling. Wheel-speed sensors monitor for any loss of traction, and the system's electronics automatically re-rout power to the rear wheels as necessary through a multi-plate clutch, without requiring any input from the driver. For extreme conditions at low speed, a 50:50 torque ratio can be locked in at the touch of a button.

The navigation system available on Limited models includes touch-screen functions, point-of-interest features, and audio/visual prompts to assist in getting drivers to where they want to go.