Best crossovers: Clash of the titans

We wanted to put four examples of a traditionally American vehicle through our tests. And what's more American than a big, people-hauling, gear-piling sport-utility vehicle? Especially if it's made in the U.S.A.

So why are a South Korean Kia and a Japanese Nissan part of the competition? Because they are assembled in West Point, Ga.; and Canton, Miss.; respectively. As American as barbecue, they are.

But it's more than their American assembly that makes them worthy of notice. The research and development for the two vehicles was done with American consumers in mind, and the results show it.

We also took a dive deep into the redesigned Cadillac Escalade, an SUV that stands proud as the icon of brash American attitude and status. Read our review to see whether the Caddy's bling is only skin deep. And because the Escalade doesn't stand alone in its field, we also checked out the mid-cycle refresh of the Lincoln Navigator.

So who comes out on top? The results may surprise you.

Read our special report, "Made in America," and our coverage of the best American-made appliances.

The Kia Sorento is a ‘tweener.' It plays in the space between small crossovers such as the Honda CR-V and family-sized vehicles like the Toyota Highlander. Splitting segments like that allows the Sorento to be livable and city-friendly while offering the functionality of larger vehicles. For some shoppers, it lands in the sweet spot.

As design goes, the Sorento's appearance is stately and mature—a far cry from the futuristic "angry android" styling of the Nissan Murano on the facing page.

The new looks are backed up by substance, manifested in a comfortable ride, a quiet cabin, and reassuring handling—not to mention the peace of mind that comes with driving a car deemed a Top Safety Pick by the Insurance Institute for Highway Safety.

The base Sorento starts at $25,795, including destination charges, but it comes with just a 185-hp four-cylinder engine. If you want more power from either a turbo-four or a V6, or if you want that third-row seat, it will cost you a few grand more.

Our tested EX V6 trim adds leather seating surfaces, heated power front seats, and automatic climate control. It's classy inside.

With the V6, you'll always get the kids to soccer practice on time. The engine's 290 hp is sent through a six-speed automatic transmission to the front wheels, or via optional all-wheel drive. Our AWD V6 version is capable of towing an impressive 5,000 pounds.

On the road, the Sorento has a comfortable ride, absorbs pavement flaws effectively, and transmits low levels of road and wind noise into the cabin. Handling, traditionally not one of Kia's fortes, is now responsive and secure. The third row is roomy for younger kids, but they can access it more easily from the passenger side.

Kia has made living with the Sorento as easy as possible. Pairing your phone via Bluetooth is straightforward, and the voice control system understands myriad commands. But the EX has a disappointingly small touch screen for theradio, and only three audio presets appear on the screen at one time.

A caveat: Shortly after we purchased our $37,915 tested model, an EX Touring package became available. It adds $2,900 to the price and includes a much larger, easier-to-use touch screen with navigation, as well as a massive dual-pane moon roof. Had that model been available at launch, we would have purchased it instead.

That said, 40 grand is a lot to pay for a crossover that literally doesn't measure up to the competition if you need the extra space. Its features may be the equal of the larger SUVs on the market, but when you're hauling kids and their stuff, those precious extra inches of length and cargo capacity make a huge difference. Another concern: The past generation Sorento had an average to worse-than-average reliability record. We'll want to see whether the redesigned model is less trouble-prone.

The Sorento's pleasant driving experience and family-friendly functionality have placed it among our highest-scoring midsized SUVs. It may be a tweener, but it is right-sized for us.

Read our complete Kia Sorento road test.

Whenever Nissan launches a redesigned vehicle, it's a toss-up whether it will be a technological leap forward or a retreat characterized by cost cutting. Thankfully, the 2015 Murano landed butter-side up—it's one of the better midsized SUVs out there.

Since its inception for 2003, the Murano has boasted an upscale interior, a lively V6, and a continuously variable transmission. It has also been a fashion victim, with a too-small back window restricting the view to the rear.

Despite a dramatic restyling of the sheet metal, all of those attributes, both positive and negative, carry over to the 2015 version, which also brings a load of high-tech entertainment and safety gear.

If the old Murano resembled a jelly bean, the new one is a Twizzler—all creases and folds. Nissan also has embraced the "floating roof" design, a trompe l'oeil effect achieved with black trim covering the rear roof pillars. Like the design or hate it, you won't lose this vehicle in a shopping mall parking lot.

Speaking of shopping, the Murano has easy access for passengers and gear. The rear seat is roomy, and the seats fold down easily to swallow your mall haul.

Our SL had a comfortable, decidedly un-trucklike ride, though Platinum versions with the 20-inch wheels ride stiffly. Handling is mundane, with vague, reluctant, and overly light steering that takes away a driver's confidence in the vehicle. The Murano may look like an athlete, but it lacks the agility to back up its braggadocio.

It's too bad that the handling is so lackluster, because the energetic 260-hp, 3.5-liter V6 provides effortless acceleration and averaged a decent 21 mpg, using regular fuel. The CVT transmission hides its inherent stretchy, rubber-band feel when you're cruising. But when you need to accelerate hard, the CVT makes the engine spool up noisily and insistently. Towing capacity is paltry for the class, too, maxing out at 1,500 pounds.

Inside, the cabin stays blissfully quiet, on par with a Toyota Highlander or Jeep Grand Cherokee. Cabin finish is plush and upscale, with numerous soft-touch surfaces and attractive stitching. However, the swoopy exterior styling triggers some major blind spots to the driver's aft and the rear corners. Some of us wanted to pull the tilt-and-telescoping steering wheel closer, and short drivers may have to crane to see over the hood.

Overall, our $42,065 Murano proved easy to live with. The controls are straightforward, with dedicated dash buttons for the climate system and radio volume and tuning. Clear, responsive controls on the big, vivid touch screen help. Too bad the steering-wheel controls lack contrast and are hard to decipher. The voice command system works well, though.

Optional safety equipment includes surround-view camera system, blind-spot monitoring, rear-cross-traffic alert, and forward-collision warning with automatic braking.

Travelers know Murano as an island gem near Venice famous for elegant glassware. This Nissan wears the name well.

Read our complete Nissan Murano road test.

Few vehicles can match the Brobdingnagian bling that marks the arrival of a Cadillac Escalade. From its eye-searing headlights to its giant chrome wheels and roof-to-bumper LED taillights, the Escalade is designed to put more ordinary vehicles in their rightful place.

Although it's easy to understand the Escalade's snob appeal, this SUV's luxury is disappointingly skin deep.

On the way to the red carpet, the Escalade's ride feels far from luxurious. This SUV simply floundered in our driving tests. With apologies to U-Haul, the Caddy's harsh ride atop those shiny 22-inch rims is comparable to that of a rented box-truck. The driving position has you wedged between an overstuffed center console and a thickly padded door panel.

In emergency maneuvers, the Escalade is unusually slow and ungainly. And stopping distances outstretched other full-sized SUVs. That may seem self-evident for such a behemoth, but the Escalade makes the Lincoln Navigator—and even the Escalade's down-market sibling, the Chevrolet Suburban—feel almost graceful by comparison. Parking at the mall is like docking the supertanker it takes to fuel this leviathan.

The Escalade's standard 6.2-liter V8 has the thrust necessary to motivate this girthful hulk. With its new eight-speed automatic, its 16 mpg is thirsty but not bad for this class.

So how does the Escalade treat your posse? The second-row seats will leave your VIP passengers feeling like they're flying coach, and the third row is simply cramped and awkward.

Can you make an elegant arrival when you exit this beast? Most of our staffers appreciated the optional power running boards, which give shorter occupants a gentlemanly boost up or escort down. Taller folks, though, found that the boards just got in the way.

If you need more space and a comfortable third row, choose the extended Escalade ESV, which is based on the longer Suburban. But that will set you back an additional $3,000—and at $87,360, our standard-length Escalade is already well into Range Rover territory.

To be fair, the Escalade is extremely quiet and plush, with a natty interior finished in hand-stitched leather and a choice of walnut, elm, or Santos wood trim. Power folding second- and third-row seats make loading your loot a snap.

But for a brand that likes to brag about technology, the Caddy's Cue infotainment system is infuriating—even for something as basic as finding your smartphone's music selections. And the clunky column shifter feels sadly old-fashioned.

If you're looking for a big black-and-chrome bus to haul your entourage, the Chevy Suburban does a better job. Compared with the 'Slade, the Suburban has a more comfortable third-row seat, plenty of cargo space, and a better driving position and ride. And for $17,000 less, you won't miss any critical amenities beyond the Escalade's sparkly bits. You may lose some style points as you disembark, but you'll arrive far more comfortable and composed.

Read our complete Cadillac Escalade road test.

Lincoln has updated the aging Navigator SUV for 2015. The biggest news is under the hood, where a 380-hp, 3.5-liter twin-turbocharged EcoBoost V6 replaces the old, thirsty, and lethargic V8.

Despite losing two cylinders, the new powerplant offers effortless power for quick acceleration and impressive towing ability. And though our measured 15 mpg overall is not exactly "Eco," that does represent a 2-mpg improvement over the last Navigator V8 we tested. Our $68,895 Navigator had a comfortable ride, but it showed its age and truck-based roots with clumsy handling. Other changes include updated front-end styling with a new grille and HID lighting. One benefit of its old-school styling is large windows that help with visibility and lend an airy feel.

Though upgraded, the interior still can't match the luxurious ambiance of the Cadillac Escalade, due to excessive wind noise and vast expanses of cheap-looking plastic. The Navigator's cabin is spacious, with room for eight and a third row that's usable even for adults. A long-wheelbase version adds more room.

One major gripe: The update doesn't include electronic crash-avoidance systems such as forward-collision warning. In this class of large, heavy vehicle, it should at least be offered.

Read our complete Lincoln Navigator road test.