With the V8, maximum towing capacity for the Sport Trac is 7160 pounds, with the V6 it's 5260 pounds.

And the V8's fuel economy ratings only trail those of the V6 slightly: 13/20 mpg City/Highway. The 2008 Sport Trac with the V6 is EPA-rated at 14/20 mpg City/Highway. With four-wheel drive, the EPA ratings are 13/19 mpg with the V6, 13/19 mpg with the V8.

How the V8 responds when the gas pedal is pressed isn't quite as impressive as the 292 horsepower and 300 pound-feet of torque suggest, however. Power comes on smoothly, yes, with no discernible phasings from the variable valve timing. But the torque peaks at a relatively high engine speed (3950 rpm). And while the V8 and six-speed automatic work well launching the vehicle from a stop light, passing power doesn't come on as quickly as some drivers might wish. From a refinement standpoint, the engine feels somewhat metallic and there's a tiny jolt every time you take off from a stop as the slack in the driveline is taken up.

Ride quality is smooth and well damped, traits not widely shared by the live axle-outfitted competition. The Sport Trac has an independent rear suspension, a design associated with sports cars, and this gives it a smooth ride and good handling. Indeed, the Ridgeline is the only other truck in this class with an independent rear suspension. Drive over seriously potholed or broken pavement and you're reminded you're in a truck, but it's good by pickup standards.

Directional stability is good, and steering response is quick, considering the weight of the vehicle. Understeer, where the truck wants to go straight instead of turning, is the default mode if a corner is entered while carrying too much momentum. In those cases, the electronic stability control helps keep things under control. Body lean is relatively controlled in corners. The Sport Trac feels a bit more confident in quick direction changes than the Honda Ridgeline, which isn't quite as sure-footed. The Dakota and Tacoma closely match the Sport Trac's planted feel.

Brake pedal feel is solid, if not really firm, and the ABS keeps everything under control in panic stops.

The Sport Trac easily offers the tightest turning circle in its class, almost four feet tighter than the next-best Toyota Tacoma's and seven-and-a-half feet inside the last-place Chevy Colorado's. That means the Sport Trac is more maneuverable, important when making a U-turn or in crowded parking lots and other tight quarters.

We haven't driven a V6-powered Sport Trac. The V6 is large and torquey, but the Sport Trac is heavy, so we suspect the V6 won't provide much punch. On the upside, save for speed and quickness, we expect it'll have much the same ride and handling dynamics as that of the V8.