Same old truck (still a model year away from redesign) until the hood is lifted.

My gosh, Nissan has pulled a fast one, moving ahead the production of powertrain for the new-look 2021 Frontier pickup and slipping it into the long-in-the-tooth 2020 version.

And, oh, my, what a difference, as the standard 4cylinder and the optional 4.0 V-6 have been replaced with a 310-horsepower, 3.8-liter V-6 engine and the old 5-speed automatic transmission has given way to a smooth, quick-shifting 9-speed automatic.

Among new standard features are push-button start, leather shift knob, manual-tilt steering, power door locks and power windows.

The new direct-injection V-6 delivers 281 lb.-ft. of torque and provides quick response with the shift-on-the-fly four-wheel-drive system.

The old-style 2020 Frontier with the new power will go on sale in July.

Why would Nissan go to the trouble of installing the new engine and transmission in the old body for such a short time before the redesigned 2021 arrives? To sell a few more of the old truck; to act as a teaser for the performance capabilities of the new one; to use it as a test before its major run in ‘21?

I’ll admit it was a pleasure to drive the ’20 Frontier, particularly the 9-speed tranny and its oft, quick shifts. The new engine/transmission combination boosted fuel mileage by a couple miles per gallon; my drives averaged 21.5 miles per gallon.

Brought to me was the Frontier Pro-4X Crew Cab pickup, the highest trim level offered. It included 16-inch offroad design machine-finish alloy wheels and Hankook all-terrains, rear differential locker, Bilstein offroad high-pressure shocks, skid plates for oil pan, fuel tank and transfer case; satin chrome ring accent around white-face meter gauges and a Pro-4X tailgate badge. The move into 4WD and 4Lo is with an electronic switch on the dash.

Cheaper trim levels for the Frontier are S and SV models. Those and the Pro-4X are available in the King Cab and the Crew Cab four-door.

Tow capacity with the new powertrain is 6,700 pounds, with payload of 1,400 pounds in the cargo bed. Ground clearance with the Pro-4X is 10.1 inches.

The performance improvements will help the Nissan midsize pickup as it competes with an outstanding group of competitors – the Ford Ranger, Toyota Tacoma, Jeep Gladiator, GMC Canyon, Chevy Colorado and Honda Ridgeline.

The Nissan Frontier is built in Canton, Miss.; the new 3.8 engine is assembled at the Nissan Tennessee engine facility, which also produces the Endurance V-8 for the full-size Titan pickup.

The first Frontier I drove was way back in October 2000; “It’s my all-time favorite product from Nissan,” I said at that time. But this is 2020; other than a slight facelift in 2010, the truck is basically unchanged for 15 years.

Almost a quarter-century ago, in the fall of 1996, two of my co-workers, Doug Freed and Karrie Mowen, excitedly took advantage of a blockbuster sale on the last of the big, 2-door Ford Broncos. Each bought one.

The Bronco exodus paved the way for the launch of the 1997 Ford Expedition, a roomy 4-door SUV aimed at stealing some sales from rival General Motors’ long-successful Suburban-size sport utes.

One of the first Expeditions to show up in Denver in that fall long ago was loaned to me for a drive to Durango and Southwest Colorado and back. That one was 3 inches shorter than today’s version  in wheelbase, 6 inches shorter in overall length, was equipped with a 4.6-liter V-8 with tow capacity of 6,100 pounds compared to today’s 9,200 tow capacity with the EcoBoost V-6, which has replaced the V-8. EPA fuel estimate back then was 14-18; today’s is 17-23.

Derived from the F-150, the Expedition was a popular new entry. Sales surged for the first four years from 1997 through 2000, when more than 200,000 Expeditions were sold each year. Sales dipped below 100,000 in 2006 and have remained there since. Sales last year climbed to 86,422 from 54,661 the previous year.

Since 2018, when the fourth-generation model was introduced, the Expedition has been powered by the impressive 3.5-liter EcoBoost V-6 engine and 10-speed automatic transmission.

Delivered to me recently was a silver-metallic-finished 2020 Ford Expedition Limited 4X4, with a window sticker price of $71,865.

With a business matter awaiting me up north in Wyoming, Jan and I on a Monday afternoon drove the Expedition to Fort Collins, then followed U.S.  287 to the northwest. That road to Laramie, Wyo., is a swift highway and, over the 65 miles, the elevation gain is more than 2,000 feet, from 4,982 to 7,165. There are lots of truck traffic and numerous passing lanes, in which the Ford took advantage with its EcoBoost power. From a 78-degree reading in Fort Collins we got into falling temps and heavy rain by the time we reached the Wyoming state line. Temperature in Laramie was at a cool 41, unusual in June.

Response of the 5,600-pound Expedition with the EcoBoost V-6 was strong. The drive, which began and ended in Greeley, covered 202 miles; from Laramie we headed east to Cheyenne, then south to Greeley via U.S. 85. Fuel-mileage average for the drive was 20.9 and, when including some in-town trips, overall mpg was 19.5 (EPA estimate is 17-22).

The body-on-frame Expedition is equipped for offroad duty, with 9.8-inch ground clearance, terrain-management system, continuously controlled damping suspension, hill-descent control and push-button activation of four-wheel high and low. It’s a tough competitor for the GMC Yukon, Chevy Tahoe and Suburban, Nissan Armada and Toyota Sequoia. It rides on Michelin 275/65R18 tires.

The three-row Expedition is an eight-passenger vehicle; behind its back row are 20 cubic feet of cargo space which can be expanded to around 60 by folding the third row. The fold can be accomplished by pushing a button inside the opened rear liftgate.

Among  its options are the Ford Co-Pilot360 package of advanced driver-assistances, voice-activated and touchscreen navigation, panoramic roof, 360-degree camera and running boards.

Besides the Limited, cheaper trim levels are XL and XLT and upper levels King Ranch and Platinum. In addition to the standard Expedition, an extended-length Max version is offered; it is 12 inches longer

Heading south on a Monday morning on U.S. 287 aboard the new 2020 Honda CR-V Hybrid Touring crossover, Jan and I turned toward Lafayette and into the Indian Peaks subdivision. The sharply restyled Honda looked right at home amid the well-manicured yards and overall landscaping beauty.

After going in circles through much of the neighborhood, we stopped long enough to photograph the CR-V, which is the most recent model to join the gas/electric hybrid market.

When it comes to the gas/electrics, the CR-V is late to the game among compact crossovers; Toyota, Ford, Nissan, Chevy and others have been there for months, some for years.

Late it may be, but the CR-V Hybrid is the first gas/electric Honda SUV crossover in the U.S.

The CR-V hybrid uses the same powertrain as the Honda Accord Hybrid midsize sedan. It combines an Atkinson-cycle 2.0-liter, 4-cylinder engine with two motor-generators and a 1.4-kWh lithium-ion battery pack, which is positioned beneath the rear seats. The gas engine and electric motors generate 212 horsepower and 232 lb.-ft. of torque. Transmission is single-speed, and often, on acceleration, emits some whining, like other CVT-equipped autos.

Gear control is from a rather awkwardly designed push-button shifter on the center console. Driver may select from three drive modes – Eco, sport and EV (full electric power). Honda has added its Acoustic Vehicle Alert System as a noisemaker to gain attention of pedestrians when the vehicle is driving in normally all-quiet EV.

The standard Honda CR-V gasoline version has led sales of compact SUVs/crossovers in six of the past 10 years and was either second or third in the other four years. The new CR-V hybrid comes in at a $1,200 price premium over the traditionally powered models; a difference that in many instances might take approximately four years to overcome, based on the hybrid’s fuel savings.

In a week’s worth of driving with the new hybrid, the CR-V averaged 39.6 miles per gallon. Its EPA estimate is 40 in the city, 35 on the highway; heavy usage of the electric motors in lower speeds is responsible for the higher rating for city maneuvering. Two months ago, I reviewed the gasoline-only version of the CR-V Touring; it averaged 26.6 mpg in lots of snow and icy conditions.

The CR-V Hybrid is a great handler and is easy to park with responsive steering and 104.7-inch wheelbase. Its all-wheel-drive system sends torque to its rear wheels in low-grip situations. It rides on Continental CrossContact 235/55R19 tires. Suspension is MacPherson struts in front and multilink at the rear.

Sticker price on the well-equipped CR-V Touring Hybrid is $35,590, including Honda Sensing safety features – adaptive cruise, collision-mitigation braking, lane-keeping assist and road-departure mitigation. The CR-V is built in Greensburg, Ind.

Pacing along at about 50 miles per hour against the slickness of 5 to 6 inches of snow one morning in April, the 2020 Toyota Tacoma TRD Pro 4X4 Double Cab carried us into the Fort Collins area.

It was an excellent vehicle for challenging the wet, cold spring snowstorm, and its performance was capped in a transfer of grip from 4-Hi to 4-Lo on a steep climb along a country dirt trail on our return drive home.

Finished in army green, the Tacoma seemed to seize the opportunity in showing its prowess over the adverse conditions with TRD-tuned offroad suspension and Fox shocks, Goodyear Wrangler all-terrain 265/70R16 tires, electronically controlled transfer case and automatic limited-slip differential.

The holdover 3.5-liter V-6 engine, producing 278 horsepower and 265 lb.-ft. of torque, is mated to a 6-speed automatic transmission (a 6-speed manual is an option). Tow capacity for the 3.5 V-6, 4WD double cab is 6,400 pounds.

Running up the A pillar on the passenger side of the truck is the Desert Air Intake, which draws fresh air into the engine from a post high above the level of dirt and dust.

Accessing the interior requires a high, 24-inch step-in. Seating is firm and the ride is somewhat stiff. The Tacoma is Android Auto and Apple CarPlay compatible, with an 8-inch touchscreen. At the rear is a 5-foot pickup box.

On the safety side is a precollision system with pedestrian detection and automatic braking support, part of Toyota Safety Sense which also includes lane-departure alert and steering assist, dynamic radar cruise control and automatic high beams.

The Tacoma’s overall fuel mileage of 17.9 was at the low end of its EPA rating (18-22).

The desert-air snorkel added $725 to the total tally, bringing it to $49,599. Heated front leather seats, JBL speakers, subwoofer and amplifier are standard items.

The Tacoma, built in San Antonio, competes against the Jeep Gladiator, Ford Ranger, Chevy Colorado and Nissan Frontier.