2007 Toyota Hybrid X Concept

The Toyota Prius is the poster child for hybrid vehicles. The latest generationcar grabs – and holds onto – the attention of people with its unique spaceship styling that's both futuristic and aerodynamic, and that's just when it comes to looks. The Prius is one of the most efficient vehicles currently on the road, its 1.5-liter gasoline engine and Hybrid Synergy Drive powertrain deliver mind-boggling fuel economy and extremely low tailpipe emissions. The adoration it receives from Hollywood's finest out-classes supercars and sport utility vehicles. But it's not just actors and rock stars that love the Prius. Politicians, notoriously strict on fossil-fuel burning vehicles, also seem to be taken towards it. Besides offering tax breaks at purchase, many governments have begun to cycle Priuses as fleet vehicles. That's a big step forward for a relatively recent technology. Did we
The next generation Prius? mention that it won European and North American Car of the Year in 2004 and 2005?But all stars eventually fade. No, the Prius isn't losing momentum just yet. It hadits best sales month this past February, after all, and the car as a whole is fresh, having only come out in its current second-generation form just three years ago, but there's no time like the present to start thinking about the future. Where do you move from a design like the Prius? The first-generation car looked like a slightly larger version of the Echo Sedan, and the current Prius is an entirely different cup of tea. The model's progression shows that when
LED headlamps are mounted behind the windshield. you're as deeply committed to hybrids as Toyota is, there's only one thing to do – continue moving forward. That was the game plan of Toyota's ED2 European Design Center when they set out to make the Hybrid X Concept that debuted at Geneva this year.Recently, Toyota has started an initiative to helpthe brand's image by creating a single look for which its products can follow. This sort of family branding can be seen in the designs of many car manufacturers; Audis have their trapezoidal grille and coupe-like roof line, Volvos have the “Coke bottle” profile and the forward-mounted grille. Toyota's styling theme is called J-Factor and Vibrant Clarity, both of which are expressed on the
Aerodynamic shape will cut through the air with little resistance. Rear-hinged doors provide easy access. Hybrid X. If not for its Toyota badge, the Hybrid X could be picked out for a look and shape that's similar to the Prius. In almost all dimensions, the X is larger than the Prius (following a theme started with the second-gen car); the wheelbase for instance is 3.9 inches longer, which gives occupants in back greater legroom. The increase in length is matched by a wider body, but, the body height has been reduced, and features a flatter roof, as opposed to one that's a gentle upwards curve on the current car. As such, the Hybrid looks squat and planted on the road, a look only furthered by the 20-inch alloy wheels that it rides on.From higher angles, the structure looks to be made from two, bright bluecolored ‘U' shaped loops that form a ‘X'
The twin U shapes make the 'X' in Hybrid X. shape, which is what the car draws its name from. They also support the massive panes that form the panoramic roof, which gives the four-seat interior a light and airy feel. The Hybrid X has an extremely cab-forward design, to the point where the front pillars begin over top the front wheels, much like the Prius. The same goes for the shape of the downward curving belt line and the cutouts for the windows. Because of the short, steeply angled hood and the U-shaped front windshield, Toyota incorporated the headlamps under the glass. Rear-hinged back doors are standard concept car fare; they allow easier and more comfortable access into the car's rear quarters, especially since they're electrically operated at the touch of a button. The Hybrid X is finished off with a stub tail, which has a flat rear panel that features L-shaped taillights that glow blue in unison with the Toyota logo on
Lots of glass means lots of light. Add that to increased dimensions and the Hybrid X looks extremely spacious. the liftgate.With a name like Hybrid X you know exactlywhat's under the hood, Toyota's award-winning Hybrid Synergy Drive. As with numerous Toyota hybrid concept vehicles from years past, no information has been given about exactly what the drivetrain actually consists of. Toyota's quest to continually find more economical and efficient solutions is a logical step forward, but with the dawn of the high-performance hybrid, something Toyota developed with the V6 and V8 hybrids of the Highlander, and Lexus RX, GS, and LS, consumers now know that they can have both breathtaking acceleration and excellent fuel economy. But is this the path of the Hybrid X or the next Prius? It's highly unlikely that anything larger than a 2.0-liter engine will be mated to HSD, simply because the Prius is purpose-built to be the brand's halo hybrid, the one that drinks the fewest liters of gasoline and travels the furthest per tank. For the observant,
Nav info shown on slim screen; hybrid info shown on steering wheel's hub. on the circular center stack, there's a little icon of what looks to be an electrical prong and socket, which could indicate that the Hybrid X is a plug-in hybrid. And speaking of the console, in the Hybrid X, it's one of the highlightsof the interior. This touch-sensitive orb-like module is one of three main control stations; this one in particular controls features such as the entertainment system, ambient lighting, climate control and more. A secondary screen is located in the hub of the steering wheel, which displays information about the HSD's power flow, the trip computer and the Bluetooth cellphone connectivity. A third screen is a narrow display that's in front of the driver in their peripheral vision. This digital replacement to the instrument cluster provides navigation info as well as the car's main vital info. If the styling of the exterior raised an eyebrow or two, the interior of the Concept X is going to trigger a much stronger reaction. Funky woodgrain-like inserts adorn the side door panels and the inserts of the seats, their
Taillights make U shape. rich brown finish contrasting directly with the white interior theme. Funky themes continued, Toyota wanted the Hybrid X to appeal to four senses– sight, sound, touch and smell – the first three are rather logical, the fourth is achieved by the automatic misting of in-car scents; Toyota didn't mention if petuli will come standard. No doubt, the opportunities for cross marketing with The Body Shop are endless. Bodies in mind, the Hybrid X is a four-seat vehicle; the rear two-buckets swivel independently of each other by 12-degrees, allowing for a better view of the world around, or face-to-face conversations.While the next-generation Prius isn't expected to be on the road for another couple of years, the Hybrid X provides a pretty good image of what we can expect. Though consumers' tastes may shift towards fuel and environmentally conscious vehicles, luxuries, features, amenities and spaciousness are things buyers won't want to give up. By making a larger, more space efficient vehicle that embodies everything the Prius stands for, it looks like Toyota has found suitable path to take.

2007 Audi A8 L W12 Road Test

With all of this talk about the new Audi R8 supercar, a shadow is cast over
The mighty A8 L W12 is the ultimate Audi - luxurious, handsome and powerful.another very important product. Even though the R8 has looks that could kill and one of the best V8 powerplants in the world, Audi's top dog is still the A8, and more specifically their ultimate flagship model, the long wheelbase A8 L W12. This isn't the first time that Audi has sold a twelve-cylinder A8, as there were a very limited number of these luxury machines in the understated and very rare first generation shape. But now in its second generation, and a much more popular and distinguished machine at that, this latest A8 W12 is in many ways the ultimate representation of Audi luxury. Designed in a handsome state of tasteful reservation, the A8 W12 is quite possibly the finest looking machine in the grand luxury sedan segment. The extra 5.1-inch stretch is seamlessly hidden in the roof, and the car as a whole looks just as well balanced as the short wheelbase model. And though the W12 could easily be distinguished from other A8s when it was first launched due to the then-new trapezoidal grille and LED headlamps, this is no longer the case as all A8s carry these design cues. The extra money spent on the W12 is revealed in subtler details, such as the tailpipes, which have been cleanly integrated into the rear bumpers. Or, have closer look at the daytime running lights, each of which is
Turn night into day with powerful xenon and LED headlamps. composed of five extremely bright LEDs (though shared now with the S8). It's a car that, upon leaving, causes a glance backwards while walking away. Sitting there, on its lowered air suspension and tuning fork 20-inch alloy wheels, it looks very, very pretty. And when you return at night it lights up in a dramatic yet cool fashion, with pinpoint LEDs under the door handles and beneath the side view mirrors. Very impressive indeed. No wonder Jason Statham drives one in the second installment of Transporter – it's just so slick, and such a devilishly handsome automobile. My admiration continues with great enthusiasm inside the car. Just as with any other A8, the W12 has the finest interior in the business, bar none. Its controls are logical and easy to figure out, and it's minimalist when you want it to be, rather than allowing technology to be forced upon you by default. At this end of the market, anything but flawless fit and finish would be laughed out of the marketplace, and the Audi passes with flying colors. What conveys more of a message is the leather, the color, the ambiance and the styling. It's the way the leather around the steering
The A8's cabin is still in a class of its own when it comes to style. wheel feels as it slips through your fingertips, or the softness of the Alcantara that lines everything above the window line. It's the deep gloss of the wood contrasted with hairline brush marks of the aluminum trim versus the precision stitching of the leather on the dashboard that surrounds it above and below. It's the soft white glow at night that seeps in from the door panels, foot wells and door pockets, and the warm yellow lighting that creates just the right of ambient glow while cruising around in the dark. No matter how many A8s I drive, the interior never ceases to leave me speechless.Neither does Audi's decision to opt for a non-vee layout for its twelve-cylinder engine. It and others in the VAG kingdom are the only companies in the world who bother with anything other than a V (or an I, or an H). This is an immensely complicated engine, packaging twelve cylinders into a compact package about as long as a traditional inline-four; just thinking about what went into engineering the car's crankshaft makes my head spin. The engine's ECU must have been a nightmare to program too, considering that four camshafts control the car's 48 valves, with each
The world's most popular 12-cylinder engine resides under the hood of the A8 W12. camshaft featuring variable valve timing. It seems to have worked, as for all the different brands that make twelve cylinder cars, including Ferrari, BMW and Mercedes-Benz, they're all a drop in the pond compared to the W12. Believe it or not, there are more W12s around the world than any other brand of 12-cylinder engine. Keep in mind that it isn't just Audi using this engine, but Volkswagen and its British sibling Bentley that make up the brunt of W12 volume. The A8 W12 may not have a pair of turbos to enhance power like the Bentley Continental Flying Spur or its gracefully proportioned two-door counterpart, but in no way does it feel lacking in power. This is Audi's most powerful engine with the exception of the RS6's new twin-turbo V10, and rated at 450 horsepower and 428 lb-ft of torque it moves the big sedan with utmost authority. With six forward gears and all four wheels harnessing the power, it can hit 60 mph in five seconds flat, allowing it to sit in between the 760 and the utterly outrageous bi-turbo S-Class in terms of sprinting performance. This engine comes to life out on the
Part of the reason the W12 rides so hard is due to these stunning 20-inch wheels and low-profile tires. ()open road, picking up speed and maintaining momentum like a nuclear-powered freight train. See one of these things in your rear view mirror and you had best move to the right. It might sound like the A8 L W12 is a peerless luxury sedan, but there are some chinks in its seemingly faultless armor. Much of the following is down to interpretation and tuning, mind you, subjective gray areas. The A8 L W12 competes against some of the world's finest sedans, the crème de la crème of the range in terms of refinement, comfort and suppleness. The problem is that the A8 L W12 isn't supple at all. Rather, Audi is capitalizing on its sporty image across the line, and questionably has chosen to apply a similar treatment on its flagship car. I don't say this in a particularly critical way, it's just that it already makes a sport-oriented A8 called the S8, and it comes complete with a shorter wheelbase and a very rev-happy V10. Compared to the regular 4.2-liter V8 engine, or the V10, the W12 isn't much quieter. In fact, you can hear the distinct, off-beat warble of the W12 as it manages to sneak through the layers of insulation and the double glazed windows in ways that you can't with the V8. It's an intriguing sound too, one that you're unlikely to miss in the background. Perhaps Audi
The Bang and Olufsen sound system is as good to listen to as it is to look at. intended this, and perhaps they didn't. And while the W12 does have the extra performance, it's only about a second or so quicker to 60 mph than the V8. Yes, to folks buying this car, time is money, but is it worth the $50,000 price difference? The thing I am most concerned with is the comfort factor. With a power tilt and telescoping steering wheel and “comfort” seats with adjustable upper backrests and headrest wings, it's easy to find just the perfect driving position. And this being a long wheelbase model with all the trimmings, there's no lack of space or amenities – it's got a fridge in the back and a pair of TVs, for goodness sake. No, my critique lies with the car's ride. Even with the air suspension setting set to “Comfort”, the car doesn't filter out the sort imperfections that a Lexus or a Mercedes would waft over, and is further challenged by bigger chunks and divots in the road. Part of that has to do with the extra-low profile rubber that wrap around those gorgeous 20s, but then again you can get wheels this large on many rival brands without such ill effects. Plus, when you're out in a car
Fridge, anyone? ()like the A8 L W12, chances are that it isn't you that's going to be driving it all of the time; you'll be enjoying life from the opulent rear quarters with a driver dealing with the day to day grind of traffic. What is the point of having a limo if the ride is going to be so sporting that all bumps will be felt through the seats? That said, this all comes down to personal taste. Sporting A8s are wonderful in their own right, but the W12 model ought to be like a magic carpet.Of course, this issue of a stiffly sprung ride isn't anything new, with Audi or with any A8 on large wheels. Having sampled a wide variety of A8s, the best ride quality comes from those with the shorter wheelbase and the smaller (18-inch) wheels. I am told that the focus on the 2008 update was centered on revised suspension setups, and so my criticisms should have been already addressed. Then, it'll be possible to have a smooth-riding, scrumptious looking four-ringed luxury liner.I should point out that the A8, even in long wheelbase guise can more
If only the ride were smoother, the W12 could be the ultimate A8. than handle its own on a twisty road, a byproduct of that less than luxurious ride. Its body remains flat and its handling predictable and safe, but still engaging. The combination of Quattro all wheel drive and the wide Continental ContiSport Contact 2 tires provides all the grip you'll ever need in bends, however I did notice something a little bit off about the car's steering. Despite having the same ZF Servotronic steering rack as all the other A8s, this one had a strong self-centering, elastic feel to it. You can also tell that there's a little more weight over the front wheels with the W12 than with the V8, but such is the price paid for six liters of displacement.All said, I'm very happy to say that most of the features that make the A8 L W12 so very special have trickled down into lesser A8s, as they all deserve them. Provided you're willing to depart with a lot of money, any A8 can be adorned with a plush Alcantara headliner, stitched leather dash and the Bang and Olufsen sound system. I really like the A8 L W12, I really do. I like how it looks, I like the interior, and I like the way that it's built. I also like the image that it conveys, the technology and the fact that only a handful of people will buy the W12 model, making it one of the rarest vehicles that Audi will sell this year. There's no question that the W12 is an awesome machine and the sportiest of all long wheelbase luxury sedans, but with regards to this 2007 model, its ride is just a bit too compromised.

2008 Cadillac CTS 3.6DI RWD Road Test

A clean slate. A completely blank sheet. Forget everything you ever thought
The styling might be a bit familiar, but this is in now way a big, American land barge. you knew about a company called Cadillac. Forget the 105 years of history, its Standard of the World status, the gradual dilution of that status for the sake of retaining an aging consumer group with the purchasing power to afford overpriced, high-profit but dubious-quality products or misguided attempts to rejuvenate the brand with inferior, undesirable vehicles. Forget it all. That was another century, and another Cadillac. This Cadillac is something altogether different. This Cadillac is a new generation, from engineers and product planners to suspension packages and interiors, this Cadillac is a whole new brand and this CTS is a whole new car. Now that you've forgotten everything, I'll tell you what you need to remember about a brand that's raised itself from the ashes of ridicule and vainglory to become a leader, not only in image restoration but more importantly in building cars that enthusiasts truly want to drive. Yes, that's right. You want to drive this car, don't you? You want to own this car and you want people to come up to you and ask, “Wow, is this the new Cadillac?” And they will. But first of all we must pay homage to the first CTS, the Cadillac that
Cadillac has forged a clean-cut image, with a bad-boy edge. It's a brand redefined. shocked the world with one of the first modern designs the 21st century could call its own. Under the guiding hand of Cadillac's Art and Science design aesthetic that was first revealed in various concepts like the Evoq, Imaj and Cien, the CTS stunned just about everyone when it first appeared at auto shows and then in those wicked Rock n' Roll commercials wearing edges so sharp they cut through the preconceptions of what a Cadillac should look like in less time than it took to realize that this new Cadillac rocks. After several other models in their design portfolio arrived featuring the Art and Science theme applied to varying degrees (similarly pure and keen in the XLR, but distinctly softer in the STS and DTS aimed at Cadillac's old loyalists), Cadillac has come back to the car that started the revolution. Mind you, the CTS was not just a revolution in styling, it was also a good car, and the first to ride on Cadillac's new Sigma rear-wheel drive chassis. It was a lively, spirited car, but it was still a little rough around the edges, in the overall driving experience as well as interior quality in particular, and didn't quite surpass the European and Japanese competition that had left Cadillac far behind for so long. Throughout its life, Cadillac worked
BMW has their "angel eye" coronas, Cadillac has sharp lines. to improve the CTS by pumping it up with engine and suspension improvements, the most notable of which was the CTS-V that borrowed the Corvette's LS2 engine, then taking it racing in the SCCA Speed World Challenge GT series. In the hands of Andy Pilgrim and occasionally Ron Fellows, the CTS-V amassed 12 wins and two manufacturer's championships since the team's debut in 2004. While the racing helped it gain credibility as a performance car, Cadillac was able to experiment with plenty of technology and gained engineering experience that helped them build an even better CTS for us nonprofessional drivers. So, after completely shattering the image of Cadillac as a stodgy, tired brand for older clientele demanding only a super soft ride with the first generation CTS, Cadillac was then free to build the most amazing car they possibly could, armed with all the knowledge and feedback from a new generation of customers and a successful racing career. Clearly, they knew what to do with such knowledge. While I still refuse to find fault in the original design, I can admit that the new CTS is both perfect and sexy, retaining just enough of its sharply creased “science” at the edges of the hood and vertical corners of the car, while increasing its artfulness with
More than just bling: These 18-inch wheels are wrapped in some serious rubber. sensuously swollen fender flares endowing it with curvaceous sides and a wider track to enhance its stance and overall proportions. Translation: yeah, it's edgy and it's hot. The only other vehicle in this class that comes close to rivaling the CTS' flair is the Lexus IS, with its own brand of sharp creases and sinewy curves succeeding in its own impressive way. While the form is one thing, the details elevate the CTS to a level of distinction rivaling any of the European or Japanese luxury brands' entry level sport sedans. Clearly, the Sixteen-inspired grille will instantly distinguish the smallest Caddy from any competitor in daylight, but even at night the vertical light tubes at the outermost edges of the headlights are a nocturnal trademark similar to BMW's angel eye headlamps. In back, the vertically stacked column of LEDs can be mistaken for nothing less than a Cadillac, and even echo tail-finned Eldorados of Cadillac's past. Though there is no shortage of chrome, it is tastefully dispersed across the grille, on the functional fender vents (which help to draw out air to cool the brakes), along the top lip of the rear bumper, on various badges and even coating the high-polished aluminum wheels at the four corners.
It's got the features and the quality that high-end buyers crave. Never before has Cadillac offered a sedan with wheels so close to each corner, a product of the engineering team seeking the ideal balance and handling for a world-class sport sedan, and the looks to match. Indeed, Cadillac managed to balance their ultimate driving machine to an even 50:50 weight distribution, which you'll feel if you ever drive it all the way out to the intersection of ten and tenths. I can't say that I had any such notion as I experienced it only on public roads while the temperature hovered around the freezing mark, not to mention that it rained pretty much the whole week and even snowed lightly on a couple of occasions – really not the best conditions in which to wring out a 300+ horsepower RWD sedan riding on ultra-high-performance summer tires. This was a week that required a calm hand at the wheel and a light foot on the pedals. Then again, if I were taking it out on the track, this is just about the setup I'd choose (until the next CTS-V drops), with the upgraded 304-hp engine, traditional rear-wheel drive with a limited slip differential apportioning power between the rear wheels, as well as the sport suspension package with 18-inch wheels wearing supercar-grade rubber. The one change I'd make to
A cool place to be at night.opt for the manual, although in my week about the city the automatic was ideal. I drove a fully decked out CTS equipped with nearly every option available (ringing in at an impressive $47,780), but what about the basics? First of all, the new CTS retains the approximate length and wheelbase of the outgoing car, but the increased track means greater stability, and the updated Sigma chassis lends greater rigidity and therefore better ride and body control. The front suspension now consists of aluminum upper and lower control arms as well as a tower-to-tower brace (modified from the previous generation CTS-V) for added stiffness and enhanced steering feel, while the rear suspension is a premium multilink independent setup with an anti-roll bar. Spring and damper rates vary according to the suspension package one chooses, but all cars start with 12.4-inch front and rear vented discs equipped with four-channel ABS, traction control, dynamic proportioning and GM's latest incarnation of Stabilitrak stability control, with a performance mode.The base CTS engine is the same 3.6-liter V6 with variable valve timing already in use in the previous car, carried over pretty much unchanged with a six-speed manual transmission as standard equipment. It produces 263 horsepower and 253 lb-ft of torque, which is entirely sufficient in this class of vehicle and is a thoroughly respectable engine in its own right. One upgrade for those who need the extra traction is the availability of all-wheel drive, the same system developed for the larger STS sedan. Choose the AWD (a $3,200 option), and you also get upgraded to GM's Hydramatic 6L50 six-speed automatic transmission,
Navigation package pairs this retractable screen with iPod interface and a 40-gig hard drive. one of the smoothest-shifting autos in the business. Another choice you'll have to make is in the suspension department, where Cadillac offers three distinct setups to cater to slightly different sensibilities, from those seeking a more compliant ride to the cornering-grip-at-all-costs crowd. Wisely, GM put me into a CTS with the firmest state of suspension, the better with which to experience all 304 horsepower under tight rein and indeed, it doesn't get much better than the CTS in FE3 tune. And despite such a firm grip in the corners and the kind of steering you even forget you're directing through the wheel, the CTS was supple and forgiving despite the city's construction-cratered and frost-heaved roads. With such a smooth ride, it was easy to appreciate the kind of dynamics that the CTS had on offer, although as mentioned before, weather conditions meant I had to keep GM's most powerful V6 ever in check for most of the week. On the few occasions where a bit of lonely dry road presented itself, namely on a trip up to visit my mom and sister, the CTS's direct-injected 3.6 with variable valve timing came across every bit as sophisticated as its German and Japanese competitors claim. Power comes on early and then builds with a deep, hoarse rasp as good as anything
The CTS is a heavy car, but it hides its weight well. else featuring direct injection. Relative to the class of the field, I definitely wouldn't say that it eclipses BMW's 3.0-liter twin-turbo or Infiniti's VQ35, but it certainly delivers up a unique character that can stand with distinction alongside such award-winning powerplants, offering easy power and smooth delivery from the six-speed auto, a transmission so good BMW uses it too. Where the CTS separates itself from similarly priced competitors is in size. While the Cadillac's smallest matches up well against the 3-Series, G35 and the like with regards to performance, features and pricing, accommodations are generous enough to nudge it up against the 5-Series and other midsize sport sedans. For some who prefer the breadth of traditionally large American sedans, this will be a boon as interior space and comfort is unmatched in the segment, but if a tight parking stall at work or home is a factor, the smaller, nimbler foreigners will be an easier, nimbler fit. Indeed, that size is also responsible for one of the CTS's biggest drawbacks – its weight. Starting at 3,861 pounds, the CTS, in full AWD trim and a Future Shop's worth of electronics, tips the scales at 3,874 pounds, 72 pounds heavier than BMW's 535xi. Then again, that weight will only become evident if you push it far beyond reasonable limits (which are well beyond even the legal limits, so please restrain yourself), and the rear parking sensors meant that I had all the help I needed squeezing into my constrained parking space. Finally, one of the most impressive of all leaps Cadillac has made with this CTS is immediately evident once you slide inside. From the very first twist of the keyless ignition, when the 8-inch LCD screen lights up in a show any graphic designer would be proud of, you sense that this isn't just good, this is special. That screen rises slowly from the dash, flashing a
We'd personally like to try a manual. Imagine that, a manual Caddy... (Yes, we are aware that the old CTS could be had with a stick, as well as the Euro BLS.) twisting Cadillac logo plus trailing visual effects until it settles into a welcome message, through which you can access a range of electronics that I wouldn't mind installing in my living room. At the root of it all, a 40 GB hard drive that stores all the navigation info plus as much music as you'd need for a long road trip, not to mention that you can add XM satellite radio and then plug in your iPod for weeks' worth of non-repeating music; you can even load up to six CDs in the six-disc changer – CDs, how quaint. And while the sound from the Bose 5.1 Surround Sound 10-speaker system is superb, it is still no match for the instantaneous response of the navigation system zooming in, or the fact that you get live traffic updates and warnings about delays en route on the map. The traffic updates sound good, but I have to say that it takes a bit of adjustment to get used to the different indicators that warn of impending doom – or perhaps reading the manual would help clear up some of the symbols. While technology for technology's sake isn't always great, and you'll often find us journalists recommending independent portable nav systems, this $3,145 package is worth the overtime you'll have to put in. Everything is so seamlessly integrated, the menus and operations are ridiculously easy to navigate, and the character of the car just seems completed by all the gee-whiz goodies. Then again, it's not like some high-tech cabins that blind you with a dizzying array of backlit buttons. Surprisingly, the amazing array of features is packaged into a sleek, streamlined console, trimmed in metallic finish surfaces (or the upgraded Sapele Pommele wood option). The coup de grace is the night-time illumination, which casts soft light bars under a lip in the French-stitched leather dashboard. It's a cool, soothing bluish light that bathes the cabin in understated elegance, a feeling completed
Cool. Just plain cool. by impeccable heated and ventilated chairs favoring a wide comfort zone with just enough support for mild sporting intentions. Believe it or not, there are even more features that I haven't even touched on. In this regard the CTS can match any of its competitors step for step, from swiveling HID headlamps to a super sunroof, a generous trunk right down to a 4-year/50,000-mile no-charge scheduled maintenance program, meaning you won't even have to pay for an oil change for the first few years. Starting at $32,990 it's not the cheapest in the segment, but it's got all the options, technology and style to stare down any rival, and is easily the roomiest and most comfortable while giving only inches in hard-cornering aggression and performance. The CTS is a complete luxury car and Cadillac is offering an unprecedented luxury experience to help it reclaim lost glory from its encroaching imported competition. It doesn't hurt that it's got the sporting credentials to wipe the smirk off many sports cars, let alone sport sedans. Oh, and the upcoming CTS-V is rumored to have anywhere from 500 to over 600 horsepower. Forget about it.

2007 Jaguar XKR Convertible Road Test

Call me a panty-wearing, purse-toting sissy, but I would stand in line to get
Sometimes words just don't do justice. (Photo: Justin Couture, American Auto Press)told what and when to do and think for this ride. I'm talking about the Jaguar XKR, and the most difficult thing about living with this car for a week was not making too many sexual innuendos in this review. Yeah, it's a car, but if ever a car screamed “SEX!”, you're looking at it. This is one hot car, and I'm having a hell of a time just trying to keep this review PG. Anyhow, it all came to a head one afternoon when I pulled up at a gas pump feeding the kitty premium juice, and a hip, stylish man driving an affordable family minivan stopped cold, looked over and summed it up perfectly. “Nice Whip.” Well, thanks, and when I have the opportunity I'll pass those compliments on to Ian Callum, the Jaguar design team and the Jaguar marketing and production people who put this wicked, sinful feast for the senses on the road in as lust-inducing a form as they have. It doesn't take a connoisseur or an automotive aficionado to appreciate this beauty, and anyone within earshot can be excused for getting a little weak in the knees whenever the engine is turned over or the throttle generously
The sound of the supercharged V8 is unique, loud but above all, and addictive. (Photo: Justin Couture, American Auto Press)applied, gratuitously hacking up furballs while idling at streetlights or when rolling down the ramp in neutral at the underground garage at work. If not for the body-hugging leather seats in which I was ensconced, I likely would have set a record for clumsy stumbles in a week. There's something just a little dirty to the stutter in this cat's growl, perfectly rattling the more primal hormone-producing areas of my nervous system. Seeing as how this review could start to get ugly real quick, perhaps I should start talking about the features with which this modern cat pampers its occupants. First of all, it includes one of the most intuitive, clearly laid out and simple-to-use car-systems interfaces. From adjusting the radio stations to setting the desired temperature for occupants or connecting a Bluetooth phone to plotting a course on the navigation system via its touch screen interface, most menus were simple to understand at a glance and easily accessed, backwards and forwards. The only drawback was that the touch screen still requires visual contact, which means you have to look away from the road in order to control certain car functions, a procedure that should be,
Not to mention the acceleration. That's pretty addictive too. but rarely is, undertaken only after parking the car at the side of the road. Parking the Jag is a snap thanks to parking sensors that use glowing color bars around a diagram of the car to represent objects you are approaching. One frustration is that it shuts off immediately after shifting out of reverse ... it would have been helpful if it stayed on during quick see-saw adventures in parallel parking. However, despite little niggling annoyances with the car functions, the biggest disappointment was some of the trim on this $90K car. I rarely harp on interior materials because you generally get what you pay for, but two areas in particular caught my attention and incited my ire and constant picking (both physical and the nit- variety). The steering wheel's spokes, a point of constant contact for the primary occupant, were banded with fairly cheap and disgracefully assembled plastic. For over $90K, somebody should search the coffers for a little extra budget for some aluminum trim, and be damn sure that it is fastened without leaving huge gaps right where fingers fall when grasping the steering wheel at the optimal 3 and 9 o'clock
Leather and wood are very "ye olde English", but the touchscreen interface is very modern. hand positions. A lesser irritant, but nonetheless one I found embarrassing, was the peeling chrome trim on the shifter gate - on a car with less than 3,000 miles and only one previous journalist (albeit a disgraceful one judging from the parking in a handicap-designated spot ticket he left behind) having been at the wheel. Those were two minor irritants in a car that, when taking the larger view of man's relationship with the elemental machine, is nearly flawless in my opinion. From here on out in the review, it will only be unabashed praise and adulation. It is downright perfect when examined from every angle, the lower front splitter and mesh grille insert of the R trim adding further menace to a car whose gorgeous curves can only be matched by exotics commanding double the price. Audi's R8 might get a whole lot more attention, but it isn't nearly as purely “beautiful” in its harsh, technical mastery. The XK teases with curves and tantalizes with creases, tempting the mind to think of the iconic leaper as interpreted overlaid on an aluminum chassis and four alloy wheels that pad as lightly as its namesake. Flanks that draw
The supercharged engine is phenomenal. No wonder it's used in so many Jaguar and Land Rover products. me in, headlights like eyes that captivate, and a neatly tucked rear diffuser and twin tailpipes that beckon me to keep turning the car over and over in my mind, it's a body that is more love letter than design, and I can't stop reading it over and over again. And while the body is as lustrous as prose can get, the car quickly turns prose to poetry when you bring motion into the story. The epic sounds of the engine barking to life I've already mentioned, but from the minute the car rolls into the street, the wide wheels, low-profile performance rubber and aluminum suspension and chassis communicate the lay of the road while the light, effortless steering still manages to parley the front wheels' actions with precision and deftness. It's not a car for ham-fisted brutes that crave a good pounding to let them know they're getting somewhere; rather it dances with the grace and aplomb of a ballroom master without any unnecessary jarring on rough roads. Granted, the stiffness of chassis and suspension mean you can catch the rear wheels losing the ground for a fraction, but the car is so utterly controllable that you'd have to be willfully aiming for a ditch to find one. At those extremes, Jaguar's stability control will come to the driver's aid as it can only be partially deactivated,
The Jag is always ready to pounce into action, just like its leaper logo.)coming back at the flick of a tail that is too far out of character. Although really, despite its sporting ability, it's a car that won't likely see much track time or be driven too mercilessly on far flung country roads. For this reason I, personally would be more than satisfied with the more modest XK convertible, though preferably in a more extroverted shade, like the Radiance (red) metallic one we sampled last summer. Both offer the same lightweight 4.2-liter aluminum V8 with variable valve timing, though the XKR's supercharger boosts horsepower from a respectable 300 to a downright indulgent 420, and torque from 303 lb-ft to a gut-twisting 413, not to mention the stiffening of suspension, tweaking of steering response and recalibration of the Computer Active Technology Suspension (CATS is Jaguar's cleverly named adaptive damping system that adjusts damper reactions to create the optimum balance between ride and handling). Call me simple, but the XK convertible is just fine thank
Don't dismiss the regular XK - it's a fabulous drive too. you very much. You may even think I missed the point of reviewing this car, glossing over the technical achievement in its self-bonding riveted aluminum chassis, incredible torsional rigidity or incredible power-to weight ratio, but the XKR just made me want to bask in the flash of paparazzi bulbs and perhaps run over a homeless person because I felt like the world was suddenly my $10,000 dollar a day personal assistant and it was the world's less fortunate job of getting out of my way. I just felt special, and perhaps just a little super-special for wearing the mesh grille and R badge. Then again, the kind of on-the-edge driving you'd have to entertain in order to extract the R's performance improvements really didn't cross my mind. Sure I floored it leaving stoplights and goosed it a little coming out of corners, but the same fun can be had in the XK with only a few percentage points lost in the volume of the exhaust and the tightening of the steering. Mind you, the upgrade from XK to XKR is a rather insignificant $11,000, so it's not really much of a stretch once you're spending that kind of money on a seasonal car, but even if you're Richard Branson, I'm sure you could find somewhere to spend that $11,000 ... maybe a nice bottle of wine or a night at a fine hotel or staging some elaborate publicity stunt. Hey, why not pamper yourself? You and your cat deserve it.

2007 Audi Cross Cabriolet Concept

Audi is expanding at an incredibly rapid rate. This is a brand that's
Behind the glamor of its show-ready body, the Cross Cabriolet previews the upcoming Audi Q5. (Photo: Trevor Hofmann, American Auto Press)
eager to grow, full of creative ideas, innovative technologies and solid successes on the road and on the track. This year has been spectacular from a product standpoint, with many new concept and production debuts. The overflow of models has even resulted in concept cars being shown at lesser known shows, not just the main stages at the biggest events. Perhaps the most important thing about these concept cars is that Audi has a track record of committing such prototypes to production in one form or another. In the past decade, at least, almost everything the brand has shown as a concept ended up on the road. The Q7, A5, R8, TT – all of these vehicles owe their exterior and interior designs to various concept cars.

This metallic orange concept crossover you see here is different, as the brand has never done anything like this before. While crossovers aren't new, it's a different sort of blend – convertible and premium compact SUV. The roof itself is a simple cloth drop-top, but the fact that the doors don't have frames and there isn't a B-pillar poking up through the side
Roof up, it has the profile of any new Audi convertible. (Photo: Audi)
of the car gives it a very open, very clean shape when the roof is down.

The transformation from coupe to convertible is a fairly quick one, taking just 17 seconds from start to finish. The multi-layered fabric top might not be the “Acoustic Roof” that Audi fits to a variety of its convertibles, but it has been said that it provides comparable levels of noise and heat insulation to a conventional metal roof. To ensure that all occupants stay nice and warm, even in colder weather, all four sets are equipped with an airscarf system, which jets warm air through the headrests for comfort. Also, an intercom system allows each passenger to talk and hear everyone else clearly, even at high speeds with the roof down.

Finished in Stone White, the interior of the Cross Cabriolet is a continuation on modern Audi interior design.
Interior is intelligently designed and beautifully finished. (Photo: Audi)
The dome-shaped console and dash house a variety of new technologies, including Audi's latest navigation display interface. While much of the system is controlled via MMI, a touchscreen system that features similar capabilities to a tablet computer notebook has been added. The screen can, for instance, feature menus that can be moved around by dragging and dropping; this is also handy for searching maps. And speaking of maps, the new system also works in conjunction with Google Earth to help you get exactly where you're going, complete with live updates for traffic, weather and other valuable services.

Convertibles tend not to be practical vehicles, but cross-pollinating this vehicle genre with an SUV has really changed the outcome. While the seamless integration of the tonneau cover and the decklid give the Cross Cabriolet a
Nav system works with Google Earth to give live updates for traffic, weather and more. (Photo: Audi)
sleek look, Audi's engineers have actually designed the cloth roof with a hinging rear window for easier loading. What's more is that the trunk is quite deep, which gives the convertible storage space equal to that of its non-convertible competitors, measured from below the window line. In terms of the trunk's floor size, it is 3.8 feet by 3.5 feet.

Ignore for a moment the cloth folding roof, the lack of side pillars and the two missing doors and what's left is the basic outline for what will become the Q5 crossover SUV. At 15.1 feet in length, it's right in the thick of the compact premium SUV segment, dominated by the X3, RDX, LR2, and soon the Infiniti EX. Yet, you won't be mistaking the Q5 for anything else, as its styling is authentically Audi. There are plenty of strong influences from the current Audi product range in its face, the
The black cladding and raised suspension pay homage to Audi's allroad. (Photo: Audi)
prominent trapezoidal grille made even more intimidating by the vertical ribbed pattern, and the ever narrowing headlamps laced and lined with LED lights.

The production vehicle might not be as glitzy as this convertible concept, nor contain some of its off-roading tidbits, like the integrated running boards, matte fender flares, 21-inch wheels and underbody protection, but it gives a strong idea of what to expect from Audi's Q5. If Audi does intend on doing an off-road version, these might reappear, as may the electronically controlled suspension which uses electric motors to raise and lower the vehicle 1.57 inches for extra ground clearance. This takes all of four seconds to do.

Although LA, and all of California for that matter appear to be vehemently anti-diesel, the Q5's “oil burning” powerplant isn't just for show. Audi specifically chose to showcase its latest 3.0-liter TDI V6 diesel engine as a way to prove it's shifting its gears into diesel for North America. We'll be seeing a version of this engine in the near future on the Q7 V6 TDI with AdBlue emissions-reducing technology, which when combined with other emissions
The body has a seamless profile to it, although it's a bit at odds with the high-riding nature of the vehicle. (Photo: Audi)
systems allows Audi to claim it as the world's cleanest diesel. As of 2008, Audi will be able to sell a diesel car once more, including states where the toughest emissions standards apply.

But diesel isn't just about going green. It's about power, torque and fuel economy. This engine makes 240 horsepower and 368 lb-ft of torque, most of which is available from just over idle. That's more than plenty to propel it to 60 mph in 7.1 seconds and then on to a top speed of 150 mph. Fuel economy is nevertheless still excellent, at 32 mpg. One of the reason's that it's so efficient is its eight-speed automatic transmission, which feeds all four wheels with a slight rear bias of 60-percent.

The idea of selling a diesel car in certain North American markets might be as ambitious as bringing a premium compact convertible SUV to market, but one of these will indeed come true (hint, it isn't the convertible). The Q5 quattro is well on its way to production, and when it arrives will provide Audi with yet another strong competitor. While no dates or even a finalized version of the vehicle have been announced, the production Q5 should be making its debut during 2008. As for the production Cross Cabriolet? Keep your fingers crossed.

2008 Audi TT Roadster Road Test

Style without substance. There, I said it. Now that the old TT is dead andburied, I can get it off my chest that one of the prettiest, most stylish cars to ever wear the four rings was a bit one-dimensional. I'm not quite sure why this was the case, as Audi's previous sporting two door, the Coupe Quattro was all about substance. While the TT was a true landmark in style, it felt as if the mechanical bits were secondary to its purposeful exterior. For a car designed to compete with the world's finest roadsters, it blew them away in the touchy-feely categories, but not quite enough was done to mask its genetic ties to the Golf (and for that matter the Jetta and New Beetle). Because of this, the TT was snubbed, and became known to the world as a lowly hatchback in
The new TT is more than just a pretty face. (Photo: Justin Couture, American Auto Press)a pretty cocktail dress. Audi's attempts to fortify it with cutting edge technology, such as the twin-clutch DSG gearbox, certainly helped, but it was too small a bandage for its flawed underpinnings. I might sound a little on the harsh side, but that's because I've just driven the new TT which, besides looking the part, drives the part too.Perhaps what made the TT such an important vehicle in automotive design was its purity. The
Adding the corporate grille and angular headlamps means that the new TT is less pure as a design, but much more aggressive looking. (Photo: Justin Couture, American Auto Press)usual sports car resume of intakes, vents and grates were absent from its body, leaving a clean exterior but for its pumped up fenders. Back then it was a beautiful car, and for that matter it's still a beautiful car today. From the time it was launched, it was an instant classic, and surprisingly, almost a decade on it hasn't dated one bit. Moving forward a generation and there's no mistaking the family resemblance. The new TT
Power top and power wind deflector are both standard on the TT Roadster. (Photo: Justin Couture, American Auto Press)is also a beautiful car, if not as breathtaking in design as the original. It's now uni-directional; its nose is sharp, and almost snake-like with its angled headlamps and that wide, trapezoidal grille neatly placed between its oversized fender flares. And despite being longer, it looks no bigger than the car it replaces. It appears just as expensive too. Between the Coupe and the Roadster, it's the open topped car that is closest to the original, as it retains the bubble-top roof and the brushed metal rollover hoops. For
The cabin is more driver-oriented, but loses none of the excellent detailing. (Photo: Justin Couture, American Auto Press)all the hours of wind tunnel testing that Audi did on the old TT, its top engineers did not figure that at higher speeds it would be a tricky car to drive due to the shape of the previous car's fastback. The solution that resulted was simple; a small, fixed rear spoiler that sat at its tail. Parked, or at low speeds, you might think that Audi solved the stability issue on the new car with some sort of underbody trickery, but no. The spoiler remains, but only rises when it's needed to provide the necessary downforce. Otherwise, it tucks away to preserve the clean look of the tail.Like a 911
Snow's no problem with quattro all-wheel drive. (Photo: Justin Couture, American Auto Press)or a Chrysler Crossfire, pushing a button on the console can manually raise it for no other purpose than to shamelessly show off. With no headliner latches to disengage, the TT's tiny cloth top drops in twelve seconds, and rises back up in fourteen, plus it can do this at speeds of up to 25 mph. The ability to raise and lower the roof while in motion is invaluable, allowing drivers to avoid those embarrassing stoplight moments. The roof also folds neatly, avoiding the need for an extra tonneau cover, while saving weight and operating complexities. With the roof up, it's downright surprising how well insulated the TT is at all speeds. It might be hard
3.2-liter V6 is packed in there nice and tight. (Photo: Justin Couture, American Auto Press)to believe, but the high-quality mesh lining keeps everything as quiet as the hardtop. Perhaps more impressively is the fact that the TT Roadster isn't available with the so-called Acoustic Roof that debuted on the facelifted A4 Cabriolet, though I could swear that it's just as quiet. Not that most people hinge the purchase of a roadster on its practicality, but the trunk space in the drop-top TT isn't at all bad. When it's folded, the roof resides in its own compartment, which means that the 8.8 cubic feet volume is the same, whether the roof is up or down. There's also a clever little pass-through for carrying skis or snowboards, and a couple of concealed cubbies on the rear panel behind the seats.
With heated seats and the heater on full blast, the TT is a car you can drive in the winter with the top down. (Photo: Justin Couture, American Auto Press)Overall, the Roadster isn't as voluminous as the hatchback, but for an open-top two-seater it's impressive. The interior of the previous TT was very much like its exteriorin that it was stunning to look at, with attention to detail only topped by oh, maybe Rolls Royce or Bentley. It had a handcrafted appearance created by its brushed metal air vents, the padded aluminum spars, the embossed stereo faceplate cover, and if optioned, the thick “baseball” stitching on the leather seats. On the contrary, it was less than perfect as an interface; the flat face of the dashboard was too upright, and the controls were too small and too fiddly. The new cabin is far more ergonomically sound, in that it's much more of a cockpit
Watch the needle wind up to 60 mph from stop in 5.5 seconds with S tronic... (Photo: Justin Couture, American Auto Press)and less like a cabin. The dashboard and console are canted towards the driver, and the new HVAC controls, while smaller still, are easier to operate. The new TT brings in a few new décor touches like the (optional) leather instrument cowling, handbrake lever/armrest and console, as well as the flat-bottom steering wheel. These items are combined with the TT Roadster's now trademark baseball stitched leather seats, gorgeous, and those aluminum vents for a link to the past, and whileit's still the best interior in class bar none, I'll miss the atmosphere of the old car. Still, when it comes down to getting in and driving, the new TT is a world apart, and for the better. Two engines are available for purchase on the new TT, the 2.0T and the 3.2-liter V6, neither of which are engines we haven't
... but the manual transmission is more satisfying to drive. (Photo: Justin Couture, American Auto Press)seen before. The former is the same as might be found in the A3 and A4, with direct injection and a turbocharger, producing a sum total of 200 horsepower and 207 lb-ft of torque. It's only available in front-wheel drive and with the famous twin-clutch gearbox – no manual, nor quattro. The V6 is the same six-cylinder engine as on the old car, going through without any mechanical changes. It's only available with quattro all-wheel drive, although for the first time in North America it can be had with a six-speedmanual (or S Tronic twin-clutch). Compared to the 2.0T, it makes 50 extra horsepower and is accompanied by a noise that makes hearts flutter. And speaking of “noises”, the guttural, almost Alfa Romeo-like symphony is produced through an exhaust system that doesn't have any acoustic aids, such as baffles or by-pass chambers. In accordance with
Magnetic suspension means even the roughest roads are actually quite comfortable. (Photo: Justin Couture, American Auto Press)Audi's new “tronic” gearbox naming system, the DSG gearbox is now called S Tronic instead of DSG, VW's designation. The automatic is “Tiptronic”, the CVT “Multitronic”, and the pure sequential transmission of the R8 is called “R tronic”. Why Audi chose to rename it is silly as everyone knows what a DSG transmission is, and, most likely, they'll continue to refer to it as DSG, despite Audi's best wishes. S tronic is as wonderful as it's ever been, with lightning quick up shifts when you're blazing about and smooth gear changes when you're heading to and from work. It also shaves 0.2seconds off the official 0-60 mph time (5.5 seconds), improves the fuel economy while reducing the carbon dioxide emissions over the manual. However wonderful this robotized transmission is, it still doesn't beat the six-speed manual that's available to V6 buyers for driver appeal. This gearbox is so wonderfully
Aluminum roll bars, fuel filler cap and the general shape are pure TT. (Photo: Justin Couture, American Auto Press)slick and crisp that it provides the right amount of resistance when flicking through its short throws to put an ear-to-ear grin on your face. The pedals are placed just perfectly for heel-toe shifting, putting the driver one step closer to absolute bliss. S tronic might be brainy enough to out-do a human on most counts of driving, but it's not the cleverest component of the TT. This title might very well go to the chassis, the skeleton that everything else hangs on. The TT is no longer a derivative of the VAG A-series architecture, but rather thisone's completely unique and uses an engineered-from-scratch ASF aluminum-steel space frame hybrid. In this case, steel is not used because it's cheaper per se, but because steel is heavier and helps to even out the car's weight distribution, which in turn improves the way it feels and how it performs. If that isn't thinking outside the box, I don't know what is. In order not to repeat the floppy performance
3D tail lamps are a nice added touch. So is the retractable rear spoiler. (Photo: Justin Couture, American Auto Press)of the old Roadster, the new car receives key reinforcements to its underside. There's more steel in the Roadster's chassis than in the Coupe in the form of ruddy big braces to prevent it from twisting under the stresses of bumps and G-forces, but a good portion of the front and middle sections are made from reinforced stamped aluminum. Audi reckons that the Roadster is 120-percent stiffer than the old car, which is very apparent when you get behind the wheel. Its small dimensions combine with the stronger design for a car that is rock solid under all circumstances, no matter how hard you're pushing orhow bad the road. Where the old car wobbled in the bends and shimmied over bumps, the new car glides with true confidence and solidity. The icing on this TT-shaped cake happens to be that comparatively speaking, by using aluminum, Audi saved 165 pounds of weight from the frame alone. Actually, I take that back, because there's yet another clever trick up the TT's sleeve. For the first time, the TT is available with magnetic dampers,
An all-weather sports car that won't dissapoint. (Photo: Justin Couture, American Auto Press)which were first seen on the RS4, and if you're going to purchase a TT, this $1,400 option is an absolute must. It's not that the standard setup is bad, as without the fancy damping the TT's ride is much more composed than the previous car, and has a fair bit of absorbency, but with the magnetic ride it's a whole world apart. Inside the damper, instead of inert gas, there's oil with magnetically charged particles in it. When the electromagnets surrounding the damper chambers areturned on, the particles charge in milliseconds to give the fluid a more viscous consistence yielding a firmer ride for the Sport mode. These shocks assuage the too-stiff nature of the old TT, and give the new car what I must say is the best ride in its class when Sport mode is off. This is a sports car that's very comfortable and easy to live with day in and day out. Push the button located at the base of the transmission tunnel, and the difference can instantly be felt; every little crack and crevice is transferred directly to your backside, and there's less body roll too, yet it's still not too firm to use on city streets.

2007 Mini Cooper & Cooper S Road Test

Minis hold a special place in my heart. Why? I've had way too many great
This is the brand new Mini Cooper S. Honest. (Photo: Alexandra Straub, American Auto Press)memories in them. For example, I drove over 1,500 miles in a week the first time I had the Cooper S back in 2003. Not only did I drive to and from the local mountains three times (it's about 75 miles each way from where I live), I went golfing (another 600 miles there and back, plus some detours), drove around town in style and made pedestrians and children smile everywhere I went. Then there was the launch of the Mini Cooper Convertible in Minneapolis, MN. I made friends with the local wildlife (Sparco the turtle) got myself and my driving partner lost in the middle of Nowhere, Wisconsin. Like I said, good times.I recently made some more memories with two all-new Coopers. Now in its second generation since its introduction in 2003, the Cooper and Cooper S are even better than before. Oddly enough, the two new cars look pretty much the same as the old 2007 models! Put them side-by-side with their outgoing siblings and even then it's hard to tell the difference. But hey, if it ain't broke, don't fix it. The Mini design is hailed by adults and children alike, so why go radical for something that's so iconic? Underneath that familiar skin is a brand new car, mind you, from engine to gearbox. And let's not forget the interior. I promise. Even the suspension has been modified to make it more
You can tell the difference more easily inside? The big speedo stays, but the radio lives in it now. Note the winged Mini logo design for the climate controls. (Photo: Alexandra Straub, American Auto Press) fun to drive. I know, it's hard to believe this “mini” BMW could get any better, but it does.Inside, the Mini's changes are a lot more apparent. The center console has been trimmed in width to increase space for knee and hip room, and the audio controls have moved north so that they're now situated just under the larger-than-life speedometer. It's nice to have all the audio controls closer to eye level, as this requires less effort and less eye-time taken away from the road ahead. The new setup not only looks good, but it adds character to an already boisterous car. All that boisterousness needs to start somewhere though. In this generation, it's under the hood. The biggest and most exciting difference between old and new is the engine, or should I say engines. As much as I loved the whine of the 163 horsepower supercharged engine, it is no more. Instead, it's been replaced by a faint hiss of a turbocharger. Using the Valvetronic variable intake valve timing technology from its parent, BMW, the 4-cylinder is now turbocharged resulting in overall output of 172 horsepower (up 9 horses) and peak torque of 177 lb-ft (up 22 from 155).
Big gains in power for the turbocharged Cooper S. Regular S is smoother, and more efficient too. (Photo: Alexandra Straub, American Auto Press)Can the difference really be felt? You bet. The smoothness and responsiveness of the engine is much bolder than before. Yes, if you thought the old Mini hauled, it hauls even more now.Even the normally aspirated 1.6-liter, 16-valve DOHC 4-cylinder receives a kick of 3 horses from 115 to 118, and torque now stands at 114 lb-ft at 4,250 rpm, up from 110. While it has significantly less power than its turbocharged brother, the fun is still all there. Furthermore, the new engines are a lot smoother than before with less NVH (Noise, Vibration, Harshness).During my time with the Cooper S, I went camping, drove around the local islands, sat on a ferry and watched DVDs with my boyfriend while listening to the ocean with the windows rolled down, rode around with my friends, entertained clients at work who were visiting from out of town ... it seems that even the mundane tasks of the everyday were made more enjoyable, not only because the Cooper has such a great personality, but because it's just such a well coordinated car. Its 6-speed manual transmission shifts smoothly, the front MacPherson strut type and rear independent multi-link sport-tuned suspension (which comes as a part of the sport package
The Cooper continues to defy what a small car can be. Luxurious, comfortable and sporty, it's also incredibly thrifty to run. (Photo: Alexandra Straub, American Auto Press)complete with 205/45R17 performance run-flat tires and 17-inch flame spoke alloy wheels for $1,500) keep the car flat in the bends, and the heated seats, keyless entry, stability control and switchable ambient lighting kept making me think, “luxury car”.It was also great to have the novelty-sized sunroof, which comes as part of the premium package for an extra $1,500, always open when the sun was shining. Heated front seats, mirrors, and windshield washer jets are also available as part of the cold weather package ($500).And what's a Mini without a funk-a-delic stereo? The Cooper S' musical stylings came in the form of a 6-speaker premium sound system with pre-wiring for SIRIUS satellite radio and an in-dash CD changer with MP3 capabilities. While it's not the 'loudest' system - loud in a sense that I couldn't crank the bass and shake the earth - at higher volumes it was clear and free of distortion. There's nothing more embarrassing than listening to a favorite song with the windows rolled down and hearing that hiss and crackle. OK, maybe there are other things more embarrassing than that, but the car already generates so much 'buzz', no assistance from the stereo is necessary. Get it? Buzz? Oh dear. Moving on...
Cargo space is a bit small, but fold down those rear seats forward and there's more room to play with. Clubman wagon version will be along next year. (Photo: Alexandra Straub, American Auto Press)My one-on-one time with the regular Cooper wasn't as eventful, as there weren't any camping trips, ferry rides or opportunities for entertaining clients, but I still managed to have a great time with it. Like that's hard! However, at first I was not too excited about the optional 6-speed automatic transmission with Steptronic manual mode (an additional $1,250), but it soon proved to be an asset. My biggest fear was its incapability to deliver all of the advertised 118 horses quickly enough to appease my need for speed. I mean, why ruin a good thing with an automatic transmission? Boy was I wrong. I was actually quite impressed with how quickly the auto-Cooper was willing to respond. It still embodies all the pep, pizzazz and poise that I doubted would be there. Gosh, I'm such a pessimist sometimes. Nevertheless, I give the auto tranny two very large Mini thumbs up.What I also give the Mini is two very large thumbs up for all the additional gadgets and stuff that can be added. There are over 1,000 options that enable the Mini to be completely unique to its owner. For example, my Cooper came with the sport package, which, incidentally, differs slightly from the
Cooper S has an overboost function which temporarily boosts torque up for more punch when needed. Very cool. (Photo: Alexandra Straub, American Auto Press)Cooper S' sport package ($1,500) due to a set of 205/45R17 17-inch “Crown” spoke alloys wrapped in all-season run-flat tires, plus sport seats, a rear sport version spoiler, anthracite liner, sport button and white indicator lights. The sport button essentially changes the response of the throttle, and keeps the car in gear longer, increasing its ability to get up and go.There is little in the way of drawbacks for both Cooper models, besides the usual "lack of cargo room" and "not much rear seat legroom" complaints. One thing I would like to see changed in a future generation is the placement of the DSC button. It's right beside the lock/unlock and window down button. I accidentally pressed it a couple of times when rolling the windows down, but it doesn't really hurt the car or performance, in fact, unless things are really slippery it helps it! Fuel economy is great on both models with an estimated 32 mpg in the city and
As good as the S is, I'd personally pick the regular Cooper. (Photo: Alexandra Straub, American Auto Press)40 mpg on the highway for the Cooper (6-speed manual transmission), and 29 mpg in the city and 36 mpg on the highway for the Cooper S (6-speed manual transmission). Is that good mileage? Definitely good enough. As much as I liked both Coopers, if I had to pick only one to have in my driveway I'd opt for the normally aspirated Cooper. Yes, I liked it just a tad more than the Cooper S even with the automatic transmission. Why? It suited my lifestyle a little more and was more convenient for all the city driving I do. That's not to say the Cooper S wasn't a close second, I just connected more with the regular Cooper. Mind you, I wouldn't object to any Mini if it just happened to show up outside my apartment with a pretty red bow wrapped around it. Hint hint, Santa...

2008 Volkswagen Rabbit 4-Door Road Test

The 2008 Rabbit marks the second year of this Mark V body style in North
The Rabbit continues on into '08, with the only major difference being its engine. (Photo: Justin Couture, American Auto Press)America, sold under the Golf name in Europe. As with the previous year's model, the ride, fit, and finish of the Rabbit creeps up to the caliber of a BMW 3-series. What does that mean? Literally, the Rabbit is premium-like car at a non-premium price. It's also a driver's car; an ideal blend of straight-line performance and firm, stable road-holding, fun through the corners but also comfortable enough for long cruises. One common complaint with the previous 2007 Rabbit was the lack of grunt off the line, despite an increase of power over the even weaker previous generation Golf. The new car is a bit heavier at over 3,070 pounds, so the need for a little more under the hood is obvious. Volkswagen answered this concern by adding variable valve control to what is essentially the same 2.5-liter 5-cylinder engine, adding 20 horsepower and 7 lb-ft of torque to the new Rabbit. Now producing 170 horsepower and 177 lb-ft of torque, the Rabbit is truly a pleasure to drive. Although fuel economy ratings aren't any worse for the upgraded engine, the actual consumption figures are a bit on the high side for a compact car. The Rabbit's pep is due to its big displacement engine which also features one extra cylinder than your standard, run of the mill compact hatchback.
2.5-liter I-5 goes from 150 to 170 hp. Torque is boosted by 7 lb-ft to 177. (Photo: Justin Couture, American Auto Press)Cosmetically speaking, not much has changed from last year. Looking at the front, attractive egg shaped headlamp covers enclose the horizontal turn signals, circular high and low beam ballasts capped in a tiny VW logo. The large VW badge is centered on a three slotted grille and rests above the wide mouth air inlet on the bumper, giving the Rabbit an aggressive look. The body colored bumper strips and body side moldings complete the premium appearance. On 3-door models, the rub strips are black.The Rabbit's attractive profile has a lot to do with the stretched 101.5 inch wheelbase and short front and rear overhangs that gives the car a solid stance. The organic flow of curvy lines start from the hood before blending into the windshield and tapering towards the rear, where they wrap around the rear hatch and bumper. Our Sage Green Metallic test car came with optional 8-spoke, 16-inch alloys wrapped in Continental rubber. Premium standard touches include integrated side mirror turn signals, a roof-mounted antenna and a
2.5-liter engine gives the Rabbit plenty of pep. (Photo: Justin Couture, American Auto Press)hatch lid spoiler. From the rear, there's an elegant simplicity in the clutter free hatch design. For instance, the center-mounted VW emblem doubles as a hatch release lever when depressed, minimizing the need for a handle, and the overall look is clean and well proportioned. The lower half of the bumper is unpainted black plastic, which will reduce the appearance of unsightly parking lot scrapes and bumps. The package is finished off with a dual tip exhaust system, giving it a sporty look. But really, the little “2.5” badge at the lower right, complete with its little galloping rabbit, does an even better job of summing up this car's fun factor. As mentioned earlier, the Rabbit is a real driver's car. What I was referring to is the overall feel you get when behind the wheel. The 6-way manual driver's seat is probably the best in the segment. Fully supporting the thighs and torso, it helps inspire driver confidence in corners. The small diameter steering wheel with indented thumb grips is just the right size for crisp response, and coupled with the oh so smooth clutch and gearbox it makes the Rabbit a delight to drive, even in the city. Less is best. Take the simple
Solidly built, but comfortable. The Rabbit's interior is also fairly simple, but that's a good thing. (Photo: Justin Couture, American Auto Press)round shift knob for example, the shape allows the driver's palm to fit comfortably without slipping during quick shifts. Most importantly, the Rabbit is a driver's car because of its suspension. Front independent struts with gas-pressurized shocks and an anti-roll bar combine with an independent multi-link setup in the rear, which is unusual for a vehicle in this segment. It allows the Rabbit the ability to corner flat and with control, especially stable in the wet thanks to optional Electronic Stabilization Program (ESP) anti-skid technology. Many would argue that the Rabbit can be compared head to head with premium German rivals in the ride and handling department, and I have to agree. Likewise it can be compared with such premium cars in interior fit and finish too, as it's remarkably upscale for an entry level car. The dash materials are premium-grade soft touch plastics, and other than the monotone grey and black color scheme of the dash and console, attractive aluminum inserts are used to wrap the dash and door panels. To add life to
A slightly more minor change is a new turn signal stalk with integrated cruise control. (Photo: Justin Couture, American Auto Press)the otherwise drab interior, just turn the key and start the engine. Occupants are treated to warm red ambient lighting for all of the console switches. The primary instruments are embossed with blue digits and red needles. Very nice. The seating fabric is durable yet soft to the touch, with the same fabric used on the door panels. Front and rear seat legroom is ample, even for my 5 ft 10 inch frame, making long distance trips a pleasure for four adults. The rear 60/40 split seatbacks fold flat, adding additional cargo capacity when four or three's a crowd. Rear seat passengers also get treated with adjustable heat and AC vents. Amenities like the optional 10-speaker AM/FM audio system with its in-dash 6-disc CD changer and the Sirius Satellite radio make the Rabbit a sanctuary for the daily commuter. Another nice feature that comes with Cold Weather package is the ultra speedy heated front seats that kick in within 10 seconds. This really came in handy during the week that we had this test car, as temperatures dipped below freezing. Oddly enough, I found that setting the seat temperature to the halfway mark made for a rather toasty bottom,
Rabbit is a great car at a great price. (Photo: Justin Couture, American Auto Press)making me wonder who can actually withstand the heat when turned to max. The heated washer nozzles that come with the cold weather package also saved me the hassle of early morning windshield frost scrapings. Safety features include four-wheel disc brakes equipped with ABS, dual front airbags, dual seat-mounted side-impact airbags, and side-curtain airbags for all outside occupants. Rear side-thorax airbags can be added as an option. The front headrests are adjustable to reduce whiplash.The manual transmission Rabbit 2.5 4-door starts at $17,485, although our test car pushed the price to $19,185 thanks to the $1,000 sunroof, $450 Sirius Radio, $450 ESP, $450 16-inch 8-spoke alloys, and $350 rear side airbags. Not a bad deal considering you're bound to pay thousands more for a similarly equipped BMW, or even a MINI Cooper S. Then again, you can load up the Rabbit with options and accessories so that it's window sticker approaches $26,000.The more powerful 2008 Rabbit is a relative bargain if options are kept to a minimum, and should be attractive to singles, couples, and small families. If you want a premium experience at a pauper's price, this is your ride.

2006 Infiniti M Preview

Set to Smash the Japanese Brands Large Car Sales Woes
Just one look is all it takes to see that the new Infiniti M will leave the current models sales woes far behind in a distant memory. At least thats the way I felt when I first saw the M45 "Concept" in New York earlier this year, hardly disguised from this very impressive production version. Since its model year 2003 introduction the M45 has never taken hold of the midsize luxury market, due in part to conservative mid-pack styling and heavy-handed performance.
The upcoming 2006 model has pulled the best styling details from the current model and melded them with an all-new design heavily influenced by the top-selling G35 sedan and flagship Q45.
Infiniti is bullish about the new models
The new Infiniti M will leave the current models sales woes far behind in a distant memory. (Photo: Infiniti)appeal, with Mark Igo, vice president and general manager of Infiniti stating the new model is "a true luxury sedan like no other, balanced between sportiness, luxury and roominess." He adds the words, "masculine, aggressive and bold" to the list of superlatives, and without doubt hell be getting few willing to oppose.
The new M will feature multivalve, DOHC 3.5-liter V6 and 4.5-liter V8 engines, which in 2005 Infiniti trim make anywhere from 277 to 295 horsepower for the former and 340 horsepower for the latter. Infiniti says the V6
The new M pulls the best design cues from the current version as well as the top-selling G35 sedan and flagship Q45. (Photo: Infiniti)will boast 275 plus horsepower, so expect something closer to its highest rating given the added weight of the midsize model.
Both engines are expected to be mated to the brands short-throw performance-oriented 5-speed automatic transmission with manual shift mode. There is no word as to whether the Japanese automaker will offer a 6-speed manual with the base car, but such would follow Nissan/Infiniti tradition as of late.
Handling should improve dramatically too, as the M will feature an enhanced, "next generation" variation of the front-midship (FM) architecture that has made the G35 a serious
The new M will feature multivalve, DOHC 3.5-liter V6 and 4.5-liter V8 engines. (Photo: Infiniti)rival to the longtime benchmark BMW 3-Series. The M versions wheelbase will be stretched to 2,900 mm (114.2 inches) and widened, but the platforms general dynamics should carry forward intact, sure to make the M one of the most entertaining cars in its class. The cars turn-in will be enhanced by a sport ratio power-assisted steering system as well.
The FM design also will provide for much more room than the current M, especially in the rear where passengers of a 2004 model may feel a bit claustrophobic.
Infiniti has made a name for pampering its owners with esthetically pleasing interiors, and the new M wont break from the mold. The cockpit is driver oriented, yet all passengers will experience a roomy seating area and high-grade
Compared to the current 2004 model, the new M features a lot more interior room, especially in the back seat (M Concept shown). (Photo: Trevor Hofmann, American Auto Press)creature comforts. Design details will include etched aluminum or genuine Rosewood trim, leather seats, door trim and accents, plus a variety of top-tier technologies, a short list which includes a DVD-based Navigation System and Intelligent Key system with an accompanying push button ignition system. The upcoming M will also feature new technologies that debuted on the show car, namely a new Rear Active Steer suspension system that adjusts the geometry of the rear according to steering input and vehicle speed and a new Lane Departure Warning (LDW) system. LDW, developed by Iteris and making its North American automotive production debut in the 2005 FX, reads lane markings and warns occupants if a lane drift is detected. Another safety feature shown on the prototype earlier this year is a pre-crash front seatbelt system, which can sense an impending collision and prepare
Infiniti hasnt said whether the HID headlights that swivel with steering input, shown here on the prototype that launched in New York, will make it to production. (Photo: Trevor Hofmann, American Auto Press)the restraints for impact.

2008 Volkswagen Touareg 2 VR6 FSI Road Test

An austere Touareg? Yes, after all of the luxuriously appointed V8- and V10-powered Touareg testers Volkswagen has given me over the years, this all-black base Touareg 2 V6 is about as entry-level as I've ever seen from this model. But don't get me wrong, it's still nicer than most in its midsize SUV segment and won't disappoint those who frequent the VW brand for its upscale, premium-level interiors and superior technology. VW's local rep had made a point of getting me one of the first Touareg 2s on the West Coast so that I could use it for filming and, while a little surprised at how comparatively utilitarian it felt next to its burled walnut and leather-clad siblings, it impressed me enough that I felt compelled to say a few words despite Justin having already given a much more detailed full model report after attending the Touareg 2 launch program that took place in Idaho last month. I think what didn't impress me much is the obvious lack of attempt VW has made to pull the model down market, making it less approachable to potential buyers, although it should be noted that they've managed to maintain the price below the $40K threshold. So, for this reason I'm going to limit my words to this most basic of Touaregs, the model more would-be buyers are in reach of. A new Touareg 2 can be had for $39,320, which is $1,210 more than the $38,110 you would have paid for the previous model last year and yet higher than the $37,320 VW charged for its V6 version when it debuted in 2005 as a 2006 model. Sure the sticker prices have gone up ever so slightly, but I think Volkswagen has created more of a value for money statement than initially noticeable. For instance, while the base SUV's interior trim is covered in a rather drab albeit reasonably good quality gray plastic, the new front seats, sporting some of the best perforated “pleather” I've ever seen, are ultra comfortable thanks to a new design, even though on this most stark of Touaregs they're manually adjustable.
VW didn't hold back with the Touareg 2's steering wheel though, a leather-covered rim framing a plethora of large, buttons and switches for actuating everything from the audio system and cruise control, to the trip computer. There's even a tiny button on the side that will shut off all the associated red lights that illuminate the spokes at night, allowing more attention to be paid to the cool blue and red gauges nestled into the instrument binnacle. Those dials look fabulous in daylight too, rimmed in aluminum with modern script and black faces, their design, like the rest of the cabin, should appeal to fans of minimalist contemporary architecture. The center stack features similarly large rectangular buttons as the steering wheel, tight fitting and symmetrically laid out in multiple horizontal rows that wrap around a simple, straightforward dot matrix audio display. Below this is another user-friendly interface for the heating, air conditioning and ventilation system, featuring some of the largest dials in autodom. Up at the top are a couple of convenient rubber coated trays, not finished off in the same plush velvet-like material as the center bin under the armrest but still quite useful. And oddly, the center console storage bin just mentioned doesn't include a clasp to hold the pleather covered lid firmly in place; then again it doesn't flop around or make any noises so maybe a fastener was seen as redundant. Just in front is a chrome trimmed shift lever with V6 stamped into its haft, while a button on the left toggles the outside mirrors and two similarly shaped lids on the right expose 12-volt plugs if lifted. Just aft of these is the ESP defeat button, and a rotating dial for
changing the drivetrain from “HIGH” to “AUTO DIFF” or “LOW”, necessary for taking on those nastier trails. Up above is one of the highest quality headliners in the industry that wraps the same material down each pillar just like the premium brands do, and butts up seamlessly around the windows and glass sunroof to give the cabin a finished look. That sunroof is regular VW fare, which means that it's a step above everything else in the industry other than that in an Audi, with a rotating dial for stepping back the lid in increments depending on the mood of the driver. Large spot lights and an integrated digital clock and compass finish off the roof mounted console. The rear seating area is expansive, with ample shoulder, hip, leg and headroom for most adults and a center armrest that folds out from the middle position complete with pop-out cupholders. Separate vents housed on the back of the front console feed air to rear passengers, while a small velvet-lined cubby is useful for stowing kid stuff. At the base of the console is another 12-volt plug, this one ideal for plugging in the driver's cell phone as the cord won't have to stretch as far as from the other plugs. Accessing the cargo area is easy, with a large, wide opening liftgate that reaches up high enough for taller owners to stand underneath during an impromptu shower. Like the previous Touareg, it's beautifully finished in high-grade carpeting and replete with chrome tie downs, plus a sliding cargo cover to hide valuables. The rear seats fold down easily in a 60/40 configuration, making greater storage space for those times when you need to haul longer, awkward items.

So once again, while it's visually plain compared to the usual wood and leather dipped Touaregs, VW hasn't cheapened the experience with low rent duds. But really, is it all that plain inside when compared to others in this category? Aluminum-like interior trim is just about everywhere, and the textured plastic that Volkswagen has chosen for atop the dash, around the console and across the door panels is about as good as anything in this class gets. This example's interior is just not as rich as those previously mentioned Touaregs I've tested before, the ones that are more alluring than what Porsche offers in its Cayenne and come close to matching Land Rover's top-line and industry leading Range Rover. VW still makes these upper model Touaregs, of course, better than ever, but, after much digression, we're talking about the base model today, aren't we? For the aforementioned $1,210 premium the new Touareg 2 gets a pick-me-up in the powertrain department, the previously sluggish 3.2-liter V6 dropped for the much more enthusiastic direct injection 3.6-liter unit first launched in the wonderful new Passat 3.6. It makes the most energy of any entry-level (if you can call it that) V6 rival, at 280 horsepower and 265 lb-ft of torque, besting GM and Ford's new 3.5-liter V6s and even Acura's splendid 3.8, while the drivetrain enjoys VW's slick shifting six-speed automatic with Sport mode as well as Tiptronic manual mode, and one of the better four-wheel drive systems on the market. Other features standard in the Touareg 2 VR6 include dual-zone automatic climate control, power liftgate, rain-sensing windshield wipers, electronic parking assistance, and HomeLink universal garage door opener. Yes, at first glance you'd think that the Touareg was just another car-based crossover, the rage these days due to their car-like ride and handling characteristics and go anywhere styling. And while the Touareg 2 continues on with the previous model's superb road behavior, dry, wet or snow covered (it really is
surprisingly agile and stable through tight, high-speed corners for such a large, heavy, 4x4 capable SUV, its 17-inch wheels wrapped in mud and snow Pirelli Scorpion tires being difficult to push off-line), it also remains one of only an armful of luxury SUVs still capable of scaling the proverbial mountain goat trail. This particular model's 4XMotion four-wheel drive system doesn't benefit from the optional adjustable ride height air suspension system capable of upping ground clearance from its already capable 8.3 inches to a towering 11.8 inches (although it's available as an option), but everything else is on board, enhanced by ABSPlus, traction and ESP stability control, to make it a competent companion for foraging out the ultimate fishing hole. Hill Climb Assist and Hill Decent Assist are also included, plus locking differentials can be had for a price, but for the off-road enthusiast, well worth the upgrade. Oh, and in case you were wondering, ABSPlus is designed for gravel roads and off-roading, and by temporarily locking the brakes enough to gather a chock of debris under the tires it can shorten stopping distances by up to 20 percent. And even when covered in mud and muck, you'll look good. Yes, in my opinion the new Touareg 2 looks better than the SUV it replaces, with stylish new headlamps, a new lower fascia, and a revised corporate bib decorated in glistening chrome. There's more brightwork running down the sides of the SUV too, plus stylish side mirrors with integrated turn signals, and at the back, redesigned taillights with darkened lenses ... very chic. If
I have to complain I'd mention some of the obvious quibbles buyers in this market are now expecting, and not able to get with the new Touareg. First, most of its $40K competitors now offer electronic parking brakes, in place of the rather archaic foot actuated, hand released system. If anything, a handbrake would be more useful for off-roading, and therefore would be justifiable to those ready to complain about the current one. Another negative is VW's standings in third party consumer surveys and studies, especially J.D. Power and Associates Initial Quality Study (IQS) and Vehicle Dependability Study (VDS), where the German brand trails most competitors by a wide margin. Granted, these two studies use questionable methods that don't necessarily relate to reliability, but they're dark marks on an otherwise untarnished image that VW needs to deal with. If you are careful when adding options, the price should hover around the $40K range, but beware of slick salespeople as a fully featured Touareg 2, even in V6 trim can escalate into lofty territory. The Lux Package adds real walnut wood trim on the center console, Cricket leather seating and trim, more power seat configurations with memory (from the standard 8-way power seats to 12-way ones), bi-xenon headlights with adaptive front lighting, and headlight washers for $2,900, and the Lux Plus adds heated rear seats, four-zone temperature control, and an upgraded 600-watt Dynaudio system to the previous goody list, increasing the total some $6,300 over the base price.
A Technology Package with navigation, a six-disc CD player and a backup camera can be added too, at $3,350, and 19-inch "Terra" design rims for $1,200. Stand alone items include the aforementioned locking diff at $700, the famed 4-Corner Air Suspension for $2,750, a class three trailer hitch for $500, rubber floor mat kit for $249 (although not available with the Lux Plus), and the Technology Package's trunk-mounted CD changer for $499. Altogether, if you get carried away, $19,128 in options can be added to a V6-powered Touareg 2, maxing it out at $58,448, or $59,128 when the $680 destination charge is added to the bottom line. In pure base form, like my tester, or when loaded up with all of its many features, the Touareg 2 is better than its predecessor in every way, and one of the best in its class. It's pricy, for sure, even more with the $1,210 premium, but compared to premium SUVs of similar quality, capability and style, it's a steal of a deal. The only way to make it immediately better would be to offer it with VW's brilliantly efficient 3.0-liter "BlueTDI" turbo-diesel, a move that is reportedly afoot and due to arrive in the spring of 2009. This will give it more torque for quicker, smoother acceleration, and greatly improved fuel economy. Even without what will no doubt be an expensive option, this most basic of Touaregs should be on your shopping list if in the market for a $40K SUV or crossover.