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Volkswagen took American motorists a bit off guard when it launched the Phaeton in 2003. While the car was stuffed with luxury and power comparable to a BMW 7 Series or Mercedes-Benz S-Class, few were ready to drop $60,000 on a Volkswagen at the time.

The same year the Phaeton was introduced, Volkswagen followed the money trail and introduced its first SUV, the Touareg. Since then, VW has pulled the Phaeton luxury sedan from its North American lineup, making the Touareg the company’s flagship vehicle here in the States. To keep the Touareg fresh, Volkswagen went Hollywood on the Touareg giving it a much-needed facelift for 2008.

The updated 2008 Touareg 2 kept the wide, stocky stance and short overhangs of the original, while the passive front-end treatment was abandoned for a more contemporary-Volkswagen design. In all, the Touareg 2 now adds an impressive design to its already beaming repertoire that include a luxurious interior and stellar off-road capabilities. Up front, a pair of Bi-Xenon, scalloped headlights flank VW’s signature oversized chrome grille, while the rear end gets some tinted taillights and dual, quad-tipped exhaust to enhance the sporty looks.
 
Even at a standstill, the Touareg has always looked like a rugged SUV that would be more comfortable getting down and dirty in a big mud puddle than tooling down the highway. With a ride height of 8.3 inches, the Touareg 2 is able to tackle most off-road scenarios it encounters yet is still low enough that getting in or out should not pose a problem for average adults. One option we have loved to play with is the ($2,750) 4-corner air suspension system that allows the driver to manually adjust the Touareg’s ride height anywhere from a sleek 6.3 inches up to a rock-crawling 11.8 inches.

When it came time for the refreshing, Volkswagen left the interior alone – and for good reason. The highly detailed interior of the Touareg 2 features a high-class fit and finish. Everything from the door panels to the seating surfaces to the radio and HVAC controls were stylish, well placed and soft to the touch. The soft leather used on the Touareg’s steering wheel, door trim panels, seats and armrests were only outdone by pleasant metallic control knobs that featured small rubber inlays that not only provided for better grip, but also for a better feeling during use.

From the driver’s seat, the instrument cluster provided two large gauges for speedometer and tachometer flanking a small information screen, with four smaller gagues along the bottom edge of the cluster. Keyless start/stop made getting into the Touareg and starting it easy for the driver, while the 4-zone Climatronic system prevented A/C fights by providing all passengers their own individual controls. For rear passengers, the B-pillar mounted A/C vents provide better flow and optimal comfort.

With accommodations for five, the Touareg 2 can hold up to 31 cubic feet of cargo or up to 71 cubic with the rear seat folded flat. If more cargo needs to be hauled, the Touareg can carry up to 220 pounds on the roof rack or 7,716 pounds on a trailer (when properly equipped with the trailer package). To be blunt, this is no cute-ute or soft-roader.

Aside from the numerous convenient, luxurious touches, our one main gripe about the interior was the lack of a navigation system (included in a $3,350 package). On a vehicle nipping at $50,000, one would think that VW’s useful navigation system could somehow find its way into the center stack. Since this Touareg was not equipped with the navigation system, we weren’t able to test out the rear view back up camera, but fortunately Volkswagen equipped the Touareg 2 with its Park Distance Control system as standard equipment. With four sensors mounted on the front and rear bumpers each, small sets of indicator lights progressively illuminate inside the vehicle and an audible noise alert the driver when an object is detected in front of or behind the vehicle.

The Touareg 2, along with its close cousins the Porsche Cayenne and Audi Q7, offer one of the most unique and powerful engine lineups to any other SUVs. The Touareg 2 we tested came with Volkswagen’s modest and mild-mannered 280-horsepower, 3.6-liter VR6, which was more than adequate in any daily driving. Still, after driving two Audi S4 offerings recently, we couldn’t help but wonder how much fun the 350-horsepower V-8 would be or, even better, the diesel torque-monster that is the 5.0-liter V-10 TDI capable 310 horsepower and a whopping 553 lb-ft of torque – maybe some other day!

Despite a design and aerodynamic shape that was unmistakably Volkswagen, the new Touareg 2’s un-svelte 5,086-pound curb weight gave it some un-Volkswagen-like low EPA fuel economy estimates of 14 mpg city and 19 mpg highway. Despite such low numbers, the 2008 Touareg 2 saw fuel economy that wasn’t too far off from other crossovers we’ve tested recently - such as the 2008 Suzuki XL7 (16/22) and the 2007 Hyundai Veracruz (17/24).

With a starting MSRP of $39,420, the Touareg 2 should please just about anyone looking for a capable, real world SUV with a no-haggle drivetrain and luxurious interior. Handsomely equipped, however, the $46,300 Touareg 2 we tested may chase more than a few VW costumers away. For those people, Volkswagen will be introducing a minivan (2009 Routan), station wagon (2009 Jetta SportWagen) and compact crossover (2009 Tiguan) throughout the year.

2008 Volkswagen Touareg 2 Pictures and Wallpapers

Review written by: Jeffrey Ross
All photos copyright Jeffrey Ross/Autotropolis.com © 2008

More power, more room, better warranty and less price.

In describing the 2008 Suzuki XL7, all of the above can be used when comparing it against the slew of available midsize crossover SUVs on the market.

Since its redesign for 2007, the XL7 not only stands as the flagship vehicle in Suzuki’s lineup, but it’s also one of the safest and least expensive crossovers from which to choose. Built in collaboration with General Motors alongside the Chevrolet Equinox and Pontiac Torrent, the 2008 Suzuki XL7 boasts unique looks, a roomy interior and one of the best warranties in the business.
 
Besides the Infiniti FX, the XL7 probably has the most unique exterior styling of any other crossover. From the front, the XL7’s large headlights jut deep into the front fascia, while the black insert helps to break up what would be a wide expanse of monochromatic plastic. Out back, the same treatment is used only reversed with a large black bumper and a silver-colored lower scuff plate. In profile, the XL7’s thick roofline and flared wheel opening give it a truck-like appearance, but the long hood and front overhang seem to draw attention away from these in an oddness only rhinoplasty could resolve. Overall, its proportions and design help make the XL7 look and feel bigger than it actually is.

Inside, is where the XL7’s size is even more deceiving. Occupants are treated to plush, comfortable seats courtesy of the XL7’s top-of-the-line Limited Package that includes from soft leather seating surfaces, power sunroof and a touch screen navigation system.

From the driver’s seat all the controls and buttons are easily reached, although the parking brake lever is awkwardly placed in a deep crevice between the driver’s seat and the center console. The instrument cluster features four chrome-ringed gauges – two large gauges for the speedometer and tachometer and two smaller gauges for engine temperature and fuel level – and a small digital display. The center stack stands out from the rest of the instrument panel on a large swathe of black plastic housing all of the vehicle controls, including power window switches, except for the steering-wheel mounted cruise control and redundant stereo controls.

Riding on the same wheelbase as its GM cousins, the XL7 uses an extra nine inches of overall length and a more upright D-pillar to accommodate the third row seats. Front and second-row seats are almost identical to the Equinox and Torrent, but the rear seat is where the extra length is evident. Surprisingly, the XL7 boasts five inches more third-row legroom than the full-size Chevrolet Tahoe, while still packing up to 14 cubic feet of cargo behind the seat.

Despite the extra length, the Suzuki XL7 is less than 200 pounds heavier than the Equinox and Torrent. This equates to handling and performance expected out of a compact crossover with interior space closer to a full size. The unibody construction of this second-generation XL7 delivers a smooth and comfortable ride.

Under the long hood sits a slightly detuned version of the engine found in the souped-up Equinox Sport and Torrent GXP. The 3.6-liter 24-valve DOHC V-6 with variable valve timing (VVT) is the only engine available in the XL7 and provides 252 horsepower and 243 lb-ft of torque (almost 70 horsepower and 30 lb-ft of torque over the base Equinox or Torrent). With a five-speed automatic transmission powering the front wheels, the XL7 gets an EPA estimated 16 mpg city and 22 mpg highway. The XL7 won’t win any drag races or fuel mileage competitions, but it offers more than enough power to merge into busy traffic or load up and head out of town.

When it comes to hauling, the XL7 is up to the task. With the second and third row seats folded flat and out of the way, up to 95.2 cubic feet of cargo space is available. If trailering is required, the XL7 Limited has a 3,500-pound towing capacity and the standard Nivomat® self-leveling rear suspension to help keep everything under control. For added assistance when hooking up to trailers, this XL7 came with the optional Rear Vision Camera. The camera’s display is cleverly integrated into the rearview mirror, but the fish-eyed view is not very helpful when backing the XL7 into a parking space. Instead, the camera acts more to prevent accidentally backing up into something and maybe making towing a bit easier.

The XL7 Limited could easily dip into the $30,000 range (especially with all-wheel drive), but our reasonably equipped XL7 Limited FWD left us more impressed than some comparable crossovers costing thousands of dollars more. The base MSRP of our test vehicle was $27,299, and with the optional Rear Vision Camera ($649), the as-tested price increased $27,948. Suzuki’s seven-year/100,000-mile fully transferable, zero-deductible warranty makes this deal even sweeter.

2008 Suzuki XL7 Pictures and Wallpapers

Review written by: Jeffrey Ross
All photos copyright Jeffrey Ross/Autotropolis.com © 2008

Ever since we handed over the keys to the WR Mica Blue 2008 Subaru Impreza WRX STI back in February, we’ve been itching to get behind the wheel of two of its main competitors: the Mitsubishi Lancer Evolution X MR and the Volkswagen R32.

Recently, the latter showed up at our doorstep in shade of red that proved to be very attractive to surrounding drivers (not to mention those in sport compacts) with an exhaust note throaty enough to make any automotive enthusiast green with envy.

Following a popular run in 2004, the R32 returns for its 2008 encore sporting all-new looks and Volkswagen’s trick, fun-to-drive six-speed dual-clutch automatic transmission. Available only as a two-door hatchback, the 2008 Volkswagen R32 will be limited to just 5,000 units and a very short list of optional add-ons. The car’s namesake comes from the Racing 3.2-liter engine mounted under the hood.

Comparing the Evo, STI and R32 to their base economy car counterparts, it’s easy to see that the R32 has very subtle exterior modifications separating it from the Rabbit. In no way does that mean the R32 is any less imposing at traffic lights.

From the front, the R32 varies from the lesser Rabbit and GTI using a deeper front fascia with large air inlets and highlighted by a large brushed aluminum grille and chrome “R32” badge. The Bi-Xenon headlamps use a black background to provide a menacing glare, while the lowered stance, 18-inch wheels and dual chrome exhaust outlets centered in the rear fascia ensure that nobody will mistake it for the Rabbit. Four exclusive exterior colors further distinguish the R32 with ours coming in Tornado Red.

When discussing performance cars, or even German performance cars for that matter, most people usually don’t think about Volkswagen vehicles. The 2008 R32 should change that.

Performance is the R32’s forte and the 2008 model doesn’t disappoint. While the Evo and STI sport four-bangers on turbo-spooled steroids, VW opted to give its jackRabbit the same 3.2-liter VR6 as the Audi TT and Porsche Cayenne putting out 250-horsepower and 236 lb-ft of torque. On paper, the lack of turbo is apparent giving up horsepower and torque to both of the above mentioned sport compacts. Fortunately, the VR6 is capable of some high revs with peak horsepower coming at 6,300 rpm, without the turbo lag normally associated with the performance-enhancing exhaust turbine.

Some sports car enthusiasts may balk at VW for the lack of a manual transmission in the R32, but we quickly found out that this transmission allows for just as much of an ear-to-ear grin upon acceleration as the STI. The six-speed automatic Direct-Shift Gearbox (DSG®) provides faster and more efficient shifting by preselecting the next gear without the loss of rpm or speed – essentially combining the best aspects of manual and automatic transmissions into one unit. Increasing the fun in the R32, the driver can choose from either a sport mode or Tiptronic® mode. Tiptronic® allows the driver to manually upshift or downshift using the paddles mounted on the back of the steering wheel (or the gear selector), while the sport mode is fully automatic and holds each gear longer helping to increase rpm and acceleration.

Performance for the 3,547-pound R32 was pretty close to our expectations, but not really where it needed to be. Our best 0-60 mph time was in Tiptronic® mode at 5.9 seconds - more than a second faster than regular automatic mode, but still a half second slower than the STI we tested.

Improving the R32’s handling and cornering capabilities are sport-tuned suspension and brakes in addition to VW’s 4Motion™ All-Wheel Drive system that can deliver up to 100 percent of the engine’s torque to the rear tires, when necessary. Highlighting the performance brake system are the blue-painted brake calipers, exclusive to the R32, that grab the four-wheel, vented disc brakes. Helping to keep the R32 safe in the corners are advanced Electronic Stabilization Program (ESP) and Electronic Brake-pressure Distribution (EBD). For a more enhanced driving experience on the track, the ESP can easily be switched off.

Inside, the R32 basically shares the interior with the latest GTI with the main difference being the front sport headrests and alloy foot pedals featuring “R” logos and the brushed-chrome dash inserts. While the dash inserts seemed to be inspired from late-1970s Pontiac Firebirds and were our only complaint about the interior, we simply loved the three-spoke, leather-wrapped sport steering wheel. The steering wheel’s squared-off bottom made the R32 feel similar to a Le Mans-style racecar and housed stereo and multifunction controls, as well as the Tiptronic® paddles on the back.

Filling the 14.5 gallon fuel tank with premium gas may sting a little these days, but the R32 gets respectable fuel economy attaining 21 mpg in the city and 28 mpg on the highway.

The 2008 R32 comes with a base MSRP of $32,990 (a base Rabbit goes for $15,600), but with such limited production planned, dealerships will probably tack on a couple thousand dollars worth of “dealer fees.” Our test model was equipped with the only option available on the R32, a DVD Navigation system that features a built-in iPod adapter under the center armrest, raising the total price to $35,430 (including the $640 destination charge). While this may seem a bit pricey for a subcompact, the R32 is not your average subcompact, and VW should have no problem finding homes for the 5,000 R32s it will sell in the U.S.

2008 Volkswagen R32 Pictures and Wallpapers

Review written by: Jeffrey Ross
All photos copyright Jeffrey Ross/Autotropolis.com © 2008

In a time where new cars are able to park themselves, give turn-by-turn directions and feature more cameras than the Hollywood paparazzi, some cars seem left out of the technology loop. Mercury’s Grand Marquis is one of those cars.

First of all, the answer to your question is yes. The Mercury Grand Marquis is still sold in dealerships.

The Grand Marquis is a purpose-built car. Its purpose isn’t to offer the latest technological trends or wallet-friendly fuel economy, instead the Grand Marquis knows its role and happily shuttles snowbirds up, down and across America’s interstate with the occasional duty as an airport taxi. For drivers looking for Lincoln Town Car luxury and comfort for almost $20,000 less, the Grand Marquis is the perfect car.

Since the average Grand Marquis customer doesn’t care about navigation systems or iPod connectivity, Mercury focused on comfort and interior space for its luxury flagship. The front and rear bench seats offer seating for up to six passengers with almost as comfort as your living room couch - it’s about the same size, too. With the optional rear air suspension, the Grand Marquis floats down the road making anything from speed bumps to potholes unnoticeable and eliminating the rough ride generally associated with solid rear axle vehicles.

From the driver’s seat, the concessions that were required for the plush three-passenger bench seat are obvious, but minute. While the fold-down front center armrests aren’t uncomfortable, a better design surely could have been introduced over the past two decades. A larger, fixed position armrest would have probably added luxury and a more upscale feeling. To allow for ample legroom for a potential center seat passenger, the radio and HVAC controls are placed more than an arm’s length away from the driver, which means that most drivers will have to change positions to operate the stereo and air conditioning. The optional steering wheel mounted radio controls would have helped to alleviate this minor inconvenience.

Making the front seats even more comfortable is the eight-way power front seats with the controls conveniently mounted on the door panels, power lumbar support and power adjustable pedals for the driver. The optional ($1,195) Palm Beach Edition adds small but noticeable luxurious touches that include unique “Palm Beach” badges and front seat embroidery, standard seat-mounted side airbags and a satin appliqué across the instrument panel and door panels. Our test model came in an attractive Smokestone Metallic paint accentuated by 16-inch, nine-spoke chrome wheels and an inviting interior that features plush carpet and soft Cashmere leather.

Resting under the long hood is the Grand Marquis’ sole powertrain for the Grand Marquis - a 224-horsepower, 4.6-liter V-8 putting out 272 lb-ft of torque and mated to a four-speed automatic transmission. With the optional dual exhaust, numbers are increased slightly to 239 horsepower and 287 lb-ft of torque. Although the 2008 Grand Marquis comes with an EPA rating of 15 mpg city and 23 mpg highway, this test car showed impressive highway fuel efficiency with an average of over 26 mpg (on 87-octane gasoline). The 19-gallon fuel tank and mostly interstate driving allowed for a range of over 400 miles. For a car that the average driver will drive primarily on the interstate (sometimes too slow in the fast lane), these are solid numbers.

At 4,135 pounds, don’t expect the Grand Marquis to excel in tight turns or on a slalom course, but it does get up to speed pretty quick and smoothly. From a dead stop, our test car hit 60 mph in 10.2 seconds. On the highway with the cruise control set, only the biggest of inclines persuades the transmission to downshift out of overdrive. Switching the traction control off, the Grand Marquis lays down some serious rubber from the right rear tire – this means absolutely nothing, but there is just something about seeing a smoke-billowing, tire-squealing burnout from a car that looks more at home in a bingo hall parking lot.

The only technology not available on the Grand Marquis that would have come in handy quite frequently is a backup camera or sensor. With a lengthy rear overhang (over three feet to be exact), knowing exactly where the rear of the car can be a guessing game at times making some parking maneuvers rather tricky. The positive aspect of the long rear end is immediately apparent when the trunk is open. The cavernous trunk has the ability to swallow 20.6 cubic feet of cargo, which means more than golf clubs and luggage than the Cadillac DTS, BMW 7-Series or Mercedes-Benz S-Class.

Despite harsh criticisms about its antiquated platform design, the 2008 Grand Marquis scores a perfect five-star rating from the National Highway Transportation Safety Administration in front (12 years in a row), side (when equipped with side airbags) and rollover protection. Standard safety features include traction control and four-wheel disc brakes with ABS.

With a base MSRP of $28,170, our test car, a Grand Marquis LS Palm Beach Edition, came in at $30,665 – a $14,375 savings compared to a base Lincoln Town Car.

2008 Mercury Grand Marquis Pictures and Wallpapers

Review written by: Jeffrey Ross
All photos copyright Jeffrey Ross/Autotropolis.com © 2008

When Scion was first introduced in 2003, the company initially launched two vehicles - the xA and the xB. Although, both vehicles were similar in size, they featured designs that were drastically different. The xB was a boxy, edgy and hip wagon, while the xA was a rather conservatively designed subcompact hatchback. The varying looks of Scion’s fraternal twins not only served to help tell the two cars apart, but also to establish the fledgling brand’s identity.

For 2008, as the xB grew and began using the larger, Corolla-based platform, the xD continued using a platform similar to the Toyota Yaris but now featured a much better overall design both inside and out. Scion designed the all-new xD so that it could stand out not only from the similarly sized Yaris, but also its main competition, which include the Chevrolet Aveo, Nissan Versa and Honda Fit. As with the other Scion models, the 2008 xD is available with ample cosmetic and performance dealer-installed upgrades.

While the xA had a prominent wedge-shaped design, the 2008 Scion xD uses a blunt, boxier design to help create a more aggressive look and stance. Helping to eliminate the wedge shape of the xA, the xD features a tall, squared-off front fascia, a high beltline and almost-vertical rear hatch. The slim, slanted headlights add an angry look to the front of the xD, while the angled crease along the side of the body provides a sporty look and helps to prevent a slab-sided, something the xB could have definitely used.
 
Unlike the inside of the xB we reviewed in January, the xD features a more conventional interior especially when it comes to the instrument cluster. While its predecessor and the xB both feature a gauge cluster mounted centrally atop the instrument panel, the xD now uses a single speedometer/tachometer combination gauge mounted behind the steering wheel. The instrument panel features hard, textured plastic and is contrasted by the metallic paint and smooth plastic surround of the slim center stack, which houses the stereo and HVAC controls.

From the driver’s seat, the lack of a center armrest can get a little annoying on long trips, but the front seats are more than comfortable and offer surprising side bolstering. Rear occupants are made comfortable by the 60/40 split bench being able to recline back up to 3.5 inches and adjust fore and aft as many as six inches. With the rear seats up, the xD offers 10.5 cubic feet of cargo space, and if more space is needed, the rear seats fold down almost flat to accommodate a total 35.7 cubic feet.

In addition to the ample cargo capacity, the xD offers numerous ingenious storage compartments and cubby holes. For the driver, a decent-sized cubbyhole is located on the left side of the lower knee bolster, while the extra space opened up by moving the instrument gauges allowed for enough space to add another storage compartment and pop-out cup holder along the upper edge of the instrument panel above the standard glove box. Joining the instrument panel cup holder, each door panel incorporates its own cup holder with two additional beverage holders in the lower portion of the center stack. Since the xD doesn’t have a true center console like the xB, the standard iPod and auxiliary jack connectors are now mounted under the HVAC controls along with a power outlet.

When it comes to performance, the xD isn’t going to break any quarter-mile drag race records, but it’s surprisingly peppy. The 2,265-pound xD is understandably slower than the larger and more powerful xB and tC putting up a 10.5 second 0-60 mph run, but the car is far from underpowered. Whether taking off from a dead start or merging into interstate traffic, the xD’s 128-horsepower 1.8-liter inline four cylinder is ready for the challenge. The tangible advantage to the xD’s smaller stature is its impressive fuel economy with an EPA rating of 26 mpg city and 32 mpg highway.

Our test car came with only a few additional options, but it felt very well equipped. Vehicle stability control, a premium audio system and carpet and cargo mats were the only option boxes that were checked, which raised the base MSRP from $15,350 to $17,291.