As a frequent business traveler and a Hertz Gold Member I've had my share of Fusions, Mustangs and Tauruses (Taurii?). On a recent trip to the Bay Area I was surprised to see a utility-company-white 2006 Toyota RAV4 parked in space #312 at San Jose's Norman Y. Mineta International Airport. My company requires employees to rent at least a midsize vehicle, and occasionally Hertz has upgraded me to a full-size SUV or convertible. I guess this is one of the few times one could classify a mini-SUV as a midsize vehicle.

My usual routine is always to toss my luggage in the trunk of the car, which invariably leads to my first impressions of my ride for the week. The RAV4 has a wide, side-swinging tailgate that would have been easy to open had it not been for a Ford Taurus parked just inches behind. The low floor made loading luggage a snap, but judging from the number of deep gouges in the bumper, prior renters found it easier to drag their Samsonites across the threshold. A bumper guard would be a wise investment for those committed to a long-term relationship with the RAV4.

My second impression (not Toyota's fault) came via the untold number of renters granted driving privileges for this particular RAV4 previously. I wondered how a vehicle with less than 9000 miles on it could smell like an orangutan's armpit during an Indonesian summer. I had a 45-minute drive and a meeting with a boss in 30, so the visit to the Hertz rental counter had to wait.

I quickly made myself familiar with interior controls, specifically the power windows and the climate control system. The tilt/telescope steering wheel and manual adjusting seats were easy to use, and the overall interior layout echoed generations of Toyota ergonomics and sensibility. The windows are large and made one feel as if the seating position is higher than what it actually is.

My only complaints were with the small lettering on the dashboard gauges and a less than effective drink holder. The tiny print used on the gauges reflected the mini-SUV theme, but my travel-weary eyes found it difficult to focus on. A trip to In-N-Out Burger evetually confirmed my suspicion that the cup holders, while large enough to hold a large chocolate shake, did a poor job of keeping smaller drinks steady; more than once did I play catch with my drink while on the road.

The 16-valve four-banger is zippy and eager. Pulling onto the 101 Freeway was a snap and it provided ample cruising and passing power when needed. The ride was a different story. While low-speed maneuvers required little effort, the RAV4 became squirrelly at highway speeds. Bucking and bouncing over the grooved highways and wavy local roads confirmed recent news reports that California's roadways are the worst in the nation. The RAV4 would probably be great for those with a short commute, but Dramamine is required for anyone taking a road trip.

Despite its broncoesque ride and indecipherable gauges, the RAV4 was a welcome change from the typical midsized rental. The surprisingly roomy interior and sporty appearance makes city driving a breeze but anything longer than a short commute would be a boon to chiropractors everywhere. Perhaps next time Hertz will upgrade me to something from the Hertz "Fun" Collection (Shelby GT-H anyone?) – Gene Manuel

Send all rental-car reachrounds to tips@jalopnik.com.

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Jalopnik Rental-Car Reacharound, Short Form: The Shelby Mustang GT-H [internal]

What do you get when you stick an Englishman behind the wheel of a berzerker German interpretation of an iconic American adaptation of a British sports car? How do you handle an English country lane in roadster with 12.9 liters of V8 (780 ci) under the hood, a billet crankshaft the size of Martin Short and more torque than the 7th Armored Division? Do they even make wheels (that aren't steel and set atop rails) that can handle nearly 1,300 ft.-lbs of torque? So many questions. PistonHeads' Ian Kuah has some of the answers. [Thanks to CJ for the tip.]

Weineck Cobra [PistonHeads]

Related:
Feckin' Feck!: Weineck 708ci Cobra [internal]

On a recent trip to Reno, I was "upgraded" to a 2007 Dodge Caliber by the good folks at Enterprise. (Having reserved an economy-class car, I was surprised that they would call the Caliber something other than that.) Approaching the car, my wife actually said it was "cute." I was expecting her to hate it, given Dodge itself calls the Caliber "Anything But Cute." I thought she'd much prefer the curvier Jeep Compass (which essentially is Pat to the Caliber's Hans and/or Franz). Fortunately, they didn't have a Jeep Compass on the lot.

There's plenty of shrinky-dink Dodge Magnum in the Caliber's looks, especially evident in the chopped roofline. It's a welcome change from the jellybean-like styling of the Neon. There certainly are plenty of lines to admire, if you're into lines.

The cockpit features pretty plasticky surroundings, which are cool looking in a low-budget, "Battlestar Galactica" kind of way. The center dash is finished in matte silver, which surrounds the stereo, HVAC and a series of cubby holes. The gauges are a gloss white with bright orange needles (an art-deco egg timer springs to mind). It was sort of distracting at first, since it didn't seem to fit with the rest of the design themes. These have an Indiglo light-up look at night, and the cup holders in the front light up like that too. Nice touch.

Be wary of the rear hatch; it goes for the KO every time you open it. I don't know if it was just this car with super powerful door lifters, but the Caliber's got a mean uppercut. The 3.5mm socket in the stereo helps avoid FM adapters while you rock out to Steely Dan on your iPod. The rear seats looked a little cramped, but actually weren't too awful. The 60/40 split is always good if you have a bunch of crap with you, and the Caliber back seats fold completely flat behind the fronts. They also have a tough plastic backing on them, so no fabric to wear down or rip.

This SXT-packaged car I had was equipped with the 2.0 liter four and the CVT transmission. I thought it revved a little too much under normal driving, but it would sit at about 3000 rpm doing 85. It accelerates well enough, but it's not really a blast to drive. It handles competently and feels comfy at highway speed, but that's the problem, comfy is as exciting as it gets. It doesn't beg you to drive it like it's rented. It just sort of goes where you point it and doesn't complain. However, making several trips over highway 80 and the Donner Pass, between Reno and Sacramento, I averaged 30 mpg. I was thinking it would return worse mileage numbers every time I filled up, but I was always wrong.

In the end, I think this is a great rental car, mostly because of things like the utility of the interior, the iPod plug-in and the better than expected gas mileage. If you're looking to buy, I'd say pass it up for a Honda Fit, or wait for the SRT-4 and get your hoon on. [by Tyler]

Related:
Jalopnik Rental-car Reacharound: 2006 Mercury Milan [internal]

Our mild obsession with / jealousy of Australians' access to muscle cars continues with a video from Drive.com.au of the Holden VE Commodore SS-V carving up the Holden test track in Victoria, with one of the company's engineers at the helm. Nine'een inch wheels, big V8, a lotta fun to drive. Roight!

In the hot seat with a Holden test driver [Drive.com.au]

Related:
Herefore Art Thou: First Drive of the Holden Commodore VE SS-V [internal]

What does a billion bucks buy you? If you're GM's Aussie Holden division, it's a kiss on the cheek from the 6.0-liter V8 gods and a rear-drive platform that will affect many more of the General's products. Not enough? It'll also buy into production the Commodore VE SS-V, one of those distinctly Australian muscle cars that does more to get Americans scratching their heads than two seasons of "My Fair Brady." Why, we ask, do we — the freaking muscle-car capital of the world (if we might be so bold) — not get similar machines in the states? Don't give me business-case reasons — give me cars. Aussie Drive lets us know what we're missing.

FIRST DRIVE: Holden Commodore VE SS-V [Drive.com.au]

Related:
The Camaro Is An Aussie Brickhouse: The New 2006 Holden Commodore VE SS [internal]

Our mate Nick Hall points out that anyone and his Uncle Enzo can build a light, fast supercar to challenge those at the top. Building a supercar that won't cause shaken-driver syndrome over anything rougher than 60 grit sandpaper is a bit more involved. That's why at the way top — the mid-six-figure and up, top — carmakers are giving drivers a club-room experience along with their faceful of Gs. One of those is the Ascari KZ1, a car that comes with track time at the company's own raceway in Spain. Who will benefit from the Ascari's attention to every comfort-inducing detail? Hall says:

It's a hard life, well no it isn't, and there are people that genuinely live like this, wafting from society get-together to race circuit, to polo match, the kind of men that have a blonde for the morning and a brunette to end the day. These are the kind of people that will drive a KZ1 and they indeed are the privileged few.

WCF Test Drive: Ascari KZ1

Related:
Test Track Included: The Ascari KZ1 [intternal]

The UK's "Fifth Gear" defies the juggernaut known as the World Cup (a capital offense in many localities) to test drive Audi's new TT in Germany Austria. They found the TT's met a few of Audi's stated, er, goals, such as to make the new model more of a driver's car than the rather aenemic previous version had been, despite its radical design. The new TT also sounds pretty damn good for a four banger. In a couple of words, they deem it, "genuinely entertaining," unlike most of the Cup games, we're afraid.

[via The German Car Blog]

Related:
More on the Audi TT [internal]

Dan Neil's back. Right, he never left physically, but if we're being honest (and we pretty much are), we'd been detecting a slight leak from his characteristic wit of late. If his Muse had left the building, she was only out for lattes (or a Double-Double with extra avocado). Neil's prosiness is back, and it's trained on the Acura MDX SUV, which he says, is "perfectly constructed, elegantly engineered and shamelessly underpriced." Acura's marketing speak-speak, on the other hand, is far less elegantly rendered.

In fact, so smitten am I by this vehicle that I can only conclude I'm exactly the sort of person it was designed for. According to Acura's psychographic buyer's profile, I'm apparently what you call an "urban achiever." I'm edgy, competitive, and I work hard and play hard. During the weekdays I'm entertaining clients and impressing the boss. Weekends I enjoy an active lifestyle of dating, night life and mountain biking.

Right. Just as soon as I can find my pants.

Could this be love? [The Los Angeles Times]

Related:
More Dan Neil [internal]

Approaching the rental lot at the Manchester, NH airport, I was struck by the sheer abundance of Chevy Impalas. Seems the erstwhile Ford Taurus has finally met its match — so much for GM kicking its rental habit. With keys in hand, I set off to sample Chevy's latest full-size offering, a silver LS model with a mere 70 miles of abuse on the odo.

Popping the trunk presents a yawning chasm of space with room for either an entire family of Mafia informants or the bags of three accompanying adults. You'll have to excuse my enthusiasm. I used to own a Mazda Miata; trunk space still excites me.

In the cabin, there's a decidedly mixed bag of fits and finishes. A vast expanse of hard-black plastic unfolds like Arizona creosote. Fake wood trim does nothing for interior ambience, but does offset the liberal use of dark materials. The audio and HVAC control stack is familiar looking, but all the controls are right where you'd expect them to be (take note European carmakers). The seats are unexpectedly good, providing both comfort and decent back support, but offer limited power adjustments. Room in the back is adequate for two adults.

I should note that operating the column shift is a pain. Either I'm out of practice, or hopelessly uncoordinated, but I overshot whatever selection I wanted just about every time I tried. I want "D" it gives me "3."

Navigating our way onto I-93, a muted gasp from a rear passenger betrayed the Impala's driving dynamics on the very first turn (oops). The upshot: a quiet, comfortable and compliant ride with a disconcertingly vague front end and overassisted steering. However, at highway speeds it's a stable and very comfortable cruiser, with very little intrusion from road noise. The engine was a pleasant surprise, offering good low RPM torque, fuel economy and even (gasp) a lack of harshness — provided the revs needle remains shy of 5K. Around town, the 3.5-liter V6 gets the LS off the line with ease, and the cabin provides good visibility (unlike last week's HHR, but that's another story).

The Impala isn't a car of anyone's dreams. It won't inspire passion or jealousy (or pity) from fellow motorists, but it is a capable and roomy transport vehicle. During my working week with the Impala, it became apparent the model is a significant improvement over the previous generation, and light-years ahead of anything similar from Ford (and yes, I know that's damming with faint praise). If GM could work on the tightening up the front end, offer better-quality tires and give the column shifter a good talking to, the Impala would be a family bargain. Sure, depreciation due to rental-car dumping is an issue, but at a street price of around $18K, it's probably one of the better deals on a full size family sedan out there. [by Chris Hofflin]

Related:
Rental-Car Reacharound: Chevrolet HHR [internal]

Our multilingualist friends at Eurocar Blog clued us to AutoBild's test drive of the upcoming Aston Martin Rapide. What do the Germans have to say about it? (phonetics ours):

"Amidzt zee vell known zircular instruuumenz und zee chromed control panel, zee schtart button awaits. Whoeveah prrresses it vill experienz zee elemental powah of zee zix-poin-oh liters V12 engine."

Auto Bild drives the Aston Martin Rapide [Eurocar Blog]

Related:
More on the Aston Martin Rapide [internal]

Imagine you've landed on a tropical island and your first stop after baggage claim is the unnamed, ubiquitous car rental agency. You could go for the convertible Ford Mustang, but the price of admission is out of your league. The Chevrolet Impala is the reasonable choice but its vanilla appearance (and performance) annuls any umbrella-drink fantasies yet to be fulfilled. After exhausting all of the options and the patience of the folks behind you in line, a silver HHR is insured, signed for and piloted onto the H1, the major interstate (yes, interstate) that leads to Honolulu, Hawaii.

First impressions seemed to be lasting ones. Whatever one may say about its distant cousin from the same penman (the Chrysler PT Cruiser), the HHR's exterior is funky enough for a second glance, but bland enough to be categorically ignored throughout the rest of the trip. Threats were made about traveling to a hardware store for wood-grain shelf paper, but that too had already been done by the folks at Chrysler. The interior seemed par for GM, namely cheap plastics, mid-grade switchgear and a gauge cluster reflecting designers' botched attempts at recalling a bygone era.

The driving experience proved equally underwhelming. Power comes on strongly enough when provoked, seemingly a result of deft gearing over engine power. A speed limit of 50 mph is strictly enforced throughout Oahu, leaving few opportunities to stretch the wagon's legs — not that I had any desire to test the limits of adhesion. I didn't expect much in the handling department, and therefore wasn't let down. (Count 'em: disconnected, isolated, disengaged.) There is no single word to properly describe the utter lack of road feeling transmitted (or not) through the wheel. It's as if the steering column's been shoved into a vat of denture cream, and the running gear replaced with marshmallows.

At the end of our journey we unloaded the cruiser and never looked back. The HHR served its intended purpose as people mover, luggage transporter and glorified towel held over a partner who'd changed into swimming attire. Hopefully the underwhelming nature infused into the HHR is exactly what the General and its customers are seeking. Too bad it's been available for several years at your local Chrysler dealership. [by Damon M. Lavrinc]

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Jalopnik Rental-Car Reacharound: Put Down That Yaris! Buy a Used Civic! [internal]

More supercars? Yes, please. Pistonheads winds up the latest in six-figure, carbon-fiber tressed, European-built, 800-hp sex machines, the Lotec Sirius. Oh, look, there's the six-liter Mercedes V12, the six-speed CIMA manual tranny, the sub-four-second zero-to-60 time, the wind-tunnel-tested body shape that toes the good-taste-bad-taste line like a lost Flying Wallenda. It's all there. Do we still care?

Lotec Sirius [Pistonheads]

Related:
Darwin Defiance: Three Supercars That'll Protect the Stupid [internal]

US pop-culture freaks will likely picture the star of "Suddenly Susan" eating a ham-and-cheese burger at Roy Rogers when they hear its name (or maybe it's just us), but the Brooke Double-R is indeed a sports car, and one powered by a Cosworth-tuned Ford Duratec to boot. It's also got a higher power-to-weight than a Lamborghini Murcielago or Porsche GT2, making it a track-day sled of note, despite it looking somewhat like a kit car from the mid-80s. The blokes from Pistonheads got to test it out, and report back on the Double-R's relentless acceleration and "meaty feel." Anyone for a Double-R Bar Burger? Brooke?

Brooke Double-R [Pistonheads]

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UK's Ariel Atom Coming to the US [internal]

In our occasionally - occasional "Rental Car Reacharound" series, we (and our readers) comment on vehicles we've rented. Got a rental car story? Keep it to 500 words (or less, or maybe a couple more) and send it to tips@jalopnik.com. In this installment, Davey G. weighs in on the '05 Honda Civic LX sedan he rented from Enterprise at Oakland Airport over the weekend.

Yes, the last-gen Civic got a bunch of crap for not being fast enough; for being too conservatively-styled. And we have to admit, we hadn't driven one until this past weekend. But you know what it reminded us of once we got behind the wheel? Nothing less than our old, beloved '90 Legend. Sure, it didn't have the silky, snarly 2.7L V6, but it also didn't have the crappy turning circle or torque steer. We also admit we lost the appliance-white car in parking lots a few times. But hot damn if we weren't more sad to see that Civic go than anything we've rented in the last year.

We think the new Civic is super-neat in a techy-gizmo sort of way. We love the '90 Civic hatchback's styling and its tossability. The late '90s Civics had a solid feel to them, but we weren't huge on the headlights. But the last Civic — at least our four-door LX — has everything you'd want in basic transportation without all of the crap you don't need. So don't buy a Yaris. Don't buy a Fit. Don't buy a Versa. And for God's sake, don't go buying a used Corolla. Go find yourself an off-lease Civic if you're in need of a transpo-mobile. Just like Country Dick Montana, you'll be a happy boy. Hubba-hubba-hubba-hubba-hubba!

Related:
Jalopnik Rental-Car Reacharound [Internal]

When Volkswagen's 80-mpg EcoRacer concept debuted at Tokyo's motor show last year, the diesel-powered roadster received the kind of polite, matter-of-fact coverage that would follow, say, the opening of an Albertson's grocery store in Bolivia. The bright-orange prototype, after all, is largely a fancy wrapper for the company's zippy, new 1.5-liter turbodiesel mill coming out this year, and carries all sorts of messages about the new engine by association: It's sporty! It's earth friendly! It's efficient! It smells like fresh-cut petunias not coal tar! Still, it's a matter of dispute whether the company would seriously consider building such a roadster, diesel or not. Nonetheless, an Automobile writer braved the mild winds of the South of France to take the forward-thinking concept 'round a track a few times, for research's sake.

Test Drive: 2006 Volkswagen EcoRacer Concept [Automobile]

Related:
Volkswagen Reveals EcoRacer Concept for Tokyo Show [internal]

We'd imagine driving a supercar in test-mule form might be a bit like eating dough out of the bowl or drinking cabernet straight from the barrel. Considering most journos are never allowed that kind of experience, it would seem Lee Noble surely trusts Jalopnik homeboy Nick Hall with his wife life. Lee let Hall take an in-development Noble M15 prototype for a spin at the company's proving grounds, an experience Hall wrote about for World Car Fans. So which is it, dough or whoa?

Exclusive: WCF Drives Noble M15 Development Mule [World Car Fans]

Related:
Here it Is: Noble Releases Pics of Upcoming M15 [internal]

Our globetrotting, supercar-flogging buddy from Blighty, Nick Hall, tells the story of Arash Farboud's bid to build a better Ferrari. After his attempt to acquire an Enzo was met with a prancing, equinine "SOL, champ," Farboud picked up a more accessable Porsche Carrera GT and used a portion of his family's pharma phortune to launch an improbable car-building project. The result was the Farboud GTS, an Audi-powered prototype that's as rough hewn as it is ready for tail-kicking action. The production product will likely be a different machine — Cosworth Ford powered, for example — but Farboud's already got plans to bring his creation to the US. And that's more than we can say for Lee Noble's hardware. What say you, Nick?

WCF Test Drive [Farboud GTS]

Related:
Here it Is: Noble Releases Pics of Upcoming M15 [internal]

The stable of tellers over at The Truth About Cars is expanding like an automotive CEO's golden parachute in a cyclical downturn. Now, they're among the first to have gotten their hands on a Saturn Sky, which in base form — not the turbocharged Redline (above), unveiled at the New York show last week — may be exactly what GM promised. That is, a fun, just-a-bit-more-stylish cousin to the Pontiac Solstice. More than that, though, may be too much to ask.

Saturn Sky [The Truth About Cars]

Related:
Turbo Lover: GM Reveals Saturn Sky Redline [internal]

This week, Dan Neil takes on hybrid doubters with a love letter to the Lexus GS450h, and a quick lesson on speaking in physics. Lest that intro sound as if we're challenging his objectivity, we ain't. Still, his usual gallons 'o prose does make us want to put foot to pedal.

The GS450h is the neon-skinned, freeway-ventilating electric eel of midrange torque. Put the Wellie to this car at 80 mph and, before you can say, "Galvani, Volta, Faraday and Tesla," the Electro-Lex is humming along at 100 mph, shoved into crass illegality by its 197-horsepower monster-magnet motor. ... The GS450h has a direct linkage between the go pedal and the rear wheels. Nail the throttle and the car surges forward on electron-greased rails while the needle on the cool-metallic "kilowatt" gauge swings to over 250kW (max output of gas and electric power is 339 horsepower). Next stop, D sseldorf.

The well-bred hybrid [Los Angeles Times]

Related:
More Dan Neil [internal]

The Times UK's resident ten-foot-tall car reviewer, Jeremy Clarkson, turned his Fi Fi Fo Fum on the Alfa Romeo 159, a stunning take on the sports sedan that had us head-over-digicam at the Geneva show two years running. Alfa's latest, he says, is the Christopher Walken to the BMW 3-Series's Tom Cruise of sports sedans: a non-obvious star that's capable of a one-in-a-million performance. Of course, what would an Alfa be without at least one example of engineering lunacy:

...In most cars, the cruise control "off" button is clearly visible and easy to use in a hurry. Not in the Alfa it isn't. It looks like one of the pieces from a game of Risk and it's mounted on a stalk just below and slightly behind the indicator.

So when the traffic ground to a halt on the M40 I bet the chap behind me was keen to know why I didn't slow at all and then, for no obvious reason, suddenly indicated left.

Alfa Romeo 159 — Jeremy Clarkson [The Times UK]

Related:
More on the Alfa Romeo 159 [internal]

Consider yourself on notice, Mr. Neil. It's one thing to compare the Mitsubishi Evo MR's squat comport to a groundhog, but it's a whole 'nuther to point your fancy wordstick at a defenseless 500-lb child.

The stubby and thick Evo MR, on the other hand, is more like a rocket-powered groundhog, or a baby hippo fired out of a cannon. Fast. Ugly.

On the outside, the Evo MR looks like it went into a performance parts store and got dressed in the dark.

Fast. OK, really fast [LA Times]

Related:
Dan Neil on the Suzuki Grand Vitara [internal]

Our homeboy, Automobile writer Ezra Dyer got it on with the Gray Lady, penning a piece for the NY Times on Ford's cross-branded F150 Harley Davidson pickup. Obviously, ol' Ez was called in to add a dash of youthful color to the Times's notoriously wife-and-kids car reviews. His job (sure, he accepted it) was to translate the latest Harley edition F150 SuperCab pickup — which bypasses HD's lucrative aftermarket business by factory-installing a billet-style grille, Harley badging, supercharged 340-hp V8 and full-time all-wheel drive (it's the only F150 with that option) — for those whose last car ride was a post-midnight grope in the back of a cab.

And while the Harley F-150 offers tough-truck options like skid plates and towing package, you'll see one on a job site when you see I-beams being welded by the Construction Worker from the Village People.

2006 Ford Harley-Davidson F-150: This Harley's Not a Hog, but It Is a Ham [internal]

Related:
Taking a Mercedes SL65 AMG to the Drag Strip [internal]

The Edmunds Inside Line folks got their hands on a Honda Fit, at least a month before Honda's new entry-level runner is set to hit dealerships. Does Scion have anything to worry about, or is the fit a pale attempt at re-entering the shallow end of the US pool. C'mon, it's Honda. What do you think?

Japanese First Drive: Honda Fit [Edmunds]

Related:
More on the Honda Fit [internal]

We Yanks get nothing so slithery as the TVR Tuscan on these shores. In fact, we get nothing at all from TVR, which became the laughing stock of yuppiedome during the mid-1980s by inflicting some of the most egregious hardware this side of the Baltic Sea on America's newly minted upper-middle rich. But in the UK, these are heady days for TVR, which is now under the fiduciary care of a too-young Russian industrial billionaire who's goal is to make TVR into a global purveyor of wonderful things. How's he succeeding? Check out our mate Nick Hall's test drive of the Tuscan II in World Car Fans. How about a little left-hand drive action?

WCF Test Drive: TVR Tuscan II [World Car Fans]

Related:
What if TVR Bought MG [internal]

In light of GM selling off $2 billion in Suzukibux, Dan Neil's review this week of the Suzuki Grand Vitara is poignant at best (and a helluva coincidence at the least). He addresses the two companies' enduring partnership, sans fiduciary ties, right off. "This seems a little like pledging a strong, future-oriented partnership with the Ottoman Empire," he writes, "but there you go." But what of the ute in question? Is the new model, like its predecessor, a four-wheeled referendum on public transportation, or have the Suzukians raised it to the standards of its competitors? There's good news and there's bad news. But mostly good.

Not Grand but Good [Los Angeles Times]

Related:
More on Dan Neil [internal]

We know what you're thinking. What's the deal with Aston Martin — all their damn cars look the same? They're all hot as a cup o' magma to be sure, but certainly similar, though prices vary by a half-dozen zeros. Why buy a $250,000 Vantage when a $150,000 DB9 seems perfectly sufficient? Too many questions, you ask? Then see what Classic Driver has to say. No pullers of punches, them.

Aston Martin Vanquish S [Classic Driver]

Related:
More on Aston Martin [internal]

Put on your Google-Translate-to-English decoder rings, kids. The gang at The German Car Blog offer up a play-by-play, by way of germany's Motor Vision, of a race from Munich Graefelfing to Berlin between an Audi RS4 and the ICE bullet train. If you're up for sorting through machine-made constructions such as, "The 4.2-Liter-Benzindirekteinspritzer is expenditure-squeezed. Thus s-button pressed at the steering wheel to be correct in order to blow the side cheeks up of the standard Recaro seat bowls to sharpen the accelerotor pedal," it's a helluva ride.

Audi RS4: Duel against German bullet train!, Part 1, Part 2 [The German Car Blog]

Related:
Commuter Train Smacks Down 12 Cars in Chicago, Doesn't Derail [internal]

In his latest Sunday Times column Clarkson reveals his impatience with bores, include one unidentified acquaintance, members of the Aston Martin owners club and the Volkswagen Jetta.

I came to London yesterday in the Volkswagen Jetta, and tomorrow I must go home in it. Which will be like spending an hour in a coma.

...I d like to meet the man who simply didn t bother at all with the interior. Because looking at that dashboard gives you some idea of what it might be like to be dead...

...To give you some idea of how dull and featureless life is in there, put a cardboard box over your head. And leave it there for 10 years.

Jeremy Clarkson: Volkswagen Jetta, Well done VW, it's the most boring car in history [Times UK]

Related:
Jeremy Clarkson on the New Mustang [internal]

Today's Rental-car Reacharound comes from longtime commenter Nick Weaver, who recently took out a Mercury Milan during a recent business trip to Los Angeles. Send your rental-car stories (keep 'em to around 500 words) to tips@jalopnik.com.

I'm a "Let s get something different" rental-car junkie. If I'm stuck traveling for business, I ll gladly pay a few extra bucks out of pocket to get something better than an excretable Chevy Classic or Ford Focus. On a recent trip to LA, I was hoping for a convertible, but with only the fossilized Chrysler Sebring available, I opted out. Being happy with my Mazda6, I decided on Mercury's regrilled version of Ford's stretched Mazda, the Milan.

For once, this rental wasn't a complete stripper. Although it only had the 160hp I4 and ye-cliche five-speed slushbox, it was decked out in Premium trim (leather interior, six disk CD/MP3 stereo, steering-wheel-mounted stereo and cruise control) rather than the stock cloth and single-disk player; a worthwhile upgrade.

The Milan could be described as a Ford Fusion with the "Nice Interior" option. With more black and tan on tap than an Irish-themed airport bar, the rental s insides felt formal but airy. Although black-heavy, counting square-feet of dashboard and seat, contrasting tones imparted a brighter look. Details matter. Two primary textures, a mottled creasing (on the black leather, the dash pieces, and some of the door), and a regular grid-pitting (on the tan leather, door trim, and in print on the center stack and dividing trim) added visual interest. Even the stitching matched, with tan thread over black leather.

Gages are crisp and readable, with tasteful chrome surrounds (apart from the green dot matrix display for the odometer/trip), although the obligatory single-stalk Ford control interface is nowhere near as ergonomically refined as other cars separate signal/light and wiper stalk setup. What s more, the steering wheel buttons, ill integrated into the spokes, felt like an afterthought. Memo to Ford: Copy Mazda's control stalks and steering wheel next time.

Another memo to Ford: The center stack is elegant, except for the huge, black square that is the standard Ford stereo ruining the lines. At least spend an extra buck to get the stereo finished to match the center console. (Honda and company do a far better job make their stereos fit the console.)

On the road, the whole package was inoffensively solid. This niche of car is less about raising the pulse than keeping it in a cardiologist-recommended range. Acceleration is tolerable, but the Milan s I4 sips like the Dutchess of Gloucester. I saw 27 MPG in a mix of open freeway and really #@)*$ bad LA and San Diego traffic, with only minor leadfoot tendencies. The transmission could use a manumatic mode, like that of its Mazda cousin. It wouldn't really add anything to the performance, but at least it d make it feel faster.

In the on-ramp Grand Prix, the Milan held its own, with a well-planted feel during the "Left turn, right hand bank, full-throttle merge" event. (It didn't even protest during the "270-degree ramp at 45+ mph" event.) It courteously lacks the numbness of Camrys, and has retained much of the Mazda6 s directness, despite having been enlarged and Americanized.

On the whole, I was surprised. The Milan is competitively priced with the Japanese competition (and cheaper than the Mazda6), with a roomy, light, clean, well designed interior and a respectably solid road feel. It s a nice car at an almost freakishly low price. It s got all the good parts of the Mazda6, with which it shares underpinnings, but has been resized for American tastes. It also proves a US automaker can actually create a good interior if it really wants to.

Now if only Ford would turn the same technique on replacing the US Focus...

Price as tested: $20,895 MSRP, or $33/day + tax rental at LAX.

Nicholas Weaver (nweaver@gmail.com)

Related:
Jalopnik Reviews: 2006 Ford Fusion, Part 1 [internal]

Now here's a junket we'd be happy to take. Writing for Edmunds Inside Line, Alistair Weaver traveled all 7.3 miles (and 4,000 feet upward) of the Jebel Hafeet Mountain Road in the United Arab Emirates in a Mini Cooper S convertible. He describes the smooth-as-glass trail as "the greatest driving road in the world," with 60 corners rising to the UAE's highest peak. It's also none to bad for taking photos, as some of the story's accompanying photography would make the guys from Evo fall face down in their Kellogg's Crunchie Nut.

Taming the Jebel Hafeet Mountain Road in a Mini Cooper S Convertible [Edmunds]

Related:
Drag Night in Dubai [internal]

We hate to be the ones to break it to you, but remember those times when your parents said they were going grocery shopping, but didn't come home for five hours? Well, we have it on good authority that they were really parked at Lookout Point, making out in the Astro. The Detroit News claims this delinquent behavior is still happening, and sent several couples to field test SUVs on display at Cobo, to see which ones are best equipped to handle a hot 'n' heavy makeout session. One woman said of the Ford Escape, "We know about parking, and this is a good car to go parking in or to the drive-in."

Backseat lovin': Couples visiting the auto show see which cars have the best space for ... um ... you know [Detroit News]

Related: Street is Neat: Automotive Anthropology [internal]

This week, the LA Times's Dan Neil takes his Pulie and sticks it up the Chevrolet HHR's tailpipe with such figurative vigor, we're tempted to just hit copy-and-paste, shut the lights, and go get sugarplummed on Applebee's margaritas. Instead of wasting the HHR with a single, jungle-clearing BLU-82, labeled "poseur," he addresses the HHR's cultural failings like a lone Delta Force operative.

There is a Detroit-cloistered quality to the HHR, and not simply because it is such a pointed response to a crosstown rival. The HHR wants to capitalize on a sentiment.

Custom-car building and hot rodding are mechanical folk arts. Their very appeal lies in their perversion of the ordinary like a '32 Ford or a '49 Hudson into something extraordinary, something irreverent and ornery. Hot rodding is a kind of insurgency that cannot be commodified.

I'd keep going, but the salt is melting off my glass.

A Lukewarm Hot Rod [The Los Angeles Times]

Related:
Maximum Freepage: Detroit Paper Picks Car, Truck of the Year [internal]

We've really taken a shine to the car reviews of UK-based writer Nick Hall, which have been featured of late on German Car Fans. This week, the motoring scribe's attention is on the the BMW 130i, that spry new baby Bimmer powered by BMW's fine 3.0-liter six. Of course we won't see it in the US this year, but if VW's upcoming R37 does as well as predicted, we're sure BMW will damn the exchange rate and bring the Sport across the pond.

GCF Test Drive: BMW 130i M Sport [German Car Fans]

Related:
BMW Introduces 130i, M Sport Variants [internal]

After a scene at the Detroit show in 2003 that had visitors practically hurling their underpants and hotel-room keys at the Toyota FJ concept, it was no shocker that Toyota would consider building the thing. Now, Toyota's released new details on its new off-roader in a customarily long-winded press release with nearly every plot point but price. Edmunds Inside Line has a first-drive piece on the FJ, which answers the question no one thought needed asking (which speaks to Toyota's new-truck reputation): Is it a poseur? Click through for full text of the press release.

Press Release:

2007 Toyota FJ Cruiser: The Result of Art, Technology and Heritage

Toyota advances both the art and science of the off-road vehicle while recalling its own off-road heritage with the introduction of the 2007 FJ Cruiser sport-utility vehicle (SUV), available in March 2006.

The FJ Cruiser offers a youthful, contemporary spirit and employs the same state-of-the-art comfort, power, economy, safety, emissions and convenience technology available in other Toyota vehicles. As it does so, it provides optimized off-road capabilities, value and styling clues reminiscent of Toyota's famed FJ40 4x4 utility vehicle, sold in the U.S. from 1960 to 1983. The FJ40, which during its production life served around the world as the safari and expedition vehicle of choice, remains a desirable and collectable off-road vehicle.

"The FJ Cruiser effectively fills a gap in the Toyota lineup that was once our core heritage capable, affordable and durable vehicles that are youthful, fun to drive, aggressive and tough," said Jim Lentz, group vice president and general manager, Toyota Division. "The FJ Cruiser will deliver true off-road ruggedness, image and performance at an affordable price, making it highly accessible and desirable to a large volume of young buyers."

The five-passenger FJ Cruiser was designed as a concept vehicle at Calty Design Research in Newport Beach, Calif. It was first seen at Detroit's North American International Automobile Show in 2003. Public and media reaction to the FJ Cruiser concept was so positive that the vehicle was slated for production using most of the same design parameters as the original concept. As an indicator of the vehicle's unmistakable family DNA, several of the FJ Cruiser's available color choices are reminiscent of the colors found on FJ40s.

Chassis and Suspension
The FJ Cruiser's tough, wide stance is based around a frame and front-and-rear suspension systems adapted from those found on the 120-Series Prado (Land Cruiser Prado in some markets). The frame is a boxed steel ladder-braced unit to which is mounted the FJ Cruiser's welded steel body. Independent front suspension, which offers a generous 7.87 inches of wheel travel for outstanding suspension articulation, is via double wishbones, the geometry of which is adapted for superior road feel and ride comfort. Tubular shock absorbers and an anti-sway bar also are employed.

A solid rear axle using a four-link coil-spring suspension system with a lateral rod, tubular shock absorbers and an anti-sway bar is employed. This system provides 9.1 inches of wheel travel. All 4x2 FJ Cruisers come standard with a virtual automatic limited-slip differential, provided and operated by an advanced traction-control system to enhance traction of both rear wheels in slippery driving conditions. An electronic locking rear differential with an eight-inch ring gear is available. The ring gear in the front differential of the 4x4 FJ Cruiser also measures eight inches. The front/rear differential gear ratio is 3.727:1 (5 A/T) and 3.909:1 (6 M/T). Finally, the disc-brake system uses ventilated 12.6-inch/front and 12.3-inch/rear rotors.

Steering is provided by a variable-ratio, hydraulically assisted rack-and-pinion system. Wheels are standard 17-inch steel, optional 17-inch, six-spoke aluminum. With the FJ Cruiser's standard 32-inch tires, ground clearance is a healthy 9.6 inches, 8.7 inches for 4x2. Approach and departure angles are 34 degrees/30 degrees for the 4x4 FJ Cruiser and 32/29 for the 4x2 version.

Gross Vehicle Weight Rating (GVWR) is 5330 (4x2) and 5570 (4x4), and maximum towing capacity with the optional Class Four receiver hitch is 5,000 pounds.

Engine and Transmissions
The FJ Cruiser is powered by a high-compression 4.0L (242.1 c.i.) V6 engine, a 24-valve, double-overhead-cam (DOHC) unit that produces 239 horsepower and 278 lb-ft of torque nearly double the numbers produced by the six-cylinder engine of the FJ40. Many special engineering touches help make this engine a model of efficiency, power and smoothness. These include Toyota's Variable Valve Timing with intelligence (VVT-i) system; special lightweight pistons with resin-coated skirts to help reduce friction and noise; a two-stage, variable-length intake manifold, which improves mid-range to high-speed performance; newly designed 12-orifice fuel injectors; Toyota's Direct Ignition System (DIS), which eliminates the distributor and its associated wiring; and a lightweight electronic throttle. The EPA lists the FJ Cruiser's city/highway fuel-economy ratings at 18/22 mpg (4x2) and 17/21 mpg (4x4 automatic).

The quietness of the engine's operation comes in part because of special sound-absorbing material present under the engine cover. Its pleasing exhaust note, meanwhile, is shaped by a specially designed exhaust system that provides for efficient elimination of exhaust gasses with minimal backpressure. The FJ Cruiser's dual catalytic converters and its sophisticated fuel-delivery system help it meet the stringent LEV II/Tier 2 Bin 5 emissions standards.

A choice between an electronically shifted five-speed automatic transmission and a six-speed manual transmission is available for 4x4 models of the FJ Cruiser. (The 4x2 model of the FJ Cruiser is available only with a 5-speed automatic transmission.) The automatic transmission features Artificial Intelligence (AI) Shift Control, a system that automatically varies the transmission's shifting pattern based on road conditions and the driver's intent to provide optimal up- and down-shifting. It also employs Toyota's Flex Lock-Up Control, which is added to the basic locking torque converter.

Flex Lock-Up allows the clutch in the torque converter to maintain a half-engaged position, enhancing fuel efficiency and increasing the lock-up clutch's operation range. Of this transmission's five forward gear ratios, fourth gear is direct 1:1 and fifth gear is an overdrive 0.716:1.

This transmission is shifted via a sporty console-mounted, gate-type shift lever. In addition to being displayed on the shifter gate, shifter position also is displayed in the instrument panel.

The six-speed manual transmission is designed for lightness and shifting ease. Of this transmission's six forward gear ratios, fifth gear is a direct 1:1 and sixth gear is an overdrive 0.799:1. The shift pattern is the standard three-plane double-H, with Reverse in an additional plane to the far left and up.

The two-speed transfer case used in the 4x4 FJ Cruiser is the essential link that routes power from the engine through the transmission and to the front and rear axles. In standard-transmission models, it is the same full-time four-wheel-drive transfer case used in the V6-powered 4x4 4Runner. This transfer case features a Torsen limited-slip center differential with a locking feature and distributes the engine's power 40-percent/front and 60-percent/rear in most driving conditions. It changes this distribution percentage as needed, based on steering angle and wheel slippage. When locked, it distributes power, front to rear, on a 50/50 basis. The system helps make the FJ Cruiser less prone to tire slippage caused by changes in road conditions.

With automatic-transmission models, FJ Cruiser gets a part-time transfer case. When the transfer cases are in high range, their output ratio is 1:1. When shifted into low range, their gear ratio is 2.566:1. With the automatic transmission, the FJ Cruiser's crawl ratio is 33.76:1. With the manual transmission, the crawl ratio is 41.84:1, a fact that helped the FJ Cruiser traverse California's famed Rubicon Trail last September.

Comfort/Interior
The FJ Cruiser's interior features a dash that is bordered by upper and lower tubular forms, which frame rectangular-shaped flat panels. Control knobs are large enough to provide easy grip, even when wearing gloves, and switches for critical functions, including HVAC, audio controls and the optional locking rear differential, are mounted in the center dash panel within easy reach of the driver. With the optional upgrade packages, the front interior door panels are color-keyed to the exterior color.

A standard full gauge package, including speedometer, tachometer, amp meter, temperature gauge and fuel gauge, uses round, black-on-white dials and gauges for enhanced visibility. Warning lights monitor other functions, and an oil-
maintenance indicator notifies the driver when the FJ Cruiser's engine oil is due
to be changed.

Seating is especially adaptable in the FJ Cruiser. The driver's seat is adjustable in eight ways to help drivers of all sizes and shapes find their most comfortable driving positions. The passenger seat is adjustable in four ways. The rear seat is split 60/40, with folding (removable) bottom and back cushions that convert to a nearly flat cargo floor. Additionally, for 4x4 enthusiasts with young families, the FJ Cruiser uses Toyota's LATCH child-restraint system.

Because the FJ Cruiser is optimized for dusty, muddy driving environments, easy cleaning and maintenance are important elements of its interior. Seating materials are not only water-repellant, but also provide excellent ventilation. Seats are covered with a fabric backed by a special breathable resin coating to enhance the material's ability to shed liquids so that seats can easily be wiped down and cleaned. Even the stitched seams of the seat covers are treated with sealant to prevent liquids from penetrating the seams. Also as an aid to easy cleaning, the FJ Cruiser's floor surfaces are covered with an attractive gray rubber-like material.

Design and Styling
Design features that hint at the FJ Cruiser's heritage are its front grille, which ties its two round, five-inch headlights together in much the same way the FJ40's headlights and grille were integrated; its hood and fender contours; and a rear-mounted and exposed full-size spare tire with an off-center license-plate-mounting location. Additionally, the FJ Cruiser employs a white roof cap and wrap-around rear side windows, which were FJ40 signatures.

The FJ Cruiser uses two main doors one per side but unlike anything ever seen on an FJ40, it also uses two access doors that open 90 degrees in clamshell fashion for easy rear-seat ingress and egress. Additionally, a swing-up glass hatch is incorporated into the side-hinged rear door. This opens independently of the rear door and helps accommodate longer items such as lumber or surfboards while keeping the rear door closed.

Wheel arches are angular and open to provide maximum clearance for the FJ Cruiser's large 32-inch tires at full suspension deflection. The arches are edged by flexible fender flares that resist damage during vigorous off-roading and also resist damage from the doors of the vehicles beside which the FJ Cruiser might find itself parked during urban and suburban expeditions.

Safety
Dual-stage front driver and passenger advanced airbags are standard with the FJ Cruiser. Two rows of side-curtain airbags, as well as driver and front-passenger seat-mounted side airbags, are available as options.

As with all other Toyota SUVs, the FJ Cruiser is equipped with Toyota's Star Safety System. This includes Vehicle Stability Control (VSC), Traction Control (TRAC), an Antilock Brake System (ABS), Electronic Brake Force Distribution (EBD) and Brake Assist.

Four-channel, four-sensor ABS helps prevent the wheels from locking under hard braking, while EBD distributes appropriate braking force between the front and rear wheels according to driving conditions. The traction-control system (TRAC) helps reduce tire slippage during slippery or challenging driving conditions, and the VSC system helps keep the FJ Cruiser on the driver's intended course by detecting front- and/or rear-wheel slide during cornering and attempting to control slide conditions via torque intervention and/or braking of individual wheels.

Interesting Details
A number of interesting and unusual features mark the thoughtfulness with which the FJ Cruiser was conceived and designed. For example, instead of the usual pair of front windshield-wiper arms, the FJ Cruiser uses three wiper arms to provide nearly complete coverage of the vehicle's wide windshield. Diffusion-type nozzles are used in the washing assembly to provide superior washing performance. The same type of diffusion nozzle is used on the rear-window washer.

As an aid to driver and front-passenger comfort, the floor angle in the footwell is set at 33 degrees to help those in the front seats maintain proper seating position.

The rear cargo area is equipped with cargo-net hooks, multipurpose grocery-bag hooks and sturdy, floor-mounted cargo tie-down anchor points. An AC115-volt 100/400-watt accessory connector socket is available.

Standard Features and Options
The 2007 FJ Cruiser is available in both two- and four-wheel drive andcomes with a long list of standard features. These include 17-inch black steel wheels with P265/70R17 tires, air conditioning, power windows and door locks, black water-resistant seats, a tilt steering wheel, four cup holders and two bottle holders, rear-window defogger; engine, transfer-case and fuel-tank skid plates; rear-door-mounted fullsize spare, tow hooks front and rear; and mudguards.

Three audio systems are available in the FJ Cruiser. An AM/FM/CD system with six speakers is standard. A Premium Audio FJammer AM/FM eight-speaker system that incorporates an in-dash six-disc CD changer is available as an option. Finally, the same FJammer Premium Audio system is available with a ninth speaker a 7.9-inch subwoofer, powered by its own dedicated amplifier, incorporated into the right-rear panel of the rear cargo compartment. An on/off switch for the sub-woofer is located in the dash's lower-center switch cluster. An auxiliary jack also is located in the lower-center switch cluster to provide input for portable audio devices i.e., MP3-like devices - and a 12-volt DC accessory socket is provided to power those devices.

The FJ Cruiser is equipped with a pair of NXT SurfaceSound transducers, which convert the vehicle's ceiling into a speaker diaphragm. It marks the first time this technology has been used in a motor vehicle. The result complements the conventional speakers elsewhere in the vehicle, creating a broad, omni-directional dispersion of sound.

Buyers can personalize the FJ Cruiser by selecting one or more of the following packages. A Convenience Package includes keyless entry, cruise control, power side-view mirrors with image lights, daytime running lights, privacy glass, rear window wiper; and rear parking sonar.

Upgrade Package One, which requires the Convenience Package, includes the following: A highly capable active offroad traction-control system, rear locking differential, multi-information display (compass, inclinometer and temperature gauge); Premium Audio system with in-dash six-disc changer, equalizer and eight speakers; 400-watt inverter, 17-inch alloy wheels, leather-trimmed covered steering wheel with integral audio controls and cruise-control function, metal-colored shift lever, and interior door-trim inserts keyed to the vehicle's exterior color.

Upgrade Package Two, which requires the Convenience Package and includes the content of Upgrade Package One plus the rear subwoofer.

FJ Cruiser separate options include side and curtain airbags; 17-inch alloy wheels, rear locking differential, and running boards.

Other available accessories include auxiliary driving lights, rock rails, roof rack, brush guard, taillight guards, sport exhaust system, receiver hitch and harness, wind deflector with off-road lights, a cargo mat and all-weather or carpeted floor mats.

Color choices for the FJ Cruiser include Titanium Metallic, Black Diamond, Black Cherry, Sun Fusion and Voodoo Blue.

Warranty
The 2007 FJ Cruiser is covered by Toyota's 36-month/36,000-mile basic new-vehicle warranty and applies to all components other than normal wear and maintenance items. Additional 60-month warranties cover the powertrain for 60,000 miles and corrosion perforation with no mileage limitation.

Related:
More on Toyota's FJ Cruiser [internal]

What's it like to rock a Carlsson-tuned Mercedes CLS 55 AMG on the unrestricted autobahn, legally nudging aside police bikes at (140mph) with a polite flick of the blinker? Nick Hall, writing for German Car Fans has some idea:

This car is just stretching its legs at the old car s artificially induced 155mph top end and will now scorch all the way to 200mph without trouble, barging police out the way at every opportunity. The figures belong to a top end Ferrari or Lamborghini, which is a truly monumental achievement for a 1920kg car with sofas instead of seats and the quiet, regal air of a gentleman s club.

GCF Test Drive: Carlsson CK55 [German Car Fans]

Related:
New Mercedes S-Class Tuner from Carlsson to Debut at Essen [internal]

We may have a new favorite sound. Used to be a Ferrari V12 could make us forget Angus Young's tasty guitar solos (over brother Malcolm's fat-assed major fifths) had ever existed on earth. Now we're leaning toward the throaty razzle of a German-engineered V10. First, it was the BMW M5, now it's the Audi S8, thanks to the guys at Fourtitude. Someone's got to get one of those into the studio. [Thanks be to Punkey.]

New S8 Video from Dusseldorf Drive [Fourtitude]

Related:
Oops, I Coulda Had a V10: Audi s S8 Sedan Launched [internal]

The LA Times's Dan Neil again turns simple column inches into a multithreaded liberal-arts lesson. This time the focus is on the 2006 Corvette Z06, in a review by way of Adam Smith, Marx's Theory of Value, the Home Shopping Network, the Saunders Wrist-Rocket, Greek mythology and the "Wizard of Oz." Class is in session.

Even Faster Company [Los Angeles Times]

Related:
Pox on the Box on the Rocks: Dan Neil Decommissions the Jeep Commander [internal]

Oh you Europeans. Torque, torque, torque. Always with the torque: direct-injection diesels maxing below two grand, five-bangers with a stump-pulling span more than 3,000rpm wide. (All the while we sit in our imitation Recaros with our feet planted to the floor and our right arm flailing like half a cymbal-playing monkey.) As for that second example, while we can experience that wide T5 torque band in the Volvo S40, Europeans get the Focus ST — a model as different from the US-spec ZX3 as a 1995 BMW 3-Series is to a 2005 model. (See? There's some respect there). Ford claims we'll be getting the same C1/P1-platform Focus as Europe someday, and hopefully in ST trim. In the meantime, Edmunds tells the tale.

This Made-for-Europe ST Would Be Mighty Fine in the U.S. [Edmunds]

Related:
Ford Introduces Focus in Shanghai [internal]

In its new SX4 small crossover, Suzuki may have a car that will finally put it over the threshold as a producer to contend with. Otherwise, it'll have another econobox to jeopardize the brand equity it's largely gleaned from teenaged motorcycle buffs learning to draw that iconic S on their three-ring binders. AutoWeek drove the 2007 SX4, a "sport crossover vehicle," which will debut at next year's New York Auto Show. Based on AW's very basic take, Suzuki may get the former: a solid, 4WD contender among the boatload of new economy cars coming to the US market (e.g., Chevrolet Aveo, Nissan Versa and Toyota Yaris).

First Drive: 2007 Suzuki SX4 [AutoWeek]

Related:
Spy Photos: 2007 Suzuki SUV, More Theta Badge Engineering [internal]

Is it a glorified ATV retrofitted for ministry-of-transportation approval, or a full-sized Volkswagen Beetle that's been swimming in an icy lake? Whatever it is, the City of London considers it a scooter, so it doesn't charge riders of the 340cc bone shaker for congestion, which makes it kind of a bargain for those unafraid of being undone by one if its larger roadway mates. It's not cheap, but it's French. For what that's worth.

First Drive: Unique QPod Open 0.3 2dr [Autocar]

Related:
Merlin Roadster for Sale on eBay [internal]