Driving in LA is a strange mix of sitting still in hellish traffic and driving flat out on the best roads in the world. Get on one of the highways at the wrong time and it’ll take you three hours to go 30 miles, but hit the canyon roads to the North or East and it’s easy to forget that you’re within mere miles of the most populous metropolitan area in the country. The G8 GXP excels in both environments.

In the city it’s easy to drive and comfortable, belying the potential of its performance. LA’s rutted concrete highways and constant construction fail to upset the suspension or disturb the peace of the quiet interior. Keep it below 3,000 RPM and, with the aid of its anonymous styling, you’ll probably avoid speeding tickets too.

But after four days spent trying to keep my temper in check in traffic it was time to head for the hills. More specifically Deer Creek Road in Malibu. Mostly first and second gear hairpins with no guardrails and 500-foot drops into rocky gorges, it’s not the kind of place you’d typically want to drive a traditional GM product. But it is the kind of place you’ll want to drive this GXP.

This isn’t just some overpowered muscle car, the GXP can seriously handle. Throw it into a sharp corner and it’ll hold its line tightly without even a hint of understeer; pushing the tail wide on exit with the immense torque before rocketing down the short straights. Nothing in here feels wallowy; instead the overall impression is of lithe performance.

That’s thanks to lower, stiffer FE3 suspension over the 2008 Pontiac GT’s FE2 setup. GM tuned the handling, as is the fashion these days, on the Nurburgring, where the engineering team set an unofficial fastest time of 8 minutes and 30 seconds. That’s a similar suspension setup to the CTS-V, with which the GXP also shares its Brembo front brake calipers and Tremec 6060 6-speed.

Of course, the GXP isn’t all perfect. It doesn’t have SatNav (based on an Aussie-market Holden, the screen violates some pointless US angle regulation and the G8 is too small a production run to reengineer the interior) and the interior isn’t up to the standard of contemporary European or Japanese competitors. But with an estimated MSRP of $37,000 (excluding gas guzzler tax and destination, figure $40k to drive it off a lot) we’re prepared to forgive those foibles and instead concentrate on the performance: 0-60 comes in 4.7 seconds and it’ll run the quarter in 13.0 seconds at 108mph. All while carrying five people and plenty of their luggage in comfort. Fuel mileage is estimated to be 14 MPG city, 20 highway.

So where does BMW come into this? There was a time when — before exclusively focusing on overweight, overcomplicated, boring-to-drive, ugly cars — that it produced vehicles that rightfully deserved the “Ultimate Driving Machine” title. They were simple, well-engineered and put driving first. They had solid, well-built black plastic interiors, manual transmissions and pretty big engines driving only the rear wheels. They don’t any more. They used to combine practicality with fun in just the right proportions. They don’t any more. This Pontiac does. So do the Cadillac CTS, the CTS-V, the G8 GT, the Corvette and the best car in the world, the ZR1. But, unlike even the old BMW, all of the above are, for their classes, very affordable. GM isn’t just the new BMW; it’s better than that.

This review has to come with a slight disclaimer. The G8 GXP is scheduled to go on-sale in February. At this point, we don’t know for certain if GM will still be in business then. I’m not of the opinion that GM and its counterparts are the wisest place to invest our tax money, nor do I entirely believe their apocalyptic forecasts of job losses and economic collapse should we allow them to go out of business. I'm wearing my Save GM T-Shirt for one reason and one reason only: If they're going to keep making cars like this, I really want to keep driving them.

2009 Pickup Truck Comparison: Auto Cross

2009 Pickup Truck Comparison: Braking Challenge Results

2009 Pickup Truck Comparison: Drag Strip Acceleration Results

2009 Pickup Truck Comparison: Towing Results

The competitors represent some of the best engineering from the minds of both Detroit and Japan, entrants this year include the 2009 Chevy Silverado 1500, the 2009 Dodge Ram 1500, the 2009 Ford F-150, GMC Sierra 1500, 2009 Nissan Titan, and the 2008 Toyota Tundra. Competition has driven the capabilities of trucks forward in such a way that this modern crop will do more than their forebears could even conceive. However, this relentless march of capability has left us at a point where numbers no longer relate to real world usability and as such the competitors have begun to differentiate. The Ram with its new focus on ride and handling, the Titan is a bit more athletic, the F-150 is the heavy hauler, which leaves the GM twins as the remaining set of do-alls in a crowd of specialists.

Crowning A Champion>

We're going to come right out and say reviewing trucks is, in a way, a bit silly. Trucks, and specifically the half-ton truck segment, are frequented by some of the most loyal product buyers in the world. Magazines and websites opining passionately on the newest offerings don't really matter for these buyers. Reviews speak primarily in this segment to first-time truck buyers, and these days those are few and far between.

But, that being said, we must crown a winner. If we go by the numbers, it's the 2009 Ford F-150 that emerges as the winner when balancing capabilities against performance, finishing at or near the top in every category. But the absolutes of the statistics leaves out the subjective feel of these trucks and ignores that people buy them for different reasons.

But, saying the Ford is the best of the bunch is simply unfair. Is it the most well-rounded? Yes. But what about the most fun to drive? Certainly not. Is it the best styled? That's up to you. Does it have the best interior? Nope. So why is it the best? It just does everything well. The F-150 is, for lack of a better term, the working man's truck. The new F-series offers the greatest capabilities and the best long-term value resting on top of a long history of accolades. It really is a great pickup, but that's not to say it's everybody's cup of tea.

Then there's the Nissan Titan, which objectively scores in last place among the competition. If we were to build a truck for the person who occasionally needed the capabilities of a truck, wanted something incredibly entertaining on the street, offered reasonable fuel economy and a no-nonsense interior. We'd be hard pressed to build something more fitting than the Titan. Think Nissan Altima in truck form.

That's not to say that nobody wants a monstrously big pickup able to out-tow almost everything, rides like an old Cadillac and has an interior you can live with if you don't look too closely at the details. That would be a slot perfect for the Tundra. A truck so good at doing its job you actually overlook it as trying too hard and delivering where it almost doesn't count anymore.

And what of the Silverado and GMC Sierra? They run down the same assembly line, but have vastly different characters. The Silverado finishes a close second to the the F-150 by the numbers and, depending on what you're looking for, could be a better truck. The GMC feels better but somehow doesn't reflect so in the scoring. In fact, when pressed to make an overall choice, we'd be in a pickle to choose the Titan or the Sierra, the two "losers" in the field. Goes to show how much personal preference plays into the decision.

Anyway, if there's one thing we learned over our two day pickupgasm, it's this — there's a truck out there for everyone who wants one. Unfortunately, there's just not that many people who want them right now.

Suitability Parameters:
Speed Merchants: No
Fashion Victims: No
Treehuggers: No
Mack Daddies: No
Tuner Crowd: No
Hairdressers: Yes
Penny Pinchers: No
Euro Snobs: Yes
Working Stiffs: No
Technogeeks: No
Poseurs: No
Soccer Moms: Yes
Nascar Dads: No
Golfing Grandparents: Yes

Also Consider:
• Ford Escape
• Ford Edge
• Nissan Rogue
• Saturn Vue
• Acura RDX
• Infiniti EX35
• Four-Door Volkswagen GTI
• Toyota RAV4
• Dude, just get a SportWagen

Vitals:
• Manufacturer: Volkswagen
• Model year: 2009
• Base Price: $23,200
• Price as Tested: N/A
• Engine type: 2.0-liter Turbo I4
• Horsepower: 200 @ 5,100 - 6,000 RPM
• Torque: 206 @ 1,700 - 5,000 RPM
• Transmission: 6-speed Tiptronic Automatic
• Curb Weight: 3,433 lbs
• LxWxH: 174.3" x 71.2" x 66.3"
• Wheelbase: 102.5"
• Tires: 215/65 R16
• 0 - 60 mph: 7.8 Seconds
• EPA Fuel economy city/highway: 19/26 MPG
• NHTSA crash test rating: N/A

Also see:

• 2009 Volkswagen Tiguan S, Part One
• 2009 Volkswagen Tiguan S, Part Two

Acceleration: ***
The turbo four, the standard engine for every version of the Tiguan, propels the Tiguan to 60 mph in just under eight seconds. It's enough power to quickly accelerate past traffic at highway speeds when the six-speed tiptronic transmission is in "sport" mode. In "regular" mode the transmission takes its time, almost as if it needs to call VW headquarters to make sure it's cleared to speed up before acceleration commences.

Braking: ****
As competent as the Tiguan's brakes are, and they're perfect for a vehicle this size, the parking brake is perhaps the neatest feature. Unlike the typical lever-activated handbrake or the modern push-button job, the VW has a paddle-actuated electronic parking brake with Auto Hold, which allows the driver to set the car to automatically engage the brake if on a hill. This serves almost no purpose on this tiptronic-equipped car but would have been awesome if we'd had been given a manual model to test.

Ride: ***
Even with the same three-spoke steering wheel as the Rabbit, you'll not be easily confused about what VW you're cruising in. The Tiguan offers an enjoyably soft ride ideal for the kind of customer it's going to attract. Crossing long stretches of highway there's little excess vibration and not a hint of harshness.

Handling: **
Though the steering response is quick and the crossover has a tight steering angle, the Tiguan's height and excess weight conspire against it when it comes to piloting around turns. Perhaps it's because they've played up the sportiness of the Tiguan so much, but I felt it didn't meet expectations. Too much lean. Too much chirp in the corners. Nothing about the handling helps the Tiguan differentiate itself from the competition.

Gearbox: ***
Not surprisingly, we'd recommend the six-speed manual over the tiptronic six-speed automanual. In normal driving, the transmission suffers from a high-school-Senior-early-accepted-to-Notre-Dame level of torpor. Choosing to select your own gears doesn't help much, either. The "sport" mode, however, selects slightly more aggressive shift points and speeds up the process.

Audio: **
Though the sound coming out of the 8-speaker system isn't bad, the basic in-dash CD system is too simple. The buttons are too large and the display too small, as if it were a Fisher Price My First Car Radio. Even more annoying, all models come with an auxiliary iPod port but this radio is unable to interface with it. It just sits there and basically mocks you. Booooo.

Toys: *
In S trim, the basest of base levels, the Tiguan doesn't offer much more than the auto hold feature as an added extra. If you want to expand the definition of toy, the rear seat features a fold-flat section with built-in cupholders. Yeah! Cupholders.

Value: ***
The Tiguan is well positioned as a vehicle slightly nicer than the cheaper-feeling and lower-priced Escape, with a better look than the Vue and performance not that far off from the significantly more expensive Acura RDX. Assuming good reliability, and this is a large assumption, the added cost may be worth it to someone who is not moved by the domestic or Japanese offerings but can't swing a Lexus.

Overall: ***
Based on the rest of the segment, Volkswagen has accomplished no small feat with the Tiguan. They've built a CUV with sporty looks and the quickness necessary to appeal to buyers who think it's what they want, but cushy and comfortable enough to meet their actual needs. If I needed the space and wanted a VW I'd be more inclined towards the more nimble SportWagen. But, the Tiguan's a vehicle something I'd let my girlfriend get without much protest.

Also see:

• 2009 Volkswagen Tiguan S, Part One

Based on the second generation, 2002 NSX-R, the GT was created specifically to comply with homologation regulations for Japanese Super GT racing. Those regulations stated any car that wanted to compete in the series had to be based on a production car with at least five examples. So Honda made five NSX-R GTs. Honda never stated what, if any, changes they made to GT underneath its wild new bodywork.

We do know what enhancements Spoon made to one of those five cars. Starting with the NSX-R GT’s functional carbon fiber aero aids, flat undertray, non-functional snorkel (there for homologation purposes only), complete absence of sound deadening, single pane rear glass (the only thing separating you from the engine) and carbon/Kevlar Recaros, the Japanese tuner added its own upgraded suspension and brakes as well as a giant turbocharger and remapped ECU to boost the 24-valve 3.2-liter V6’s from 290 to 420 HP.

This isn’t just the car I’ve always lusted after. It’s the single rarest example of that model and not a plain version of that either, but one that’s had the bejesus tuned out of it.

Infineon is an intimidating place to drive any car, in place of run off, concrete walls are installed right next to most of the track, restricting not only your options should something go wrong, but, in a car as low as the NSX, your vision too. What parts of the track are unencumbered by concrete feature huge elevation changes. It’s my first time here and I’m having trouble remember which corners go right and which ones left. The track is especially intimidating given the complete absence of driver aids in this priceless one-of-a-kind car. Sure, there’s ABS, but there isn’t traction control stability control, magnetic suspension or drive-by-wire anything.

Dating from 1990, the NSX hails from a completely different era of car design, one that put emphasis on the fundamental rightness of a low curb weight, lower center-of-gravity, an engine mounted amidships and the kind of subtle control that’s only available in the absence of electronic assistance. The GT’s bodykit also adds down force, lots of it.

Turn six at Infineon is an impossibly fast, downhill, off camber, near 180-degree hairpin. Its exit is bordered by a three-foot high, six-inch thick piece of poured concrete. Taking it fast takes commitment and more than a little faith. Gripping the tiny Momo wheel with white knuckles, it takes all my strength to turn the NSX onto a tighter line. The downforce that kicks in at close to three-figure speeds combined with the huge amount of caster means the steering gets heavier as you go faster, lots heavier. But that’s just a side effect to the reason for those two changes; with them, the NSX-R GT will make it around any corner, at seemingly any speed, with an absolute absence of drama. As long as you keep your right foot planted, just like the 911 before they made it a luxury car, the mantra for any NSX-R GT driver needs to be “Never Lift.”

Oh, and there will be NSX-R GT drivers too. Even though this specific model will remain very special, starting next year Spoon will sell you a brand new one that looks and goes just like this for only $150,000. And yes, it will be road-legal and available in left hand drive. Neither will they be mere replicas, but built using a supply of left over NSX-R chassis Honda has squirreled away somewhere in Japan.

That money won’t buy you a luxury car. While the original equipment carbon/Kevlar Recaros are supportive and comfortable, the air-conditioning cold and the tape player functional, the interior is cramped and difficult to access in a way expensive cars simply aren’t any more. It’s loud in here too; only a single pain of glass separates you from the grumbling tuned engine and its big, popping exhaust. Don’t think of it as Spartan, think of it as purposeful. Decades old design has its benefits; the view out is unencumbered by hood, fenders or power bulges, while the A-pillars are thin, enhancing your vision. The view out of the NSX is unrivalled and uncompromised, allowing you to concentrate on doing nothing but going fast.

And it does go fast too. Weighing just 2,795 Lbs (the 480 HP Nissan GT-R weighs over a thousand pounds more), that 420 HP can propel it to 60 in less than four seconds and on to a top speed somewhere in excess of 186 MPH.

They say never meet your heroes because they won’t live up to your expectations. But, this NSX-R GT doesn’t just feel as good as I expected, but better than I could ever have hoped. Unlike other classic super cars, the passing of time has been kind to the NSX. It suffers from neither high weight nor over complication of modern super cars, but adapts their up-to-date running gear, brakes and tires to give itself modern performance. Classic involvement with modern speed? That’s a fantasy we’re glad came true.

To read more, including a comparison against the 2009 BMW M3, pick up a copy of 0-60 Magazine issue 6, it hits stands nationwide today.

Photography credit: Robert Kerian

Thanks to: Edmun at Spoon Sports

The book in question, Nixonland by Rick Perlstein, was rather appropriate for the trip I was making. It discusses how Richard Nixon managed to take us from a country that overwhelmingly elected Lyndon Johnson and his Great Society to one that overwhelmingly elected Nixon and his secretive society.

I say appropriate because Austin, my destination, is full of the kind of liberal McGovernites that Nixon used to divide the country to his advantage. Volkswagen has always been the brand of liberals [well, post Hitler – Ed.]. From the Volkswagen Beetles of the free love generation to the Passat station wagons of the yuppie crowd, if you see that VeeDub logo on the front you're more likely to see a "visualize world peace" sticker than a "Newt in 2012" one.

But the genius of Nixon wasn't that he divided the world into liberals and conservatives or Republicans and Democrats, it was that he split society into the elites and everyone else. Perlstein focuses on an undergraduate election at the Whittier College, where Nixon won the election for president of the student body by taking on the campus elite, represented by an organization called The Franklins. Nixon formed his own group, The Orthogonian Society, made up of everyone else. He won by a large margin.

Driving from Houston to Austin I had plenty of time to consider whether the Tiguan, in a compact crossover segment that's becoming increasingly crowded, is an Orthigonian everyman like the Ford Escape or in the more elite company of the Infiniti EX35. Who would drive the Tiguan? Richard Nixon or John Lindsey?

On the open road the torquey turbo four, shared with just about every other VW product, has a distinctly European feel to it. The quick response and ample torque across the rev range suggests good breeding and a life spent at boarding schools. Think Phillips Exeter Academy or Georgetown Prep. I hoped, while passing through Bastrop County, a notoriously Orthogonian area, that no one would notice the Franklinesque nature of the powertrain.

Pulling into Austin I predictably hit traffic and decide to carve my way through some hilly backstreets on the way to my friend's house. Here's where the Tiguan finds a more common attitude. It's a familiar ride to anyone who has driven a car in this segment. Not overly soft or abrasive. Not exciting but not disappointing. Though it shares a platform with the Golf/Rabbit/GTI family you'd be forgiven for not realizing it around turns as this crossover is a victim of its size and (car) class. It's height adding lean and vagueness, but its size retaining enough of the Golf's nimbleness to ensure it never feels totally out of its element around bends. Orthogonions would approve.

When I finally caught up with Dan he inspected the book and was satisfied to see that it was in almost perfect condition. It was time to repair to dinner so, along with his girlfriend, we hopped into the Tiguan. Dan, like many Austinites, drives a Volkswagen Golf when not using public transportation and is therefore familiar with the automaker's appointments. He liked it. Even in the basest of trims the Volkswagen stands above its non-luxury competitors — the Ford Escape and Saturn Vue — in terms of design, material and feel. The Tiguan's interior is light, airy, uncluttered and made from high quality materials; no cheap plastics or undamped switchgear in here. It's big too, the body's added height adding a roominess the Golf it's based on is totally lacking. A point for the Franklins.

I point out the folding seats and rather simple radio as a way of racking up more points for the common set, hoping to get the kind of even balance that makes these kinds of comparisons more relevant, but it doesn’t quite work. Driving around in a German CUV, even one that isn't particularly luxurious, is still driving around in a European car. An impoverished Duke is still a Duke.

In the end, the Tiguan ends up being not common enough to be an Orthogonian though not quite luxurious and well bred enough to be a true Franklin. We'll call it a Franklin anyways. As Nixon became more paranoid just about everyone who wasn't completely in support of his presidency became lumped in with the Franklins and, were he to know that we were on our way to a place that served gourmet cafeteria food, he'd probably consider us Franklins too.

Ford Unveils the 2010 Raptor at SEMA 2008

I say appear because we only had a chance to ride in it, not drive it ourselves. However, even from the passenger seat we can tell you we've never seen a stock truck take bumps and dirt pits as well as the Raptor did today — especially while going full throttle up past 85 MPH along dirt trails we'd normally seen only well-accessorized Jeeps take at high speed.

But it's not just capable, it's also hot as hell. Ford designers took advantage of the 7-inch greater width over the stock F-150, incorporating distinctive marker lamps into the tough new grille. Hidden while turned off, those lamps switch on to make the Raptor’s imposing stance immediately recognizable. We look forward to spending some time behind the wheel, but for now, head below to see the full release from Ford or, for a more technical look at the new pickup package, hit up our friends at PickupTrucks.com.

FORD TAKES TRUCK LEADERSHIP OFF-ROAD WITH NEW F-150 SVT RAPTOR PERFORMANCE PICKUP TRUCK

• Ford’s Special Vehicle Team (SVT) taps into growing off-road enthusiast market and builds on the solid foundation of the new Ford F-150 to deliver the ultimate off-road performance truck – the 2010 Ford F-150 SVT Raptor

• Industry-first internal bypass shocks by Fox Racing Shox help provide smooth ride; lower, wider design key to desert racing and off-road performance

• The F-150 SVT Raptor launches with the proven 5.4-liter Triton V-8 with 310 horsepower and 365 lb.-ft of torque; a 6.2-liter V-8 engine will be available after launch

LAS VEGAS, Nov. 4, 2008 – Ford, the definitive leader in tough trucks, is further building on its solid foundation of the new F-150 to deliver the all-new 2010 F-150 SVT Raptor, a purpose-built, high-performance off-road truck versatile enough to take on the most challenging desert adventures as well as the everyday commute.

“Ford trucks have been a mainstay on the off-road racing scene for more that 20 years because of our long history of capability and durability,” said Derrick Kuzak, Ford’s group vice president for Global Product Development. “With the F-150 SVT Raptor, we are delivering a true off-road performance truck with the proven ‘Built Ford Tough’ capability and durability that is at the core of every F-150 and the best in performance thanks to the team at SVT.”

“Like its fighter jet and dinosaur namesakes, the F-150 SVT Raptor is tough, fast, aggressive, and built with the off-road enthusiast in mind,” he added.

Ford and off-road racing
Desert off-road racing is something Ford knows and does well, with eight championships in nine divisions in the 2007 “Best In The Desert” series and four more titles in CORR (Championship Off Road Racing). Ford has also shown its dominance at the Baja 1000 race – 12 Ford-powered vehicles have won the overall title for four-wheel vehicles, the most of any engine manufacturer.

With interest in off-road performance growing at a steady rate, the F-150 SVT Raptor was built to fulfill the desires of that highly demanding market. The high-performance off-road truck market is one that’s largely untapped, allowing the Ford F-150 SVT Raptor to set the bar for this type of vehicle.

“Most of the major manufacturers have focused on-road performance, so when we looked at what was available in off-road truck performance, it was somewhat limited,” said Mark Grueber, Ford product marketing manager for pickups and large SUVs. “This was the perfect opportunity for Ford to further differentiate the F-150 from other trucks on the market.”

Looks tough and fast
The tough, chiseled look of the new Ford F-150 has been taken to a new level with F-150 SVT Raptor. The agile, performance truck was designed to give the impression it is always on the move.

Noticeable differences between the Ford F-150 SVT Raptor and conventional F-150 include a distinctive grille that has the Ford name carved into it; front bumper, vented hood, front fascia and fenders, functional hood extractors, fender extractors with ‘SVT’ bored out, as well as visible FOX Racing Shox, the only internal bypass shocks available on a street truck.

Another key difference between the F-150 SVT Raptor and the base F-150 is it is more than seven inches wider. Ford designers took advantage of this difference and highlighted it with distinctive marker lamps. When turned off, the marker lamps are well-integrated into the F-150 SVT Raptor’s front end, as opposed to on top of the cab. When lit up, Raptor’s imposing stance is immediately recognizable.

While the exterior design of the F-150 SVT Raptor is about creating an image, the interior design is about creating the feel of the truck, and both must complement each other.

Design elements from the unique grille and front fascia have been carried through to the interior on the console and dashboard. The steering wheel is wrapped in black leather and features a molten-orange leather strip that serves as a centering sight line – which is especially useful in extreme driving maneuvers that can often cause the driver to lose perspective of the steering wheel’s center point.

Revved up and ready
The Ford F-150 SVT Raptor is powered by the F-150’s proven 5.4-liter Triton V-8 three-valve engine, which delivers 320 horsepower and 390 lb.-ft. of torque. A new open-valve fuel injection strategy improves the air/fuel charge conditions in the combustion chamber, allowing greater spark advance at higher loads and engine speeds. This delivers increased horsepower during towing and higher rpm operations, lower emissions and more efficient use of fuel.

A new 6.2-liter V-8 engine will be available after launch. The 6.2-liter engine features all-new architecture specifically designed for robustness in a truck application.

Given reliability and longevity under harsh conditions are key to truck customers, the Ford team performed extensive testing to ensure the 6.2-liter V-8 engine would live up to the ‘Built Ford Tough’ promise. Fifty 6.2-liter V-8 engines successfully endured more than a dozen of the toughest engine tests at Ford’s dynamometer lab during development.

SVT used a specially designed, 62-mile durability loop in the desert of Borrego Springs, Calif., to replicate the conditions of the Baja 1000 race, to further test the engines’ performance.

Take off and landing
Building a high-performance off-road truck is not about the horsepower – it’s about the suspension. The F-150 SVT Raptor doesn’t disappoint, with 13.4 inches of usable travel in the rear suspension and 11.2 in the front.

“With the F-150 SVT Raptor, we changed the axle, the whole front suspension is different – new upper A arm, new lower A arm, new tie rod, new half-shaft joints,” said Jamal Hameedi, Ford SVT chief engineer. “It’s well beyond what SVT has ever done with one of our vehicles.”

Raptor’s wider track and softer suspension mean it will comparatively glide over obstacles. And when it has to be “launched,” be prepared for a soft landing. “The suspension does all the work to keep the truck’s attitude stable,” Hameedi said.

In addition to a beefed up suspension, the F-150 SVT Raptor also boasts unique internal bypass Fox Racing Shox, the only internal bypass shocks on a street truck. The position sensitive dampening internal bypass feature allows the shock to become significantly stiffer as it travels, preventing the truck from bottoming out.

By working with Fox internal bypass technology and applying the Ford engineering methodology, there haven’t been trade-offs to assure extreme off-road handling over on-road ride comfort.

“This truck is also going to be a daily driver. We brought together a lot of experts to ensure the on-road steering precision and comfort was there, too,” said Hameedi. “That’s where Ford expertise really came to the table and complemented Fox’s off-road expertise.”

A tough truck needs tough tires, and a BF Goodrich All-Terrain TA/KO 315/70-17 tire does the job.

To help improve the tire in a variety of conditions, the compound of the tread was altered. Engineers made the rubber softer for better performance on and off-road and for precise and predictable steering in a variety of conditions while the interior of the tire was modified to improve lateral firmness.

The tall sidewall on the 35-inch tire can handle rocks and irregular surfaces commonly experienced in an off-road environment. A 17-inch cast aluminum wheel is designed to absorb the impact of objects the truck could encounter in some of the most extreme environments.

Specialized Technologies
The F-150 SVT Raptor provides the complete package for off-roaders, including state-of-the-art technologies to keep it at the top of capability.

“For many years, enthusiasts have been struggling with the performance of electronic technologies in the extreme off-road environment since that was not the environment they were designed for,” Hameedi said. “What SVT has done is tailor technology to function in both an on-road and an extreme off-road environment.”

Technologies include:
• AdvanceTrac® with RSC® (Roll Stability Control™) predicts the vehicle’s path using a sensor to detect and measure oversteer and yaw by monitoring the vehicle’s speed, throttle position and steering wheel angle. When the system senses wheel slip or the loss of traction, it applies braking where needed to keep the truck tracking safely on its intended path. If a significant roll rate is detected, the system applies additional countermeasures to enhance vehicle roll resistance.

The off-road enthusiast has the option to switch to two available settings – sport mode and full off-road mode depending on their driving situation. The sport mode shuts off traction control enabling the vehicle to have more yaw movement.

Full off-road mode shuts off all electronic stability programs and the ABS system switches to a special off-road setting. Widening the threshold of sport mode, the wheels will lock more which is helpful in off-road terrain. Also in full off-road mode, the locking rear differential is allowed to stay locked at elevated speeds to mimic a spool differential found on racing trucks.
• Trailer Sway Control works in conjunction with AdvanceTrac with RSC and can determine from the yaw motion of the truck if the trailer is swaying and take measures – such as applying precise braking or reduced engine torque – to bring both vehicle and trailer under control.
• Integrated Trailer Brake Controller is factory-installed and allows direct operation of the trailer’s electronic brakes by squeezing the control module on the instrument panel with more confidence than the typical aftermarket system.
• Electronic Locking Differential uses a true mechanical connection to lock the left and right axle shafts together so both turn at the same speed with the same amount of torque. This switch-controlled feature maximizes traction capability at the wheel with grip, without having to stop the truck.
• Hill Descent Control on the F-150 SVT Raptor is Ford’s first application of the technology. Utilizing ABS, the driver can control hill descent without applying the brakes. The speed is set for the truck to descend the hill by pushing a button and allows for the driver to concentrate on driving, rather than on how to modulate the brakes on a steep decline.
• Off-Road Mode engages a third throttle map and a third shift schedule for improved off-road performance. Third throttle map alters the throttle by changing the driver demand table so it is better suited to high and low-speed off-road driving conditions. A third shift schedule is a unique strategy for the off-road environment that holds the transmission in each gear for a longer period of time, allowing better engine throttle modulation to control the vehicle.
• Auxiliary Switch Board on the center console makes aftermarket customization easier, with four prewired switches attached to the power distribution box for electrical accessories. Also located on the auxiliary switch board are two switches for improved off-road performance – Hill Descent Control and Off-Road Mode.

The F-150 SVT Raptor will be built along side the new F-150 at Ford’s Dearborn Truck Plant at the historic Rouge Center in Dearborn, Mich.

# # #

The user interface is smooth and polished, with no lag in between screens and the interface proved far easier to use than we expected. The twin 4.3" TFT LCD screens that flank the center, traditional speedometer run at 800x480 pixels, which is basically high definition resolution, and are incredibly easy on the eyes. The screens are manipulated using steering wheel mounted buttons and the myriad options are easy to navigate. The gauges are completely reconfigurable, but you can pick predefined packs of gauges ranging from super simple fuel and temp all the way up to NORAD command central level, graphing fuel economy in real time and reporting specs on your last trip, power draw from accessories, and output from the gas engine and hybrid engine independently. Based on our limited time with the thing we were impressed. This system will compliment the hybrid tech on the Fusion quite nicely and give customers that "surprise and delight" designers are always after.Yeah, LCD instrument panel, Michael Knight, eat your heart out.

Suitability Parameters:
Speed Merchants: No
Fashion Victims: Yes
Treehuggers: No
Mack Daddies: No
Tuner Crowd: No
Hairdressers: Yes
Penny Pinchers: No
Euro Snobs: Yes
Working Stiffs: No
Technogeeks: No
Poseurs: Yes
Soccer Moms: No
Nascar Dads: No
Golfing Grandparents: Yes
Very Serious Businessmen: No
Sheiklets: No

Also Consider:
• 2009 Subaru Impreza WRX
• 2009 Mazda MAZDASPEED3
• 2009 Chevrolet HHR SS
• 2009 MINI Cooper S

Vitals:
• Manufacturer: MINI
• Model year: 2009
• Base price: $24,350
• Price as tested: $32,350
• Engine type: 1.6-liter I4
• Horsepower: 172 @ 5,500 RPM
• Torque: 177 @ 1,600-5,000 RPM
• Transmission: 6-speed Automatic
• Curb weight: 2,900 lbs
• LxWxH: 155.8" x 66.3" x 56.4"
• Wheelbase: 100.3"
• Tires: P205/45R17
• 0 - 60 mph: 6.7 seconds
• EPA fuel economy city/highway: 26/34 MPG
• Jalopnik fuel economy: 28 MPG
• NHTSA crash test rating (Front/Driver Side/Passenger Side): ****/*****/*****

Also See:
• Mini Cooper Clubman S, Part One
• Mini Cooper Clubman S, Part Two

Acceleration: **
The turbocharged Peugeot mill pulls the Clubman forward at a reasonable rate, but it's nothing remarkable. Pushing its power through narrow front tires usually results in tire spin through first gear, followed by an embarrassing lurch backwards as one of the many on-board nanny computers pulls the plug. We really miss the supercharged MINI engine of old.

Braking: *****
A hallmark trait of the MINI brand is retro-thruster-like braking prowess in both models. At any speed and on any road surface condition, the combination of superior braking hardware, a stiff pedal and intelligent programming brings you to a halt pronto.

Ride: **
Although the Clubman rides much more smoothly over rough surfaces than the standard model due to the longer wheelbase, it is still a tiny car which is easily upset by potholes and cracks. The stiffer springs and dampers offered by the S package degrade the ride further but the car remains livable for the daily drag.

Handling: ***
The Clubman fell far short of it's brethren when it came to sticking it around the curves. On sections of road where the smaller model would play along, the Clubman packed up its toys and went home. The clumsiness is due as much to increased weight and altered suspension geometry as to a significant change in the stability programming towards slower driving.

Gearbox: ****
An intelligent autobox is where the MINI Clubman really earned its stars. In standard mode, the Clubman offered quick and properly timed shifts while returning excellent fuel mileage. In sport mode, it downshifted at precisely the right moments to stay in the narrow meat of the power band.

Audio: ****
The audio system produced accurate, crisp sound through well-placed tweeters and midranges. The head unit proved easy to navigate using either the console or steering wheel controls. We're also immensely grateful that iDrive didn't make it to the MINI line up. Yet.

Toys: ***
The Clubman had a reasonable amount of gadgets, from the Bluetooth synchronization to the color-selectable interior mood lighting. Dual glove boxes and plenty of cup holders offered enough storage for anything you might need to carry.

Value: **
At an as-tested MSRP of $32,350, the Mini Cooper Clubman S doesn't add up to a good buy. With a price nearly 50% higher than that of other cars competing in this category, you've really got to want the social cred provided by its one-of-a-kind styling and reputation. And the interior materials? Gag. If you're looking for power and handling in a similarly sized package at a bargain price, it'd be best to look elsewhere.

Overall: ***
The Mini Cooper Clubman S offers acceptable power and adept handling at a steep price. The added mass pushes the car into a larger class and significantly hindering the driving charm established by the Mini brand. The added rear legroom and cargo space may attract a different type of buyer to the fold, but it tosses aside the successful formula used in the smaller version. Frankly, if you're that "different type" of buyer, you'll probably be better off with the non-S version. On the other hand, if you're like us, you'll take the standard-issue Cooper S. Preferably anywhere you go.

Also See:
• Mini Cooper Clubman S, Part One

Thanks to the folks at Motor City Mini!

Hell, Michigan is a microscopic town just 15 miles outside of Ann Arbor. It was founded in 1838 by George Reeves and back then, Hell was actually bigger than it is now: It had both a general store and a mill. Only the general store — selling mostly Hell-centric kitsch — and a small ice cream shop remain today. Since Reeves became infamous for putting excess grain from the mill through his private whiskey still then offering it up for profit, Hell quickly became a popular spot to procure some de-luxe 'shine back in the day. Legend has it that eventually horses began returning to neighboring towns without riders, leading their wives to question the whereabouts of their husbands...a typical response to which was, "He's gone to Hell!" When the State of Michigan eventually asked Reeves what the official name of his settlement was to be, he replied, "Call it Hell for all I care, everyone else does."

Along with overwhelming amounts of kitsch, Hell is home to some of the best sweeping roads in Michigan's Lower Peninsula. Approaching from the south, the road narrows from a four-lane highway to a two-lane pathway. Carving, cambered curves appear out of nowhere and you are quickly drawn further and further into the scenic side of the mitten (for you non-Michiganders, hold up your hand in the shape of a mitten and then, after, noting "Hey look, it's shaped like Michigan!" you'll see where we're talking about). Just fifteen minutes prior, we were trapped in typical rush hour drudgery. Now, my allies and I were soaking in the earth-tone blur provided by the untouchable combination of stiff acceleration, a panoramic moon roof and a winding forest road.

The strong hoonage quotient promised by the turbocharged 172 HP four-cylinder and a chassis overflowing with Bruce pushed us to nail the progress pedal to the floor despite ever-tightening road geometry. The MINI responded with its best Mr. Plow impersonation and we promptly ended up on the gravel shoulder. Something was amiss. The standard-issue MINI Cooper S would consume such a surface like a German inhales a liter of Hofbräu during Oktoberfest. It seems the missing passenger-side B-pillar caused this slower, chubbier and more flexible Cooper Clubman S to lose a bit of its composure at the limit. After some thorough, varied and objective flogging, we concluded that, as enthusiasts, the flawless structure present in the smaller, fitter Cooper S has seemingly been ruined by the addition of a paltry suicide door, a double rear door and 3.1 inches of wheelbase.

Mildly disappointed with the lack of go-kart capability, we proceeded south on the cruising roads leading back to Ann Arbor. Not out of the woods yet, the MINI was wound out in sixth gear and the tub pointed out what proficiency it had to offer over the pint-sized Cooper S. The added wheelbase and extra heft provided a very smooth and controlled glide for such a tiny car over some of the rougher patches of Michigan asphalt. Perhaps the ride was too smooth, interfering with our sense of speed, because we proceeded, cruise-missile-like at a very undisclosable speed past a local lawman doing something untold in the dark outside of his idling cruiser. Witnessing our microshuttle shoot over the crest, our road-following HIDs illuminated the officer while he scurried sideways to assume the position and give chase. This was his one chance to bust one of those big-city yuppies and he wasn't letting a little thing like pulling up his pants get in the way. The officer channeled a bit of Tanner Foust as he slid the old Crown Victoria around in the dust and roared up to a spot about a foot off of our rear fascia while we proceeded at a brisk 35 MPH. Perhaps he was simply admiring the quirky rear barn doors, but after about three miles of trawling along, the officer decided it was quitting time and pulled away. Disaster averted.

We rolled into downtown Ann Arbor with a now-dusty MINI and grabbed ourselves some super premium chow at Ashley's. Even with the added length, we found we could park the MINI just about anywhere in a town that is notorious for a total lack of parking. We decided it belonged best stuffed inside a pathway running through the center of the U of M campus. They didn't design those anti-car posts with this little guy in mind. The automatic door of the University's library's slid open as the MINI rolled past and we debated giving it a try. A steely gaze from the librarian inside smothered those plans and we decided the luck of our collective Irishness had been sufficiently pushed and it was time to hang it up for the night.

Even though it is not quite as lithe as it's smaller brethren, the MINI Cooper Clubman S is suited for a different purpose. If a nimble mountain terror is your prescription, the added bulk might just be too much to bear. This chassis is much better equipped to handle long stretches of straight road at alarming speeds with your friends and gear in tow than testing G-meters on a track. As if acknowledging its mission in life, the car did finally make it out to the airport, on time, with all of its running gear intact, ready for a week of hauling team and gear — nary a track in sight. Frankly, for the first time ever, we're left wondering why this MINI even needs an "S."

Photo Credit goes to Alex Conley.

Before we even talk about how the thing drives, it's worth noting the almost ridiculous level of build quality on this conversion. If you didn't know better, you'd think the HEMI was original equipment; in fact, thanks to AEV's connections to Chrysler, it's built using a lot of the same suppliers Chrysler uses. The wiring harness comes pre-tested and everything plugs up to the point that if you patch in a technician's scanner, it'll read as a Wrangler with a HEMI. It's literally as good as if it came from the factory.

But what the HEMI Wrangler is all about is performance, and let's get one thing out of the way right off the bat: The price of admission for the AEV conversion kit is worth the exhaust note alone. Firing up that big V8 fills the little cabin with intoxicating levels of awesomeness. Out on the asphalt, the big bad JT actually rides really well for what is in essence a purpose-built rock crawler. That's not to say anyone will mistake it for a sports car, but it certainly will get you where you're going quickly. Since this is Michigan and not Moab, the most off-roading we could do in our short test drive involved some back-country dirt roads — the kind that would swallow a passenger car into its ruts and holes, but only rough enough to test the assembly quality of a rock hopper and not much more.

Up against this measly test, the Wrangler didn't even flinch, providing an almost disturbingly smooth ride. Even with the huge tires, the excellent turning radius found on a stock Wrangler is unaffected. Ride and drive, exhaust note, nice leather seats — that stuff is all well and good, but you know what's really fun? Four-wheel dirt burnouts. Not that we did any of those, or dirt road brake stands. We'd never do stuff like that. But if we did, we would probably report AEV's HEMI V8 conversion turns a stock Wrangler Rubicon, which is pretty good on it's own, into a fire-breathing, mud-spitting, swaggering, snorting, off-road superstar.

The Vue 2 Mode differs from the Saturn Vue Green Line Hybrid in that it pairs a two-mode hybrid powertrain with a V6 engine. It can be considered a strong hybrid because it’s capable of running on the batteries alone, the engine alone or the two together. The regular Green Line can’t do that. It uses its batteries to provide a boost to performance only, but can’t actually run on straight electric.

The 2 Mode system is also different from the Hybrid system you find in the Toyota Prius. Just like the name suggests, it has two modes of hybrid operation. This enables the Vue to get greater fuel economy on the highway than it does in the city, something that can’t be said of the Prius or its kin, which reach peak efficiency at around 45 MPH.

The Vue's new hybrid system pairs two electric continuously variable transmission modes with four fixed mechanical gear ratios. At low speeds and under light loads, the Vue can operate in one of three ways: all-electric, all-engine or a combination of the two. At highway speeds the internal combustion engine is given preference, with the electric motor kicking in to assist it to power up hills or accelerate strongly. This allows the V6 to operate at its point of greatest efficiency most of the time.

Of course, it also turns the engine off while stationary, cuts the fuel during deceleration, employs regenerative braking to recharge the batteries and uses low-rolling-resistance tires, all to further boost fuel efficiency.

By now, you’re probably wondering what kind of mileage it gets. Pre-production estimates put the number at 31 highway, 28 city. Compared to the mild hybrid Vue, that’s 1 MPG worse on the highway and 3 MPG better in the city — a bit of a mixed blessing. On the road, you never lack power. The Vue 2 Mode accelerates confidently even at relatively high speeds.

The 2 Mode will hit 60 in 7.3 seconds and can tow 3,500 pounds. Combined with the decidedly average driving experience, that means buyers get 100% of the Vue experience but with massively improved economy. In fact, aside from the quiet electric operation at low speeds and the somewhat wooden brake pedal, there’s nothing to separate it from the regular V6 Vue aside from the limited lateral grip of the low-rolling-resistance tires.

This is where we get into the reason the Vue 2 Mode wasn't designed for us. By pairing the two-mode hybrid system with the V6 engine, GM has chosen to sacrifice maximum fuel economy for performance. That’s where our expectations for a hybrid differ so greatly from GM’s. If the 2 mode system is able to deliver pretty good fuel economy when paired with a V6, we can’t help but wonder what it would be capable of when paired with a four-cylinder. 40 MPG highway? We don’t know, but we’d like to find out, and preferably in a vehicle that’s smaller, lower and lighter than a Vue for max fuel economy. Hopefully one that’s cheaper too. The Vue 2 Mode Hybrid will retail for “less than $33,000,” which is quite a bit more than the mild hybrid’s $28,265. Still, if you're looking for the same power as the original with better fuel economy and you're willing to pay a premium, this Vue's for you.

That price is causing controversy. Not for how cheap it is, but how expensive. The CC starts at just $26,790 when equipped with a 2.0-liter turbo four and a six-speed manual. But the Passat, which the CC is based on, comes in at just $23,990. So to some, the CC is asking you to pay more for less; it only has four seats to the Passat’s five.

The thing about the CC is that it doesn’t deserve to be compared to the Passat, but instead to vehicles that cost much much more. Why? It offers a driving experience that’s at least equivalent to most entry- to mid-size luxury cars (there’s those damn categories again), classier looks, a larger interior, greater economy and doesn’t suffer from the image problems of it’s snobbier rivals.

The European luxury driving experience has come to be defined by two characteristics: sporting ability combined with cosseting quality. The driver of a BMW, Audi or Mercedes expects to be able to drive quickly everywhere from the highway to a winding mountain road, but doesn’t want to pay a comfort penalty for that ability. They want supportive seats, isolation from external noise and a comfortable ride. Recently, much of the involvement that always came hand-in-hand with speed has been sacrificed in the drive to make cars ever more capable and safer. The CC is no different. It’s as competent as an Audi A4, which is to say more fun than any Mercedes, but a little less involving than a BMW. One area where it distinguishes itself is in ride quality, which manages near total isolation without compromising handling ability.

The interior, too, leaves you thinking more high-end than entry-level. The fit and finish is top notch. Every button and lever is well-damped. Attractive accent lighting makes things look nice at night. Everything is as it seems; the chrome is actual chromed metal, the brushed aluminum actual aluminum and not a cheap plastic imitation. Wood is, thankfully, totally absent. The two-tone black and beige seen here is the most successful interior color scheme, accentuating both the attractive shape of the dash and the seats which, in the rear, are the CC’s defining characteristic. There are two supportive buckets separated by a console. That arrangement means that sitting in back is as appealing as sitting up front, but it also means the car sacrifices the ability to carry five people. The sloping roof, a characteristic of these four-door coupes, does impinge a bit on headroom, but I’m 6’2” and could sit back there all day without an issue.

So we’ve covered what the CC does as well as its more expensive alternatives; now let’s talk about what it does better. For one, when equipped with that base engine (there’s also a 3.6-liter V6 with 280 HP) it’s capable of returning 31 MPG on the highway while still managing the 0-to-60 sprint in 6.7 seconds. That back seat? Not only does it have more space than the A4 (or 3-series or C-class) that it drives like — I could cross my legs — but it has more headroom than a CLS, in which the ceiling flattens my beautiful hair.

Then there’s the looks. While not as striking as the Audi A4 or A5, the CC is a hell of a lot less awkward than the CLS or any current BMW. It’s understated — there’s not even a CC badge —and handsome, but utterly unassuming. People don’t know what to make of it. One on hand, there’s the VW badge, which means it’s a cheap car, but on the other its shape is well proportioned and evokes quality. It looks expensive.

Probably the best thing about the CC isn’t the way that it drives or how nice the interior is, but its price. At $26,970 you get a car equipped with everything necessary to take on rivals costing twice as much, but also the economy of cars costing a little less. We’re not sure what category it fits in other than this one: cars that we can wholeheartedly recommend buying.

Ford has come into this new product cycle with both barrels blazing, offering up the most capability it's ever packaged into a light-duty pickup. It boasts class-leading capabilities like a maximum 11,300 lb towing capacity and a 3,030 lb maximum payload capacity, while also offering best-in-class fuel economy (tied with the Chevy Silverado XFE) of 15 MPG in the city and 21 MPG on the highway when you opt for the fuel-sipping SFE model. But that's only one of seven trim levels, each configurable with three powertrains, 13 wheels (that's more than the number of models of vehicles Honda sells stateside), four different bed configurations, three different cab lengths and the choice of two- or four-wheel-drive — a far cry from Henry Ford's Model T option list of "black."

I've had a chance to drive a few iterations of the new F-150, digesting Ford's new product and seeing how it stands up to the program's goals and what I've decided is at the end of the day, a truck can be broken into a few important components; the cab, box, drive system, engine and the transmission. As the variety of options for the F-150 is so immense, it's more practical to talk about the parts leading up to the sum, rather than the myriad combinations. At least, that is unless you want this review in book form. Let's get started.

2009 Ford F-150: The Engines

At launch, the F-150 will be available with three different engines, the 5.4-liter V8, a new 4.6-liter three-valve V8, or a carryover 4.6-liter two-valve V8. The 5.4 and 4.6 three-valve are both mated to a new six speed transmission while the older two-valve V8 keeps the four speed as the low cost option. The 5.4 gets a power bump up to 320 HP at 5000 RPM and 390 lb-ft of torque coming in at 3,500 RPM, the engine is a brute and the new six speed improves power delivery in all use situations — acceleration is considerably better, towing is almost effortless and fuel economy is improved.

We suspect with volatile fuel prices, consumers and fleets alike will be more likely to consider the new 4.6-liter three-valve option and they won't be disappointed. The 4.6 delivers 292 HP at 5,700 RPM and 320 lb-ft of torque at 4,000 RPM, it's a strong engine with healthy power delivery. In around-town driving, performance is virtually indistinguishable from the bigger, thirstier 5.4-liter. The carryover 4.6-liter two-valve engine with 248 HP and 294 lb-ft of torque is a bit hobbled in comparison by the four speed, but offers a decent choice for those looking at the low cost option. We're waiting with bated breath for the Ecoboost V6, but the direct-injection twin turbo V6 is still a bit in the future.

Transmission

It sounds funny to say, but the new six speed transmission is a stand out feature of the new F-150. The truck has emerged from the four speed doldrums with a well sorted and smartly programmed cog swapper. Back-to-back testing in 2008 versus 2009 F-150s makes it easy to recognize the improvement; On the on-ramp, the truck accelerates where before it bogged down, up and downshifting are smarter and quicker. The real magic isn't in the swiftness though, it's in the towing. Hook a heavy trailer up to the F-150 and the transmission shines. The gear spacing is excellent, keeping the engine in the power range, and there is very little hunting and pecking as we've seen with other full size trucks. When in tow mode the transmission holds gears longer and more impressively, with each tap of the brake, downshifts, providing engine braking immediately. A slick trick none of the competitors match.

Cargo Box

The F-150 offers four different box options, a 5.5 foot box, 6.5-foot box, a 6.5-foot style side, and an 8-foot box. All can be outfitted with a raft of goodies like the fold-out tailgate step first seen on the Super Duty pickups. If you've never used it, it's actually a pretty slick idea. It folds away when not in use and works better than jumping in and out of the bed. Speaking of folding away, a new option is a stowable bed extender which does away with the dual problems of needing a bed extender and having no place to put it. Along the side you get the option of a box side step which expands with a kick and retracts with a push. Considering the bed rails are so tall these days, reaching over the side of the truck is tough for all but the tallest folks, and it's pretty sturdy. Kind of a gimmicky option, but if you want it, it's well designed. The final option is the cargo rails, which when installed along the bed sides are pretty beefy, offering up to 600 lbs of load per cleat. We didn't really get to test these out, but they seem like a nice option if you need it. It strikes us that if you load up a bed with all of these options, there's still a lot of storage space, but it seems awfully cluttered.

Cabins

There are three different cabin styles amid the seven trims — a Baskin-Robbins level of choice we find a bit ridiculous. Are there really seven iterations between rubber-floored XL work truck and ultra-luxe leather-clad Platinum? Ford seems to think so. Ford has dropped the silly tiny doors on the regular cab model (and we suspect a great deal of cost) while stretching out the legroom in the all three cabs. We've sampled most, if not all of the trims — it's hard to tell which one you're in from time to time — and we feel comfortable saying they are all damn nice places to be. Even with the baseline trucks, the seats are comfortable, the gauges are easily read and communicate quite a bit of information, and there are some clever features. For instance, if you buy a truck equipped with a center console, the storage bin between the seats is designed to hold hanging folders. We haven't used hanging folders since our engineering days, but that's a pretty cool idea — especially for the contractor on the go. Other goodies include obnoxiously awesome leather for the King Ranch and Platinum Edition, a pretty slick sounding Sony-branded audio system, heated and cooled seats and Ford's spectacular Sirius Travel Link system (seriously, it's awesome). Something you don't notice until you drive an '08 and an '09 back to back is how the longer doors on the extended cab and crew cab models provide a lot better side visibility, as the door glass extends far back behind your should line.

Drivetrains

Where the cabin options are incredibly varied, the drivetrains offer simplicity. You get your choice of two wheel drive or four wheel drive, a locking rear diff, and four rear axle ratios ranging from 3.15:1 to 3.73:1. That's it. One interesting option, featured as standard equipment in the FX4 package, is the rear-locking differential, with a slick new design this year. The locker incorporates an electromagnetic ring that does the locking using only four moving parts. It's vastly simpler than the outgoing design and allows a quick engagement when you drop the truck into neutral.

Driving Impression

So now after we've taken a look at all those parts, what's the new F-150 like to drive? Considering we've tested it in situations ranging from around town, stop and go traffic, to highway, freeway, dirt roads, hauling, towing, off-roading and autocrossing, there isn't a lot we don't know about how the F-150 performs. It really comes down to choice. As we alluded to earlier, the F-150 is well mannered on regular roads, it brings additional quiet, refined steering feel and those firmer seats really make longer distances more comfy.

When you get serious about corners though, the F-150 offers mixed results. Performance on the autocross course is incredibly dependent on your choice of wheelbase, engine, four or two wheel drive, and wheel size. While it's rigid, fully boxed frame provides a great place to start from, the tuning for suspension travel and towing leaves the truck prone to healthy understeer, no surprise there. Its traction control system does a respectable job of keeping you out of trouble, but it'll let you get into a little throttle induced oversteer if you try. We have noticed a strange steering feedback at low speed hard cornering in 4x4 models, where steering effort spikes. Perplexed, we asked the engineering teams about it and the explanation has to do with the interaction with the front differential being engaged on the fly and used to direct power to the slipping wheels. Whatever the case, it was a bit disconcerting. Otherwise, turn in is sharp and predictable, at-limit control is predictable, and over the limit recovery is undramatic. Braking is handled without drama by the 13.7 inch front discs and 13.0 inch rears, and if you upgrade to the trailer towing package, you get integrated trailer brake control with trailer sway mitigation — a slick trick of accelerometers and predictive algorithms which detects trailer sway and addresses it with the application of the truck brakes and the trailer's brakes. A similar system exists without a seven pin hookup for electronic trailer brakes but relies on the truck only to manage the correction.

Of course, pavement ends, and when it does, the FX4 package with its tuned shocks, locking diff, and off-road spec tires is there to meet all comers. While it's no Jeep Wrangler, it's closer to mountain goat than not. We tackled approach angles we never thought we'd make, tight corners and serious mud. Those mirror cutouts are handy for more than just styling, giving visibility when your nose is way up in the air. We managed to get stuck only once, and that was in a mud hole we had made it through before. Or course, that was about two feet of mud with ruts up to the axles.

We have reached a high precipice from which to look down on the history of pickup trucks. Capabilities dwarf those of only a decade ago, interiors are available to match the finest German luxury barges, operating costs have been diminished, longevity is unprecedented, and buyers are as loyal as they've ever been. Without question this new truck is better than the outgoing model — quieter, smoother, more powerful, smarter — and considering the reputation the truck has to live up to, that's not really too surprising. We'd have no problem recommending the truck, but then again, there aren't too many trucks we wouldn't. When capabilities reach these kind of levels where capabilities and capacities vastly exceed the needs of most consumers then it's really all about brand preference. Considering the F-150 has nine million customers out there, we suspect it'll do just fine.

Vitals
· Manufacturer: Ford
· Models tested: F-150 XL, STX, FX4, XLT, Lariat, King Ranch, Platinum Edition
· Model year: 2009
· Base Prices:
-XL: $21,320
-STX $24,120
-XLT $25,290
-FX4 $34,605
-Lariat $33.160
-King Ranch $39,815
-Platinum $41,415
· Engine types:
-4.6 liter 2 Valve V8
· Horsepower: 248 HP @ 4,750 rpm
· Torque: 294 lb-ft @ 4000 rpm
-4.6 liter 3 Valve V8
· Horsepower: 292 hp @ 5,700 rpm
· Torque: 320 lb-ft @ 4,000 rpm
-5.4 liter V8
· Horsepower: 320 hp @ 5000 rpm
· Torque: 390 lb-ft @ 3,500 rpm
· Fuel economy city/highway:
-14/19 (4.6L 2V w/4x2)
-14/18 (4.6L 2V 4X4)
-15/20 (4.6L 3V 4X2)
-14/19 (4.6L 3V 4X4)
-14/19 (4.6L 3V 4X4)
-15/21 Projected (4.6L 3V 4X2 SFE - high mileage model)
-14/20 (5.4L 4X2)
-14/18 (5.4L 4X4)
· NHTSA crash test rating front/side/rollover: 5/5/5

Argue if you will at the over-the-top styling, but the numbers on the 2008 Toyota Tundra SR5 Crew Max 4x4 don't lie: A 5.7 liter V-8 packing 381 HP and 401 lb-ft of torque, a six-speed auto, a 4.30 rear axle ratio and a 10,800 lb tow rating — you have to take this truck seriously.

That power and the high final drive ratio make for a truck that's surprisingly quick off the line, so much so that if you've got buddies with old muscle cars you can offer to drag race them and then blow their doors off. The transmission shifts smartly and delivers some serious speed through all the gears. Launches are nicely controlled without a hint of wheel hop, even with the solid rear and leaf spring design — of course, that could also be due to the truck's considerable 5685 lb. curb weight. Even loaded down with a test trailer, the Tundra pulled off the line like an ox.

That sprightly performance off the line doesn't translate at all to the road course. The Tundra wallows around corners like a drunken pig and at the slightest hint of wheelspin, the traction control system beeps at you incessantly, critical of the beating it's getting. No amount of traction control adjustment, manually controlling the transmission, or attempting oversteer will result in what could be considered "fun." The truck obliterated the sidewalls of the BFGoodrich T/As, totally wearing the tread shoulder and sidewalls down after only a few passes on the course.

But that's not what trucks are meant to do right? They're supposed to haul stuff and carry people comfortably right? Well, that "hauling stuff" part they've got down, with a big bed and nice tie downs, though we feel the liftover height on the tailgate is a bit extreme. When we drop 800 lbs of ballast in the back and head for the road again, the cornering manners improve quite a bit; the steering feels more confident but the truck still pushes through corners and beeps its distress at you. So much effort is required in spirited driving, the only way to describe the experience is 'exhausting.'

It's on the inside where things get funky. Imagine taking the Toyota Camry interior, stretching it vertically, and putting huge, flimsy silver knobs on the dash; that's the Tundra. There are tons of places to store your stuff, and ours came with a center console with a semi-hidden compartment next to the shifter, but the whole effort just feels outdated. The back seats don't even fold up and back — the back folds forward and leaves you with a four-foot liftover with a slippery surface. It's a poor solution which takes up valuable floor real estate should you want to carry things in the cabin.

Despite the big numbers and rightfully impressive performance, the Tundra feels like a 15-year-old kid wearing his dad's suit and pretending to be Mr. Big Shot. The thing is just a monster, like a cartoon version of a truck where everything is exaggerated for effect. The knobs are big, the tires are big, the hood is big, the cabin is big, the power is big. But, in this case, big doesn't necessarily mean good.

Suitability Parameters:
Speed Merchants: No
Fashion Victims: Yes
Treehuggers: No
Mack Daddies: No
Tuner Crowd: No
Hairdressers: No
Penny Pinchers: No
Euro Snobs: Yes
Working Stiffs: No
Technogeeks: No
Poseurs: Yes
Soccer Moms: YES!
Nascar Dads: No
Golfing Grandparents: Yes

Also Consider:
• Audi allroad
• BMW 328i xDrive Sports Wagon
• The V70 T5 that Joshman seems a bit desperate to sell
• Mercedes R320 CDI

Vitals:
• Manufacturer: Volvo
• Model year: 2009
• Base Price: $39,500
• Price as Tested: $46,985
• Engine type: 3.0-liter I6
• Horsepower: 281 @ 5,600 RPM
• Torque: 295 @ 1,500 RPM
• Transmission: 6-speed Geartronic Auto
• Curb Weight: 4,092 lbs
• LxWxH: 190.5" x 73.3" x 63.0"
• Wheelbase: 110.0"
• Tires: P235/55R17
• 0 - 60 mph: 7.2 Seconds
• EPA Fuel economy city/highway: 15/22 MPG
• Jalopnik Estimated Fuel Economy: 15.42 (post-Hurricane Conditions)
• NHTSA crash test rating: N/A

Also see:

• 2009 Volvo XC70 T6, Part One
• 2009 Volvo XC70 T6, Part Two

Acceleration: ***
If you're going to get an XC70, pay the extra for the T6 version. The 3.0-liter turbocharged inline-six pumps out 281 horsepower and 295 lb-ft of glorious torque. Though not as punchy as BMW's comparable I6, the Volvo has a fairly linear power delivery and propels the heavy (hey, safety has a cost) AWD wagon off-the-line with surprising vigor. Will you get smoked by a 3-series wagon? Probably. But if you're buying an XC70 you're not racing people at stop lights. You're racing to a sale at Crate & Barrel, and for those rare moments the kids are at their grandparents', you'll be able to race home and make clumsy love to your translucently pale yuppie bride.

Braking: **
The brakes work well, bringing all that safety equipment to a rest quickly and with quick distribution of stopping power to all wheels. The biggest shortcoming, especially if you're going to constantly slam on the brakes, is an uncomfortable mechanical feedback at about 80% brake engagement. Most people may not even notice it but it bugged the hell out of me.

Ride: ****
If you opt for the light-colored leather interior and have kids, there's always the risk of having little Madison or Tristan spill organic juice everywhere after hitting a pothole. The addition of larger shocks makes sure it'll stay in the bottle. The big Volvo manages to maintain a smooth, mostly luxurious ride without feeling too disengaged from the road.

Handling: ***
Anyone buying an XC70 and expecting a corner carver is going to be disappointed. It's a wide, raised wagon with all-season tires that weighs more than 3,600 pounds. Despite everything working against the Volvo it handles well, with the AWD noticeably kicking in only when pushing it beyond reasonable limits (though you'll definitely notice it when it kicks in). Calling it an off-roader is maybe pushing it, but it runs across dirt paths with the sure-footed confidence of a small SUV.

Gearbox: **
Left alone, the six-speed transmission adjusts to changes quickly and, lacking a Sport mode, chooses fairly aggressive shift points if you slam on the go pedal. The geartronic autostick is super annoying, though. You can almost hear the Volvo's internal computer asking "f'real?" (or whatever the Swedish equivalent of "f'real" is), pausing for a second, and then letting you shift. It's fine for in-traffic maneuvering, but let the autostick do its job if you're going to start doing Lewis Hamilton impressions.

Audio: ***
The controls of the Dynaudio surround system are ridiculous, but the inclusion of a numeric keypad means you can program up to 9 favorites, which is helpful if you're going to use the satellite radio to scan for the latest political news or, if you're a Volvo owner, world music. But it doesn't make up for the fact that you have to click through four menu buttons to change the tiny display from showing you a band name (say, Ladysmith Black Mambazo) to an album name (Long Walk To Freedom) at which point you'll have already crashed through a fence. The sound is great, though. Clear. Strong. Great.

Toys: **
The toys are great for a parent, but less than stellar for a kid or kid-at-heart. Integrated child seats that fold out of the regular seat. Boring. Headphone ports for kids in the back. Who cares? Fold-flat seats? Meh. Integrated Bluetooth phone system? Seen it on a Caliber.

Value: **
At $39,500 for the no-frills T6, there's nothing at all that's a great deal about the XC70. It is expensive and the price rockets up after a few completely necessary adjustments if you're a parent. If you're even thinking about shopping for an XC Volvo wagon you don't really care. At the end of the day, it is a niche premium vehicle, and seen through that prism it isn't that bad.

Overall: ***
If you need or, more accurately, think you need an AWD, rugged off-road premium station wagon with a cozy leather interior weighed down with every imaginable piece of safety equipment, then this is the car for you. It isn't a large niche (explaining why the allroad is the only real competition) but it fills it well and it has something important over the competition: it's a Volvo. That means something to some people and, after a little more than a week with this one, it means something to me. I'm not ready to trade in my balls for a balanced stock portfolio, three kids and a five-bedroom Tudor in Grosse Pointe, but if I did the XC70 would be near the top of my list.

Also see:

• 2009 Volvo XC70 T6, Part One