Although the Audi TT has remained remarkably fresh since its 1998 release, the recent announcement of a restyled coupe for 2007 is right on time. Our first glimpse came at the auto show earlier this year, and it appears that the styling is a success. Meanwhile, the new Audi TT tech specs are trickling out, and enthusiasts are salivating.

Audi says the standard turbo 2.0 stays, still making 200hp. Uplevel models will have 250 horses under the hood, courtesy of the 3.2-liter V6; Quattro all-wheel-drive comes with this engine, too. Two types of transmissions will be available, too–a standard six-speed stick-shift, or a dual-clutch “S-tronic” auto-manual that changes gears in 2/10ths of a second. So equipped, Audi claims the 2.0T does 0-to-62 mph in 6.4 seconds; the V6 is 7/10ths swifter.

Extensive use of aluminum accounts for a low weight of 2,772 lbs. for the 2.0T TT and 3,102 for the 3.2. Exterior dimensions exceed the old TT’s; the 2007 is 5.4” longer and 3.1” wider, although only .2” taller.

Interior room is upped in every measure as well. Stylistically, the 2007’s cockpit is actually less avant-garde, although every bit as high-tech and high-end. Note the flat-bottomed steering wheel.

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Also meriting mention is the magnetic shock absorber system optional on the new TT. Speed-dependent power steering is standard, as is ESP with a sport setting. Really remarkable is the rear spoiler, which retracts under 50 mph.

Outisde, the Audi trademark shield grille works better here than in any other application. Overall design is less Bauhaus than before, although just as austere.

We’re very proud to announce that Brian Armstead, a seasonsed journalist with more than 30 years of experience in radio, television, and print, has joined Roadfly as a Road Test Editor and Public Relations Director.

Click here to read the full press release about Brian Armstead joining Roadfly.

We’ve spent the last few days reacquainting ourselves with the full-size Nissan Titan pickup that recently joined the Roadfly long-term fleet. At-first-glance impressions and technical specs are covered elsewhere on this site, so we won’t spend much time on them here. Instead, we’re approaching this as sort of an “open ownership experience,” as if we’ve actually just plunked $37,440 down at a dealership for a Titan of our own. The “open” part relates to our overarching goal as journalists–bringing the truth to our readers. As we go about our year as proto-Titan-owners, we’ll be updating you on every detail, every observation (good or bad), and of course, any expenses, problems and so on that pop up.

mosimageWhat we’ve got here is an SE model, which sits squarely in the middle of the Titan line. Shared with all Titans–as well as the Pathfinder Armada and Infiniti QX56–is the excellent 5.6-liter DOHC V8, rated at 305 horsepower and 379 lb.-ft. of torque. This powerplant is gutsy enough to get all 5,300 lbs. of Nissan to 60 mph in a sports-car-like 7.2 seconds, according to our stopwatch.

That kind of acceleration puts the Titan ahead of the average for the class; fuel economy is less stellar. EPA ratings of 14/18 mpg city/highway deem the Titan less frugal the competing pickups from Chevy, Dodge, Ford and Toyota–so long as you’re looking at the base-model V8s. Power-up the competition’s trucks, and the average EPA-rated mileage goes down as displacement increases. Observant readers will recall that our actual mileage never even comes close to the EPA estimates, however–we’re looking forward to seeing how the Titan truly performs, economically as well as athletically, through the coming year.

Already obvious is the smooth and confident character of this “Endurance” engine. 90 percent of the class-leading 379 lb.-ft. of torque are available at a subterranean 2500 rpm, which imparts a sense of swiftness unusual in such a sizeable vehicle. Also unexpected is the precision of the throttle feel; perfect modulation is so easy to attain that it’s already become second nature. A sturdy 5-speed automatic is paired to this powerhouse, and the t work together as if they’ve been a team for years. A “Tow/Haul” mode holds each gear deep into the rev range, making the most of the already prodigious pulling power.

Trucks in this class are pretty much as tough as civilian/non-commercial vehicles get, and so far we’ve seen no reason to doubt the Titan’s resilience. Memories of climbing near-sheer dirt cliffs and conquering cavernous chasms at the Nissan Off-Road Experience, along with recollections of the hard-core hardware gracing every four-by-four Titan that we learned about there, have endowed us with great confidence in the Titan’s ruggedness. Still, we’ve been surprised before by seemingly-strong vehicles falling apart under pressure, so to speak–especially when project-car parts runs, or kids, are involved.

One feature we expect to come in handy often is the damped ‘easy-gate.’ Lifting the Nissan’s tailgate is no longer a two-hand (or bicep-straining one-hand) proposition, thanks to the assist mechanism. We’ve also already had occasion to use the “Utilitrak” bed-rail tie-down system, when hauling XXX (CHARLIE?)–and found it to be as useful as it is intuitive.

As car guys, we’ve got more than our share of “project cars” taking up space in our varied garages, driveways and yards–much to the chagrin of certain family members and significant others. Conveniently, our Titan can tow up to 9,400 pounds–an ability we’re sure to take advantage of (in the interests of objective assessment, of course) often. We also anticipate activating the shift-on-the-fly, part-time four-wheel-drive system, as opportunities to play in the mud (again, for purely scientific reasons) arise.

Yup, we’ll be using this truck hard–just as God intended.

Still, we’re certain to log plenty of serene freeway miles and countless commuting hours in this Nissan, and for every report on its performance in extreme conditions, expect equally exhaustive accounts of the Titan’s day-to-day drivability. Our offhand observations are optimistic–we’re as satisfied so far with the sharp handling as we are with this truck’s overall speediness. Nissan’s sporty heritage shows through here; the Titan takes on corners with skill and self-assurance. Rolling stock consists of 265/70-series rubber on 18-inch alloys; they offer great grip on asphalt without sacrificing off-road control. At the risk of professional ridicule, we’d go so far as to dub the Titan’s driving dynamics best-in-class right now–no matter how premature that presumption may appear. (We’ve been accused of being premature in other areas–several, in fact–but those allegations, we can handle.)

Of course, the one aspect any automobile owner interacts with more than any other is the interior. No matter how well the Titan drives, hauls, or holds up, we couldn’t recommend it if it didn’t have a comfortable cockpit. Fortunately, this Nissan is as capacious inside as out, with vast expanses of stretching room for every appendage. Captain’s chairs up front are soothing and supportive, while the rear bench has sufficient space to sit three–and the fact that every seat but the driver’s folds down hints at Nissan’s efforts to match the Titan’s volume with versatility. Step-in height, at 22 inches, is steep for some, but grab-bars at every exit aid ingress as well as passenger stability in high-speed maneuvers.

In our inaugural hours with the Titan, we have had occasion to haul a brood or two of editor’s offspring around–and have thus already found reason to appreciate the overhead DVD player. We’re also already grateful for the six cupholders and two oversize bottle-holders. And perhaps most of all, we’re thankful for the Titan’s top-line stereo system–a 350-watt Rockford Fosgate unit with Sirius Satellite radio and a six-disc CD changer. Solo excursions have allowed us to assess this unit’s upper limits; audio quality and tonal reproduction are excellent to the edge of ear-exploding raucousness. Lamentably, our SE lacks Nissan’s navigation system, along with the available XM NavTraffic. Otherwise, it seems unlikely that we’ll experience much disappointment with the Titan’s high-tech apparatus.

Another aspect that we probably won’t have much to say about in upcoming accounts–knock on wood–is safety. Nissan provided plenty of peace-of-mind for Titan pilots, though, starting with fully-boxed frame rails, “Zone Body Construction” with crumple zones front and rear, and side-impact protection. Electronics run to rollover protection, tire-pressure monitoring, and four-channel ABS, which work with the four-wheel discs to provide superb stopping power. Airbags in the front, side and curtain (optional) areas cushion the blow should an accident occur anyway, and up-front seatbelts feature pretensioners, too.

A lot can happen over the course of a year (and at the Roadfly offices, it often does). Our preliminary experiences with the Nissan Titan have left a agreeable taste in our collective mouths–but first impressions don’t always tell the whole story. There’s much left to discover about this truck, and a year’s time will reveal just about all there is to know, good and bad. The fact that it’s been predominantly positive so far is no guarantee over the long haul, of course. We can only hope the Titan continues to perform up to par. For Nissan’s sake, as well as our own.

Vehicle Stats

Base Price: $31,100
Price As Tested: $37,440
Date Available: On sale since Dec. 2003
Body Style: 4 Door Crew Cab
Engine & Torque: 5.6L DOHC 32-Valve Endurance V8 – 305-hp/379 lb-ft
Transmission: 5-Speed Automatic Transmission w/ Tow/Haul Mode, 4X4
Wheels & Tires: P265/70R18 on 18″x8″ Alloy Wheels (plus full size spare)
Warranty: Three years/36,000 miles
Towing Capacity: 9400-lb towing capacity
Fuel Economy: 14/18
0 – 60 MPH: 7.2 sec
Top Speed: n/a

The 2006 Audi A3 S-Line is a wagon with sex appeal. With no competition in the field from other luxury contenders, the V6 AWD wagon fills the niche of luxury and practicality plus performance. The A3 S-Line is a bit shorter than other wagons but the passengers do not suffer (just the cargo space). There is still ample leg room, a high seating position, leather seats, firm cushions, and adjustable head restraints. The S-Line has the Bose sound system as standard, but you will still be paying for other options like satellite radio, navigation, and Open Sky roofs. However, the S-Line starts 10 grand higher than the regular A3 2.0, at a bit below $35,000.

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Carmaking’s retro design craze has now spilled over into the truck and SUV market, and Toyota has decided to leave its competition in the dust with their 2007 FJ Cruiser. The company already has one of the largest truck and SUV lineups in the automotive universe, from the sporty RAV4 to the Lexus LX470, but none of them have the curb appeal of this scrappy new 4×4. Actually, very few vehicles do.

This ‘compact’ SUV carries a lot of visual DNA from Toyota’s own FJ40-the Land Cruiser of the 1960s, which was renowned for its off-road prowess and unbreakable…well, everything. The new FJ has its forebear’s tapered nose and front fascia, with round headlights in a silver setting, immediately bordered by amber turn signals. In another nod to the old Land Cruiser, the FJ’s roof is painted white. This FJ is also the only Toyota to have the company’s name stamped on its grille like its ancestor did, in lieu of the company’s softer, abstract corporate logo.

The FJ has serious fender arches, trimmed in a black plastic cladding that wraps around the entire body. The visual cues here are simply all correct, and one look at the FJ will fill you with an overwhelming urge to drive it through a swamp. This truck emanates a petulant disregard for the elements and the humdrum of retail-park duty. If you’ve seen one on the road by now, you know exactly what we mean.

One of the many striking things about the FJ is its unusual greenhouse, which has an almost military feel. It has short, tinted windows, and a not-very-steeply-raked windshield. The B-pillar is massive, and aft of that, more tinted glass wraps around the rear of the truck. In terms of visual appeal, no SUV on the market comes close. The FJ invites fantasies of security, privacy, and command like very few vehicles we’ve seen.

However, the innovative glass work comes at a price. Our taller staffers found it almost impossible to see stoplights directly overhead due to the low roofline and windshield angle. And the rear seat can get a tad depressing if you are the kind of person who thrives on direct sunlight. Your view from those seats will consist of the FJ’s huge C-pillars, and Toyota does not offer a sunroof of any kind. This is due in large part to the truck’s innovative sound system, which utilizes the headliner as a mounting point for speakers. The visibility issue is tempered somewhat by the FJ’s vertically constructed large side mirrors, which can be fitted with optional turn signals.

Rearward visibility is the only area in which the FJ’s practicality is compromised. Everything else is brutally efficient, designed to facilitate quick maintenance, repair, and cleaning, keeping the owner’s attention where it belongs – on slogging through as much rugged terrain as he or she wishes. In a neat and totally singular touch, the FJ’s front windshield is kept clean by three wiper blades. The jets for the wiper fluid can only be described as “industrial-strength.”

The exterior is all soft edges – easy to clean. Ditto the interior, which is entirely free of carpeting. The floor and cargo bay are covered with rubber and resin, so the inside of the FJ can be hosed and wiped after a proper day in the mud. The seats are water-repellent, and breathe well for those open-window days in the Serengeti.

Interior room got good marks from us, and exceeded our expectations, particularly where the rear seats were concerned. The FJ’s 2-door look is achieved by having small rear-hinged doors for the rear. However, the handles are quite hard to access from inside the truck, and small children will be dependent on an adult to get in and out.

So, the exterior is stunning, and the interior can be cleaned with a hose. Now you might be wondering if the FJ has the off-road capabilities to back up its hereditary styling and butch ambitions. The short answer is yes. Features not found on most 4x4s today are standard on the FJ, such as a Torsen locking center differential – an absolute essential for any serious off-roader. The rear differential locks at the push of a button, and the FJ’s gas tank, engine, and transfer case are all shielded with skid plates. Ground clearance is excellent – 9.6 inches – even with our tester’s 17-inch wheels.

Like a proper off-roader should, the FJ sports a large-displacement V6 – 4.0L, making 239 horsepower and a whopping 278 pound-feet of torque. Given the FJ’s weight, the motor’s performance and fuel economy aren’t exactly world-beating, but we had no complaints. High-speed stability was very good, and around-town driving dynamics were trouble-free. Our FJ had the 6-speed manual tranny, which was…well, trucklike. We’d recommend the 5-speed auto, which is the off-road enthusiast’s choice anyway.

We tested our FJ in convertible weather, so we felt a little cheated at not being able to fully exploit its billy-goat traits. Our tester looked straight out of Mad Max, dressed in a coat of black paint, with black wheels made from plain steel. We were a bit surprised, given that journalists are usually given the highest dose of bling a manufacturer can spare, but the black-on-black look grew on us after some time. And by that we mean five minutes. If we were spending our own money on an FJ, we’d definitely opt for these wheels and put the cash saved towards other options.

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As with all of its vehicles, Toyota equips the FJ with options packages. We got one with a few different “convenience packages,” one of which included a roof rack, a towing hitch with wire harness, and a cover for the full-size spare that sits in true 4×4 style on the rear gate of the vehicle. It is worth mentioning that this gate swings out rather than upwards, in contrast to most SUVs on the market these days. That is in keeping with the truck’s heritage, but also means you won’t have to struggle to reach for a high-in-the-sky tailgate if you’re not the tallest guy or gal on the block. The rear bumper is the step-up variety, providing excellent access to the roof rack.

Our tester also came with nifty options like a first-aid kit, and rear-door storage. We got a rear parking sonar system as well, which comes in handy when you’ve got a massive spare tire fastened to the rear end of your SUV. The auxiliary input for an iPod was a welcome creature comfort.

The FJ Cruiser is a thoroughly American Toyota, sold exclusively in the North American market after feverish response to the concept car at the 2003 Chicago Auto Show. Technically, it is a compact SUV, but we’ll laugh if anyone really tries to argue that with a straight face. It is large and commanding, and we were asked multiple times if it were some kind of Hummer. It shares its basic architecture with the 4-Runner, so that should give a general idea of its dimensions.

We at Roadfly believe the FJ Cruiser will be a huge success. The competition is stiff, but few in number, as the only vehicles that really stack up against the FJ are Nissan’s Xterra and Jeep’s new Wrangler. They are both highly capable vehicles, but we don’t think Toyota is going to have any problem selling this bad boy. If you’ve ever considered one of those two rugged little SUVs, this newcomer is definitely worth a long, hard look. At an MSRP of $27,919 for our tester, it’s a home run. We’re not sure how Toyota built it without charging an arm and a leg, but we’re glad they did.