DaimlerChrysler has just backed up what we here at Roadfly.com have been saying for years: Cut out the middle man (print media) and go straight to the people (via Internet). “We don’t have the luxury any more of running print ads and waiting six months to see if they work for us,” said John Lisko of Saatchi & Saatchi, the group that handles Toyota’s account. Chrysler, General Motors and Volkswagen all cut their print media budgets in this year’s round of marketing budgets.

With the Internet being at the fingertips of a ten year old to a one hundred year old, this transition has been a long time coming. In August 2000, the US Census Bureau showed that 51% of all American households have one or more computers, which was a 42% increase from 1998 which also affects the change from print to electronic media. The Brandwear article notes that part of the change is linked to what marketers like Lisko believe: “Print’s lack of accountability is a major reason why auto firms are cutting back.” With the information being one-click away on the Internet, companies can also track the hits per page and the amount of times their pages were viewed, something that print media could not tell you.

VW’s newest media campaign for the Rabbit and GTI relied on TV for the launch, since they cut their budget for print materials by 76.4%. Within the auto industry, print media buys are down by 24% while online buys are up by 51.6%.

Steve Parr, whose corporation Primedia publishes magazines such as Motor Trend confirms this belief, “Automakers are realizing that it’s all about targeted media now…for general publications that’s not so good. Almost all of the [automakers] have reduced print spend in generalist publications.”

References: BrandWeek

(From left to right: Laura Burkholder, Roadfly; Mark Solheim, Kiplinger’s; Janis Little, Mitsubishi; Fred Staab, Cruise Control Radio; Les Jackson, Roadfly Road Test Editor; Max Farrow, Roadfly Road Test Editor)

(Charlie Romero, Roadfly Publisher, test driving the new Dodge Charger Police Package edition around Pocono Raceway)

I had the fantastic opportunity to attend the International Motor Press Association (IMPA) annual track days event this year held in Pocono, PA. I was ecstatic to hear that all of the automakers brought the best and the brightest of their current lines, and we, the journalists had the opportunity to test them on various conditions, from the open road to the Pocono Speedway.

The first day’s festivities started with an off-road course put on by the generous folks of Land Rover. Land Rover was nice enough to bring three of their vehicles, a Range Rover, Range Rover Sport, and an LR3, as well as instructors on how to handle the course and the obstacles. You were then free to hop into any of the 20 or so SUVs or trucks that were provided by manufacturers like Jeep, Toyota, Suzuki, Kia, Nissan, Audi, BMW, and Ford.

Down hill from the off-road course, were two to three cars from all of the auto manufacturers which they graciously allowed us to take for a spin around the resort and the local roads. A nice cocktail hour and dinner followed the day’s events.

The next day, everyone a bit exhausted, swarmed the Pocono Speedway for a day of pushing the cars and trucks on the racetrack. Pit row had been taken over by many of the cars from the previous day, and once again, you could hop in any car and wait for your turn to get on the track. MINI and Tire Rack also teamed up for an autocross course where the winner took home a new set of tires.

Overall, it was a fantastic first event to attend, much more relaxed than the auto shows where everyone is focused on the day running smoothly. This gave the journalists and automakers a chance to relax with each other and enjoy the fine engineering and perfect weather. It was a great chance to finally meet all of the people that you communicate with weekly via the web. We also got very nice GM swag bags filled with things like travel mugs from BMW, cd visor holders from MINI, t-shirts, pens, key chains, and calculators.

On Friday, September 22, the very last of the first generation X5 (known to BMW and to in-the-know enthusiasts as the E53) was produced by BMW Manufacturing at the plant in Spartanburg, South Carolina. The X5 was BMW’s first Sports Activity Vehicle (SAV) which could not only handle offroad duties with all-wheel drive, but also exhibited performance and handling characteristics of the cars for which BMW is known.

The last E53 X5, to be kept by the factory and exhibited at the Zentrum museum, features a straight six 3.0 liter engine, a Truffle Brown leather interior, dark poplar wood trim, and is wrapped in Toledo Blue paint. The SAV was the 616,867th produced by BMW, and was finished almost 7 years to the day after the first X5 cleared production on September 1, 1999.

As one era ends, another begins. BMW is preparing the launch of the next-generation X5 (known as the E70). Hitting BMW showrooms in the U.S. in November, the new X5 will initially be available as a straight six X5 3.0si (with a base MSRP of $46,595) and a V8 X5 4.8i (with a base MSRP of $55,195).

Both models feature BMW’s Valvetronic technology and offer more power than their predecessors. The X5 3.0si will produce 260 hp and 225 lb-ft of torque (a gain of 35 hp and 11 lb-ft of torque), while the X5 4.8i will produce 350 hp and 350 lb-ft of torque (a gain of 35 hp and 26 lb-ft of torque).

Other upgrades over the previous version include six-speed Steptronic transmissions standard in both models, 18-inch wheels and tires on the 3.0si (compared with 17-inch on its predecessor), and Xenon Adaptive headlights. These were previously an option on the X5 3.0i.

Audio enthusiasts will be happy to find that the sound system in the new X5 features a 205-watt 12-speaker system as standard with subwoofers under the front seats, and, more importantly, an MP3-compatible CD player AND an auxiliary input jack for an iPod or other audio player.

The new X5 features a variety of options, which we will cover in more detail after the official press launch, but a significant new option is a third-row seat for seating up to seven. BMW is also offering its Active Steering technology for the first time on an all-wheel drive vehicle. In addition, a Technology Package is available which features not only BMW’s navigation system and park distance control, but a new rearview camera for safety when backing up or parking.

Enthusiasts will get their first glimpse of the new 2007 BMW X5 in the flesh when it makes its world debut at the Los Angeles International Auto Show in November 2006. Stay tuned to Roadfly for updates, driving impressions, and photos of the new X5 in action.

Discuss the New BMW X5 (E70)

Discuss the old BMW X5 (E53)

One of the full-size truck market’s most reliable customers is the contractor – that guy who practically lives in his truck, carrying a mix of business and personal items (tools and toys), and often a variety of people. The contractor demographic helped make the four-door pickup a household item, and as contractors grew more affluent during the American construction boom, amenities and creature comforts began to appear in their trucks that had previously only been available to luxury-car buyers.

The driver’s seat of a contractor’s truck is often his office chair. From this post, he commandeers projects, makes phone calls, and writes all manner of communiqués. The passenger seat then becomes his desk, albeit a soft and uneven one. Not so in the Nissan Titan. The Titan’s passenger seatback folds down completely flat with the pull of a handle, and offers the driver a completely flat, hard surface resembling the tray table on a passenger jet. Since it’s set into the back of a car seat, it’s obviously much sturdier.

The seatback is perfectly positioned for the driver to write on and show the workers standing on the passenger side exactly what he means. We’ve remarked before about little things making a big difference in reference to this truck, and it holds true here as well. This is one of the most butt-kicking features we have ever seen, and Nissan deserves credit for executing it in a most convenient fashion.

In keeping with the theme of little things making big differences, we feel that our long-term Nissan Titan deserves praise for its steering wheel. Why does a truck need a cool steering wheel, you ask? Well, grip the Titan’s wheel and find out for yourself. It’s thick all-around, and has those nifty bumps at ten’o'clock and two’o'clock, usually a hallmark of serious sports cars. Apparently the folks at Mazda aren’t the only ones capable of injecting sporting DNA into every vehicle they build.

The sportiness of the wheel is in keeping with the character of the Titan, with the floor-mounted shifter contrasting with the schoolbus-style steering-column mounts of some trucks and SUVs. Even for some of our more diminutive writers, getting comfortable in the Titan is a snap. The armrest is perfectly positioned to allow you to rest your elbow on it while holding the shift knob. Although holding the shifter is mostly a formality with an automatic transmission, it is a familiar ergonomic touch for those of us who are more inclined towards sports cars with manual gearboxes. Nissan surely realizes that a good number of the Titan’s buyers will be speed demons looking for a tow vehicle for one of their money pits. So, hats off to Nissan for making us – er, those crazy guys comfortable behind the wheel of their truck.

When I think of Jaguar XK Convertibles, I think back to my days at Baltimore City College Preparatory High School. The year was 1974, I was all of 14, and my art teacher, Bernard Byrd, had the prettiest XK Convertible I’d ever seen. Needless to say, I spent much of my time in his class sketching what would become a dream car for me. Jags in those days bespoke elegance, class and performance. The powerful shape of his V12 XKE held fantasies for me of racecar driving and designing the world’s next best sports car.

Well, neither the racecar driver or designer fantasy turned into reality, but my dream of owning a Jag has never faded. At 6′9″, I’m too tall to own the classic XKE, but when the 2007 Jaguar XK Convertible arrived in my driveway for a seven-day evaluation, memories of daydreaming in Mr. Byrd’s classroom returned to the forefront of my thought processes.

To understand the whole XK phenomenon, you must understand the history of the Cat from Coventry. The XK badge first appeared on the XK120, first shown at the London Motor Show in 1948. Like the 2007 XK, the first had aluminum bodywork and thrilling performance. The XK120 evolved into the XK140 and XK150, each carving its own unique place in automotive history.

The 1960s brought the XK E-type Jag that stole hearts at the Geneva Auto Show in 1961. The XKE featured incredible good looks and advanced semi-monocoque construction. The last XKE appeared in 1974, slowed by safety and emissions regulations. But that was not the end of the dream. For the sake of sanity, we’ll skip over the XK wannabe XJS model Jags that were produced from 1975 to 1996. These cars were not reflective of the heritage of the vaunted “Leaper” hood ornament and “Growler” interior badge that makes a Jaguar a Jaguar.

The next XK was produced in 1996 — the XK8. It was different from the original XK concept, more a grand tourer than classic British roadster. But it was beautiful, stylish and fast, particularly in supercharged XKR form, and became the fastest selling sports car in Jaguar history.

For 2007, the heritage of the classic XK is reborn. The all new XK is lighter, faster, and much better equipped than the model it replaces, with substantial improvements in performance, handling dynamics, braking and safety. It also pays homage to those legends it follows, as the front grille is an evolution of those found on the XK and XKEs of the past.

But it’s what’s behind the grille and under the hood that really lights this cat’s fire. The new XK Convertible and the XK Coupe both share and all aluminum monocoque body structure. With high tech advancements in aluminum bonding, the new XK Convertible is 50% stiffer than the previous model. It’s all part of Jaguar’s “Lightweight Vehicle Technology.” The XK uses lightweight aluminum castings and extrusions as well as pressed aluminum panels. The result is a rigid chassis that in itself is a work of art. Another major advantage of Jag’s “lightweight” technology is that all of the necessary stiffness required to make the convertible rigid and shake free is in the structure of the bodyshell, eliminating the need for extra stiffening panels found on most convertibles. So there is no weight penalty of coupe versus convertible that you’ll find in traditional steel chassis structures.

The new Jaguar XK is also about quality. During my week of top down and top up testing (due to rainstorms), I found the build quality excellent. Nary a rattle, squeak, or body shake emanated from the Jag.

[View with PicLens]

Under the hood, the new XK features Jaguar’s AJ-V8 engine, making 300 horsepower and 310 pound-feet of torque. These are marginal improvements over the previous model but when you factor in the weight differential between the two models (3715 lbs.-old, 3516 lbs.-new) the performance difference is noticeable and impressive. Yes, it feels like the Jag went on a Jenny Craig diet because it did! Acceleration times and braking distances are also improved over the previous model.

Around town, crowd reaction to the new XK Convertible was phenomenal. This is not the car to buy if you are trying to roll incognito. Some thought it was the Aston Martin DB9 (both the Aston and new XK were designed by Ian Callum), some knew it was the new Jag, and all thought it was drop dead gorgeous. My tester was “Jaguar Racing Green” with “Caramel” leather interior. During my test week, I took the Jaguar to an upscale party at a friend’s home in suburban Maryland, and parked it front and center in his driveway. So many guests ended up outside drooling at the Jag I felt guilty and moved it a block away!

The new XK’s stunning beauty is complimented by full tilt luxury. Inside, you’ll find wool carpets, fine leathers, polished chrome trim and a host of comfort and convenience features. Dash trim is available in brushed aluminum, Burl Walnut, or Popular wood.

The interior layout is thoroughly modern. You won’t find the toggle switches and multiple gauges that adorned early XKs. Instead, you’ll find a three spoke steering wheel that house redundant controls for audio, cruise control, and voice activated functions; a DVD based touch-screen navigation system that resides in the center console, an electronic parking brake on the lower console; and a red “start” button on the lower console, part of Jaguar’s keyless entry and start system. Bluetooth technology allows wireless synching of cell phones and PDAs. The new Jaguar “Sequential Shift” six-speed transmission incorporates steering wheel mounted paddle shifters for manual gear changes. Even though I’m a big guy, I found the interior comfortable over long trips. Forget about the back seat though for any humans. It’s truly there for insurance reasons.

Dropping the top is fast and simple. Instead of building a retractable roof convertible, which seems all the rage these days, Jaguar focused instead on building the best traditional convertible they could. Want a hardtop? Go buy the equally terrific Jag XK Coupe. A convertible is meant to have a ragtop, and Jaguar thankfully understands this. The three-layer top is well constructed, and even has a 3M “Thinsulate” layer for additional warmth and enhanced cooling protection when the weather is at extremes. Heated rear glass is standard, and the top drops or raises with the touch of a button in under 18 seconds.

Safety is also improved over the previous model. The aluminum chassis has deformable crush zones, and front and side airbags are standard. Jag’s “Protec” dynamic head restraint system protects against whiplash injuries, and a roll-over protection system deploys if sensors detect the onset of a roll-over accident.

On the road, handling always has been a key part of the Jaguar mystique. For 2007, the bar has been raised even higher. Jaguar’s Computer Active Technology Suspension (CATS) uses adaptive damping to ensure an optimal balance between ride comfort and handling prowess. Jaguar’s chief engineer Mike Cross explained the marriage of the high-tech, stiff body structure with the need for a compliant ride: “The stiff and lightweight body has allowed us to engineer precision and agility into the new XK without losing refinement. It may sound obvious, but it’s much easier to tune the dynamics on a car that is intrinsically right in the first place. And while the basics are all there, this is also a very advanced car. The driver is the center of attention and we’ve used technology to help us where it makes sense.”

Sorry Mike, you almost got it right. The new Jaguar XK, not the driver, is the center of attention here. Again, don’t buy this car if you don’t want to be ogled at every turn!

Rounding out the handling package is your choice of alloy wheels, 18″ or 19″, both with a standard tire pressure monitoring system.

My test XK Convertible carried a base MSRP of $80,835. Options brought the price with destination to $87,300. I found no significant flaws with this vehicle. I would simply add more traditional gauges like oil pressure, voltmeter, etc., to bring it even closer to the legends of the past.

So choose your sweet poison. The new Jaguar XK is a winner in either solid roof or drop top form. It’s a marriage of old and new that’s bound to win back the hearts of traditional Jaguar loyalists, while endearing the fabled marque to a whole new generation of Jaguar enthusiasts.

Given the superlative terms we heaped on our long-term Nissan Titan’s liftgate mechanism, we hesitated to use another “best-on-the-market” line for fear of lessening the effect. But the Titan is really just that good, and is a rolling example of all those proverbs about little things making a big difference.

The side view mirrors on the Titan are without a doubt the best on the full-size truck market. The standard mirror for every Titan is a huge, box-shaped regular mirror, accompanied by a rectangular convex mirror on the bottom. The top portions are power-adjustable, and the convex mirror is just poke-adjustable. That’s fine with us, since it offers the driver such a wide field of vision that you may never need to adjust it at all.

The only mirror that really compares to the Titan’s is found on the Ford F Series trucks. For trucks that you can fit into a standard garage, the Titan is “king of visibility.”

Back when Exxon gasoline was sold as Esso, they had a marketing slogan that sticks with me to this day – “Put a Tiger in Your Tank!” Perhaps General Motors was also thinking of this slogan when they signed superstar golfer Tiger Woods to be the spokesperson for GM’s Buick brand.

Tiger marketing Buicks? I know, it seems like a strange marriage, as Tiger is a young stud, and Buicks have traditionally been driven by those who may or may not use hair dye or funny color pills to make themselves feel younger.

But, after driving the Buick Lucerne CXL, I think Buick may have known what was up all along. The Lucerne is one of the best cars, and certainly one of the best American cars, I’ve driven in a while.

As a tester of automobiles, first impressions are usually drawn when the vehicle is delivered and you give it the “driveway once over.” If you’d had multiple deliveries of test vehicles that week, as I had the week I took delivery of the Lucerne, you sometimes find yourself driving first the one that looks sexiest. Even though a Jag was in the driveway, I chose the Lucerne.

The sun was shining brightly on delivery day, and Lucerne’s Pearl Red paint sparkled. I was struck by the long lines of the car. Generous front overhang, low slung roofline, and just enough rear deck to ensure great luggage space in the trunk without turning Lucerne into a clone of the Roadmaster boat that used to take anchorage at Buick dealerships in the 1990s. Chrome wheels, and a signature touch from the past – Buick portholes on the front fenders, finished off Lucerne’s high-styled look.

So it looks good, I mused, fully expecting the cheapo treatment GM has been guilty of in some past models inside. Wrong. Open the full aperture front doors, and you are treated with quality leather, wood trim accents, and plastics done in a way that bespeaks luxury, not a bean-counter mentality. Am I in the right place? Surely the Lucerne would let me down on the roads.

Wrong again. The Lucerne CXL is outfitted with GM’s Northstar 4.6-liter V8, making 275 horsepower and 295 pound-feet of torque. From a standstill or while passing, this engine delivers. Mounted transversely for this FWD application, no torque steer is evident. When you put your foot down, the car just moves out in a hurry, and it sounds great doing so. In fact, the sound of the Northstar V8 under acceleration is about all you are going to hear in the Lucerne, as it is quiet. Lucerne incorporates Buick’s “QuietTuning,” technology, which uses special dampeners and baffles, composite wheelhouse liners, laminated steel and side glass, dense acoustic materials and special exhaust tuning. Road noise is nil, and there is virtually no tire noise from the standard speed rated radials. There were zero squeaks and rattles during seven days of testing over 400 miles of varied roads. This car is screwed together the right way. The only road flaw, at least to me, is that the Lucerne CXL is sprung a bit for the traditional Buick driver rather than the “Tiger” generation. If this is a problem for you, then opt for the Lucerne in CXS trim, and you’ll get GM’s excellent Magnetic Ride Control, which uses a special electrically-charged shock fluid to constantly adapt to road changes.

One thing I’ve always liked about GM products is the innovative use of electronics they employ on select models. Corvette and Caddy XLR are the corporation’s rolling showcases for this technology, and Lucerne is the beneficiary of the “trickle down” effect. Lucerne is equipped with magnetic variable assist steering, traction control, and Buick’s comprehensive trip computer/vehicle monitor. The vehicle monitor can be set to: automatically lock/unlock doors; remotely lock/unlock doors; set exit lighting between 30 seconds-two minutes; view remaining oil life; set parking assist; monitor tire pressure; set approach lighting; adjust seat controls, and determine whether the standard remote start system is activated/deactivated. You can also set the speedometer to switch from miles per hour to kilometers per hour (handy for trips to Mexico or Canada) with the touch of a button.

[View with PicLens]

The trip computer can give you vehicle range (miles to empty), outside temperature, average fuel economy, instant fuel economy, and average speed. The Lucerne also had thoughtful features, like a 12V power point just under the driver’s seat (perfect for those cell phone power cords) and a rubberized pad below the ignition so your keys don’t damage the trim and make unnecessary noise.

My tester was equipped with an optional navigation/audio system ($1,795). It’s a touch screen system that’s intuitive. Programming destinations is easy, and screen graphics are first rate. An upgrade to this package is the $795 “Entertainment Package,” which adds a nine speaker harman/kardon system and XM Satellite Radio to the touchscreen nav. It sounds awesome, and can be played at very loud levels with virtually no distortion. Premium paint added $495, “Stabilitrak” stability control added $495, and heated and cooled seats added another $1,075 to the $6,595 worth of options on the test vehicle. Base price for the CXL V8 model is $31,290, bringing the total price with destination charge to $37,885. Lucerne is also available in V6 trim (CX, MSRP $26,265) or upgraded CXS trim (MSRP $35,395).

On the safety front, traction control, ABS brakes, OnStar, daytime running lamps, and front, front side, and side curtain airbags are standard equipment.

My only significant complaint about the Lucerne is the lack of rear headroom. If you are over six feet tall, you likely will have to bend your head to sit in the rear.

When testing various makes, I always ask myself if the price as tested is worth it. Don’t sleep on the good ol’ U.S.A. on this one. This American beauty can run (and in many cases, outrun) the big dogs from Europe and Japan. It is a worthy competitor in the “Near Luxury” vehicle segment, and a car I highly recommend.

While rumors about its tenuous position in the US marketplace continue to fly, Mitsubishi Motors is simply ignoring them. The company is busy planning its second 25 years in this country and is committed to making its upcoming products as appealing and competitive as possible. Mitsubishi first came to our shores in 1982 and, over time, offered such vehicles as the Tredia, Starion, Galant, Lancer and the exciting 3000GT-VR4.

Twenty-five years into the market, the Galant has grown into a fine mid-sized passenger car, the Lancer is a strong small car with lots of soul and the Eclipse is a competitive sports car. The completely redesigned Outlander now joins the product line as the first vehicle based on Mitsubishi’s new global platform, one that will include the next-generation Lancer and Lancer Evolution models.

If these upcoming cars are as good as the new Outlander, buyers have something to look forward to. The second-generation 2007 Outlander is a little larger and a whole lot more innovative than its predecessor in every way. Gone is the anemic drivetrain. It’s been replaced by a 3.0 liter, 220-horsepower V6 engine coupled to a six-speed automatic Sportronic transmission. In keeping with global concerns about energy it runs on regular fuel, which means less money spent at fill-ups.

Gone is the cumbersome, often in-the-way tailgate so common to crossover SUVs and minivans. In its place is a clever flap-fold tailgate that acts like the tailgate on a pickup truck. It makes loading and unloading bulky, heavy items much easier and can handle up to 440 pounds. It’s a great place for people to sit at little league sports activities or the beach while not performing its utilitarian duties.

Three models are offered in the Outlander line, the ES, LS and XLS in ascending order of trim/price. All come standard with front-wheel drive and all have Active Skid and Traction Control, as well as air conditioning, six-speaker audio system with MP3, cruise control, keyless entry, power locks and windows and an engine immobilizer. LS models add Bluetooth pre-wiring; leather accents, roof rails and rear privacy glass along with other convenience features. XLS models add 18-inch wheels, climate control, FAST Key entry system (more about that later), fog lights and steering wheel shifter paddles for the Sportronic transmission, along with an underfloor-stowable third row seat.

The LS and XLS offer an optional electronically controlled 4-wheel drive system called All-Wheel Control (AWC). This system is selectable to allow 2-wheel front drive, 4-wheel drive automatically controlled mode or 4-wheel drive lock mode. This allows the driver to choose the best drive system for weather and load conditions while maximizing fuel economy.

A lot of engineering has gone into the platform to make it both rigid and stable. Mitsubishi even makes the roof in aluminum rather than steel. The weight savings not only lightens the vehicle by a few pounds, but also contributes significantly to its center of gravity because the laws of physics dictate that the further a weight is located from the center of rotation, the greater the inertia of that mass. In other words, the Outlander won’t lean over as far in a sharp turn as another, identical, vehicle would. Clever, those Mitsubishi engineers…

[View with PicLens]

Another clever innovation is the FAST Key entry system. It’s a “recognition” system that allows you to keep the fob in your pocket. Similar to other systems on the market, it recognizes when you are within a specified distance from the vehicle and unlocks the doors. What’s different is that you can program the fob to unlock/lock any combination of doors depending upon your desires and needs.

Looks are in the eyes of the beholder, but I think the Outlander will appeal to anyone who desires an SUV or crossover. Outside it appears slightly aggressive at the front and the narrowing window styling on the side suggests movement. The tailgate is nicely integrated into the rear treatment and the subtle fender flares take away any “flatness” without looking too threatening. Inside there’s an air of comfort and elegance that belies the price range of the Outlander. The dash flows with gentle curves that slant toward the driver, making all controls within very easy reach. Twin “podded” speedometer/tachometer instruments are separated by an LCD multi-information monitor that displays eight different types of information.

I found the overall driving experience to be quite comfortable and non-fatiguing in the Outlander. Handling, braking and acceleration are very car-like and the sense of stability is palatable. The six-speed transmission shifts are nearly imperceptible and even though it’s always moving up in gear ratio you never feel that the engine is lugging. Fuel economy is clearly the driving force behind the calibration and that makes a lot of sense.

The seats themselves were a bit firm but supportive, and there was a detectable “rumbling” sound in the exhaust system while decelerating, but that’s about all in the area of criticism I can muster. There’s no criticism of the 650-watt Rockford Fosgate sound system with SIRIUS satellite radio and well-placed speakers, nor is there anything lacking in the HDD 30-gigabyte navigation system that will record upwards of 1200 songs from your music collection. In fact, the NAV system has so many handy extra features that you have to study the manual to appreciate them.

Pricing as yet isn’t available but you can be sure it will fall in the $20-$26,000 range depending upon models and options. I’m betting the final fuel economy figures will fall into the mid 20’s for highway driving, which makes the Outlander a very efficient piece of machinery. It’s a worth competitor against the several fine products such as Honda CRV, Mazda CX-7, and Toyota RAV4.

When you’re talking trucks, the figures and stats that normally would get your heart racing-slalom times, cornering forces, etc.–suddenly become less important, compared to numbers that car-guys generally consider mundane. Turning Radius, for example. A low-slung, Italianate exotic with nine-inch-wide wheels isn’t going to have the tightest turning radius, but that’s not going to keep the lottery winners out of the dealership, either. But on an everyday-use pickup, little things like the turning radius become very important indeed. It’s one thing to have to make a 53-point turn on that rare occasion when you’re out in your Lamborghini; it’s entirely another when that same contortionism is required every time you head to the hardware store.

We’re handily impressed with the turning radius on our long-term Nissan Titan. For a full-size truck, this thing seems as light on its feet as a ballet dancer; easy to slot into even the narrowest of alleys or parking spots with a minimum of back-and-forth fuss. We have yet to run the numbers, but we’d be willing to bet that the Titan’s turning circle is the shortest out of any competitor on the market today. We’ve driven them all, of course, and our seat-of-the-pants impression is that Nissan has them all beat. It makes driving the Titan just that much easier.