BMW’s new X5 (known as the E70) is currently making its world debut at the 2006 Los Angeles International Auto Show. We here at Roadfly, however, pulled a few strings and took the wheel of it a few weeks ago in the beautiful countryside near Spartanburg, SC. We liked it so much that we decided to do a full Roadfly TV video review of it.

BMW’s new X5 stands head and shoulders above the previous-generation X5. While still clearly recognizable as an X5, it is completely new, from engine to interior to body.

The interior of the X5 is finished with a quality worthy of BMW’s 7-series. For audio enthusiasts, the CD player is MP3-compatible AND an auxiliary input jack is standard for an iPod or other audio player. The X5 has been stretched almost 8 inches, split between the cargo area and the passenger cabin, which allows not only a third-row seat option and more storage space, but also for a 6-foot plus passenger to ride comfortably behind a 6-foot plus driver!

Featuring BMW’s Valvetronic technology in both the 4.8i V8 and 3.0si straight six models, the X5 features more horsepower and torque than its predecessor (35 more hp for both models, and 26 and 11 lb-ft of torque, respectively). The X5 4.8i hits 0-60 in 6.4 seconds, and the 6-speed Steptronic transmission ensures smooth acceleration with shift points almost impossible to detect.

It may look like an SUV, but make no mistake–the new X5 is powerful, fast, and nimble. Watch in the video as we take it on a figure 8 through a wet skidpad and can’t get it to spin out, despite our best efforts even with BMW’s dynamic stability control off!

As we went through our footage, preparing the Roadfly TV story, we found ourselves wanting even more time with this capable performer. BMW has really hit the mark in the luxury SUV segment.

You can also watch the 2007 BMW X5 Video at YouTube.

When MINI asked us if we wanted to flog one of the 451 U.S.-bound MINI Cooper S Works GP models around Willow Springs raceway in California, who were we to refuse?

This new limited edition car is the ultimate factory tuner model of the MINI. The 2006 MINI GP has been produced in a very limited run of 2000 worldwide, with barely 20 percent of those making it to U.S. shores.

We drove #238. Like all MINI GPs, ours featured the changes that make this a unique performer. Not only does the car have a supercharged engine producing 214 horsepower, helped by a smaller ratio pulley than the standard MINI Cooper S, optimization of the engine computer, and a factory free-flow exhaust, but the back seat has been removed and other weight-reducing measures have been taken including aluminum rear control arms and removal of sound-deadening options. There is even an air conditioning delete option, showing just how seriously MINI is at attracting true performance enthusiasts.

MINI didn’t stop at adding power and reducing weight, however. The car also has the full John Cooper Works brake system and tuned suspension. This makes the car not only quick, but very nimble and capable on the track, while still remaining streetable.

With 214 horsepower, a 0-60 mph time of 6 and change, and a top speed of over 140 mph, this limited edition bumps just north of $30,000, but there is little else on the market at that price range that combines the performance, handling, and pure driving fun of the MINI Cooper S Works GP.

Watch and listen as we take the MINI GP through its paces on the track. We’re still smiling.

You can also watch the MINI GP Video at YouTube.

Infiniti’s M sedan has always been a bit overshadowed by its smaller/less expensive/better-selling stable mate, the G35. However, the M family offers the same stellar bargain and sporty dynamics as its sibling. When we had the chance to cruise around in the V-6 powered M35x we found that, like the rest of the automotive press, we loved it.

This time around, there’s a twist. As on the G35, the “x” denotes all-wheel-drive, available only on six-cylinder M models. The M35x’s drive train is essentially that of the G35x, with Nissan’s storied VQ-series V-6 under the hood, and the same “Intelligent All-Wheel Drive” that sends full power to the rear wheels unless there is a reason not to.

Although the M35x is not as fast as the 325-hp M45, it has a more tangible Nissan heritage. For example, the all-wheel-drive system (also known by the mercifully simple moniker of “ATTESA E-TS”) is an evolution of the AWD system used in the all-conquering Skyline GT-R, perhaps the best sports car to ever come out of Japan and the object of much lust among younger enthusiasts.

Then, of course, there’s the motor. It’s no stretch to say that Nissan’s VQ-series of six-cylinders is the best V-6 ever made. It is the only engine to have made Ward’s 10 Best Engines list every single year since the list was introduced. The VQ used here is the VQ35DE, which makes 275 horsepower at 6200rpm and 268 lb.-ft. of torque at 4800rpm. That’s slightly less than the new VQ35HR in the 306-hp G35, but the trademark smoothness and response are still there.

This outstanding combination of VQ power and sporty all-wheel-drive is polished off by the same wonderful transmission used in the M45. If you read our review of the M45, you’ll already know that this is one of the best conventional–i.e. non-SMG or DSG–automatic transmissions out there today. Despite lacking a sixth gear, this auto is simply good. Shifts are firm and fast, and the tranny is equipped with a rev-matching feature that really does work. Simply pull the lever towards the driver, and you hear a perfectly timed spike in the engine revs as the car executes the downshift.

Unlike most autos with manual shift functions, there’s no waiting, and no shift shock. Even the gear selector knob itself is so sublimely crafted, in terms of shape, size, weight, and placement, that the M35x feels as sporty as a car can that lacks a clutch pedal. After stepping out of the M, other automatic transmissions feel well, like crap, to put it kindly.

The sporting credentials alone are enough to distance the M35x from most of its competition. The Lexus GS350 AWD makes more power but offers a truly isolated driving experience, which isn’t Infiniti’s game. The Acura RL offers Honda’s trademark attention to detail, but can’t match the Infiniti’s brute strength or its styling supremacy. And the German sedans–BMW’s 528xi/535xi, Audi’s A6, and the Mercedes-Benz E350 4MATIC–can’t come close to matching the M35x’s combination of engine output, all-wheel-drive, and starting price of under 45 large.

So what’s the rest of the M35x like, for those of you with concerns other than performance? Well, the M35 is a luxury car, and it acts like one when you want it to. Settling into the M35x, or any M for that matter, is an easy process. It’s comfortable, and everything is in the right place. That may sound simplistic, but it’s easy to establish a high degree of familiarity with the M in a short amount of time. The controls for all vehicle functions are simple and intuitive, and although the M is equipped with an iDrive-style interface like high-dollar German cars, using it is totally optional, as all conventional knobs and buttons are present.

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This contrasts the M35x favorably with its German competition most especially, since the end result of all the Bavarian technical wizardry is fleets of infuriating vehicles that require intense study of their owner’s manuals to do anything other than accelerate, brake, and turn. The interior trim and materials even exceed those of the once-mighty Lexus GS, which has been derided in the automotive press for sub par cabin aesthetics. Inside and out, the M is a luxury car without peer. It has LED tail lamps, 18-inch wheels, and an appropriately sexy dual exhaust with chrome tips.

The M45 we later tested was a sport model, and came with two small (approximately three grand each) options packages that complemented the car’s sporty nature. However, the M35x we tested was equipped with one whopper of a package: the $8,900 Premium Package. This had a transformative effect on the car, regarding both price and its fundamental mission.

This package made our tester into not just an engaging driver’s car with all-weather capability, but also a full-service luxury sled for a full compartment of passengers. There is a Bose stereo with fourteen speakers, Infiniti’s excellent bird’s-eye navigation system, XM Satellite Radio, and an entertainment system with an 8-inch display mounted on the car’s roof. That also includes a remote control, and two sets of wireless headphones. To get maximum enjoyment out of this system, the Premium Package provides a power rear sunshade, rear audio and climate controls, and amazingly, heated rear seats with a power reclining feature. This is not something we expected to find on a car that, all told, costs less than $55,000. It’s more a staple of long-wheelbase large German sedans like the BMW 750il, not mid-size Japanese luxury performance cars.

To help the driver keep the passengers happy and ensconced in a digital paradise, the Premium Package also includes Intelligent Cruise Control, and increasingly popular adaptive form of cruise control that uses sensors to vary the distance between the M and other vehicles on the road without requiring any input from the driver. There is also a Lane Departure Warning system, which beeps if it appears the M is drifting out of its intended lane. The icing on the cake is the RearView Monitor, which uses the navigation screen to display the surroundings of the M’s rear end when reverse is selected.

All in all, the M35x presents a unique bargain in a thrilling package. You get an absolute truckload of car for your money, which in this case totaled $54,900 including all options and destination charges. For an all-wheel drive sedan with peerless driving dynamics, mistake-free aesthetics and ergonomics, and a bevy of luxury features to rival any German sled, we are astounded at what a good option our Infiniti M35x is.

Acura has just released a hotted-up version of the already-hot TL, dubbed the Type-S (surprise). A vision in metallic blue, decked out in black chrome and subtle bodywork, the 2007 Type-S is a looker, indeed. Interior accents done up in carbon fiber and shale leather carry over the aesthetic theme inside, as well.

Under the hood is, of course, where the big news in a sub-model introduction like this lies. Actually, pop the hood on the TL Type-S, and you could be excused for forgetting which Acura engine you were examining. Thing is, the folks at Acura went with the old “no-replacement-for-displacement” routine for the Type-S, fitting it with the flagship RL’s 3.5-liter six. That bumps the horsepower up to 286 (under new SAE standards for 2007). Much like in the RL, it’s a honey of a motor; smooth and sweet. Still, we miss the old motor’s torque curve; the 3.5 does boast an increase in lb.-ft. of 18 (to 256), yet feels somehow less grunt-y.

Beyond all that, we surely like the new rear-view camera, and the available “Acuralink” real-time traffic nav system (read also as: XM NavTraffic).

Honda’s cute-ute CR-V is all-new for 2007, and nowhere is that more evident than in the exterior. Almost Audi-esque in the rear, and somewhat endearingly pug-nosed up front, the CR-V will no longer be the also-ran in the baby-SUV category-as far as looks go, at least.

Fortunately for Honda, the interior has had as much attention as the sheetmetal. The upgrade here is on a scale rarely seen in the world of bread-and-butter transportation–although that observation may be due in part to our tester’s $29,000 loaded status. Either way, we were instantly taken by the 2007 CR-V’s dual glove box, high-tech navigation system, and driver’s dead-pedal. Soccer moms, too, will find plenty to like, including the CR-V’s adoption of the Honda “Safety for Everyone” mantra, standard active head restraints, and ACE body structure.

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2007 CR-Vs will start at around $21,000, and top out around $5,000 more, not including the nav system. There’s now 10 more horsepower under the hood, for a total of 166, and the automatic transmission is now standard. The CR-V is two inches wider for 2007, too.

Billboards in every major metropolitan area are currently being erected, trumpeting Toyota’s technological triumph. And at what better time could it come? A 40mpg family sedan surely sounds sweet to today’s commuters, as current energy costs creep into the stratosphere. Considered from another angle, though, “hybrid-izing” the Camry appears pointless; the popular Prius does pretty much the same duty already. On the one hand, a more frugal most-popular-car seems like it can’t help but be good news; on the other, adding a high-tech and high-cost powertrain to a cost-conscious car could be a paradox. (Not to mention the questionable logic of saddling an already lackluster driving machine with a propulsion system not known for performance.) So, what’s the point of the 2007 Toyota Camry Hybrid? Does it make sense from an economical, aesthetic, or even emotional standpoint? Or is it just a marketing exercise? We spent a week, and a thousand miles, behind the wheel to find out.

First off, since we raised the question, we’re honor-bound to dispel the notion right now that the Camry Hybrid is an inadequate performer. Among the ‘new breed’ of gas-electric offerings, this Camry subscribes to the ‘more is better’ philosophy-in pure power as much as in penny-pinching ability. Thus, Toyota started with a 2.4-liter 147-horsepower four-cylinder as the basis for this eccentric engine combo, which, when added to the AC electric component, gives an overall reading of 192 hp. It’s not quite in line with the hybrid Honda Accord, which mates its motor to an already-robust V6, but the Toyota turns out to be plenty potent. Sixty mph comes up in about 9 seconds.

Odd, then, that Toyota went the route that they did with the Camry Hybrid’s outer appearance. While higher-end hybrids from other makes (and indeed even sister brand Lexus) sport styling commensurate with those models’ top-line status, the gas-electric Camry comes off as just another bread-and-butter beater. Sure, subtle cues differentiate the Hybrid from lesser cars, but they don’t really do much to set it apart from commuter Camrys, much less set it above them. Truth be told, the boldest bits here alluding to the presence of Toyota’s Hybrid Synergy Drive are the badges themselves. Bottom line: the 2007 Toyota Camry Hybrid looks an awful lot like a 2007 Toyota Camry–no great loss if you’re fond of the new model’s swoopy lines.

Of course, the Hybrid’s miss-me styling reveals another angle. You won’t catch the brass admitting it, but surely the outlandish looks of the Prius put off some buyers–which can now be brought into the anonymous fold. By our own estimation, the original hybrid’s Buck Rogers personality is one of the strongest points about that car, but who are we to judge? Some folks just prefer vanilla–and Toyota has done well lo these many years by catering to just that desire.

The march of technology (and change) cannot be ignored, though, when it comes to new car interiors–and our Camry Hybrid tester, fortunately, exhibits everything good about solid-state ergonomic engineering. We’d like to attribute its high-tech cockpit at least in part to the hybrid model line, but everything inside our example is standard Camry fare. Still, we were mightily impressed with the soft blue Plasmacluster dash lighting, the handy auxiliary audio input, and the other modern touches we found inside.

As for the basics, Toyota has done them well, as ever. The cloth bench seats in our test model were sublimely comfortable, without entirely eschewing lateral support. Buttons and switchgear are all well-placed and eminently readable, too (is it just us, or does the oversize font in this car and the Avalon appeal especially to octogenarians?).

Faultless, too, is the ride. Pillowy-soft over even the most poorly-maintained road surfaces, the Camry Hybrid cruises like a dream. Jolts and shudders from the engine and/or motor engaging are a thing of the hybrid past, too–often, the only clue as to which system(s) are operating is the gas/electric gauge. Shifts from the CVT automatic, too, are seen rather than felt, and the tranny does a good job of maximizing economy without letting it fall out of the powerband. If there is any complaint to be made here, it is with the overall noise level; the cockpit generally seems so serene that when the four-banger is called upon to really work hard, the extra revving noise seems inappropriately raucous.

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Considering how downright comfortable this car is, we can’t help but deem Toyota’s engineers especially successful for building in such competent overall driving dynamics. Truly, the new Camry line is well ahead of the outgoing model in terms of handling, performance, and the sheer driver confidence this all inspires. Sure, there’s body lean in tight turns, and brake dive at sudden stops, ut not at all to an unacceptable level. By no means is the Camry comparable to the land yachts of yesteryear (which older models came perilously close to emulating). Grip is entirely adequate for a modern sedan, and making those tires howl is much more difficult than it used to be. Perhaps most improved of all is steering feel; the much-more-accurate wheel feels so much less like a nautical device, and provides (finally!) decent feedback, too.

Of course, with the Camry Hybrid, it all comes down to the mileage. To answer the ultimate question (and NOT just because we had road trips to take), we drove our tester up to, as well as in and around, New York and Cape Cod. EPA estimates of 40/38 city/highway notwithstanding, we weren’t expecting much–past experiences with hybrids have returned significantly poorer economy than advertised, even in the heavy traffic of Washington, DC. In this, then, we were pleasantly surprised; our Camry Hybrid came much closer to the official numbers than we’re used to seeing. In fact, our city-street fuel use averaged out to almost 29 miles per gallon. Separate highway economy returns of 36 mpg and change were also impressive, although less so, due to the loss of the engine’s ‘auto-stop’ feature in high-speed conditions.

Our tester stickered at $26,700, with few options, but plenty of comfort. Whether that’s an economical proposition depends on the driving one does, and the longevity of the car’s ownership experience. For once, though, we’re less interested in a Toyota hybrid as a money-saving appliance. The 2007 Toyota Camry Hybrid stands on its own as a competent, solid sedan. At this point, that in itself seems inspired.

Forty years ago if you’d asked anyone which car had two wide racing stripes running full-length from bumper to bumper, they would say “The Shelby GT350!” A couple years later the answer would be, “The Shelby GT500!” These cars carried the immensely popular Mustang into the world of SCCA racing, garnering hundreds of trophies and grudging acceptance from “Euro-elitists” who doggedly pressed on with their high-revving, over-tweaked engines while Ford-powered cars swept nearly all forms of racing from NASCAR to Le Mans. This was the heyday for the Blue Oval and a lot of dealers got rich, but those days appear to be over.

Or, maybe not! A couple years ago old “Shel,” as Carroll Shelby prefers to be called, got together with Ford’s SVT group to dust off the ’60s legends and attempt to stir the juices of another generation of Mustang aficionados. The new Mustang was destined to be a major hit for Ford. Sensing the momentum, SVT’s chief engineer, Hau Tai Tang, sold management on the idea of bringing back a super-powered version. Management wisely agreed and the SVT engineers sat down with Shelby (then over 80 years old) to iron out the details.

What they came up with is nothing short of a whole new definition of the Muscle Car. The new Shelby GT500 Mustang is better described as an Uber-Muscle Car, with the most performance you can get for less than 50 Grand (that’s MSRP, not including dealer markups). It’s a Mustang, but styling accents give it an intimidating, don’t-even-think-about-it, kind of appearance that reeks of testosterone, power and a lot of automotive history. It’s a machine that, in its modern way, looks just like the old Shelby cars looked: fast and capable and no frills.

There are frills of course, like A/C, sound systems, ABS and powered devices that today’s buyers expect from all vehicles, but that’s where the line was drawn at SVT. Everything else was put there to make the car go really, really fast. Packed – shoehorned, if you will – into the engine bay of this new Mustang is a 5.4 liter supercharged V8 that sits waiting to pump 505 horsepower into the drivetrain and thence to the rear wheels. No, SVT didn’t merely bolt a supercharger onto an assembly line engine. They produced a 4 valves-per-cylinder, overhead cam, fully tricked-out, high performance engine that’s capable of yielding 22 mpg if you keep your foot out of it, but what-the-heck. Added to this are a high-capacity aluminum radiator, intercooler mounted under the blower, loop-style power steering cooler and an oil-to-water stacked-dish engine oil cooler.

Coupled to all that power is the TR6060, an upgraded version of the 6-speed T56 transmission, that lets you take advantage of all the rev ranges. Out back is a live rear axle set in a multi-link suspension. None of those new-fangled independent rears for the Mustang crowd, thank you very much, but to be fair, it works fine and is the same suspension as the FR500C racing setup used in Grand-Am racing. Spring and shock rates all around are F-I-R-M. There’s no other apt description. It’s a bone-shaker of a ride, but what’s a little discomfort among friends?

You can also watch the Ford Shelby Mustang GT500 video on YouTube.

Speaking of friends, if you drive one of these you’ll attract a lot of them. Nearly everyone seems to know what this machine is and I found myself being addressed at stop lights, gas pumps and every time I parked it. They all wanted to know, “How fast is it?” or “Could I have a ride?” A couple bicyclists gave me the finger, no doubt their way of letting me know that this car is an anachronism in the “Age of Danger,” but I couldn’t help but notice that they didn’t bother to heed stop signs or lights as they pedaled smugly along.

So how does it feel and how fast is it? Well, I didn’t time any 0-60 or 0-100 runs but it’s sure to equal or exceed the performance of the usual suspects like Viper, ZO6, Turbo Carrera and those few others currently sitting in the 4-second category. It feels much like a Ford GT with slipping rear tires. The Shelby managed effortlessly to lose grip in first and second gears every time I hammered the throttle, in spite of the fact that the car was going at least 20 mph on dry pavement and the traction control was turned on!

The engine winds up incredibly fast, launching (throwing!) the driver and passengers back into their seats and producing a pleasant, but almost frightening supercharger whine that any WWII P51 pilot would love. (Come to think about it, the P51 was a Mustang, too.) While all the fuss is going on the exhaust note tells everyone around that this is a serious performance machine.

Things happen real fast when all-out driving the Shelby, and in avery short time you realize the need to slow down for legal, if not safety reasons. Addressing that problem is plenty of stopping power. Up front are Brembo brakes with big, four-piston calipers and vented 14-inch discs. In the back the GT500 utilizes an 11.8-inch vented single-piston caliper rear-disc setup with special pad material. Both Coupe and Convertible models ride on four 18-inch x 9.5-inch aluminum wheels, wearing 255/45ZR18 tires on the front and 285/40ZR18 tires on the rear.

All that rubber gives the Shelby a very good handling feel, notwithstanding the ride quality. Turns are managed quite capably in spite of the 57%-front, 43%-rear weight bias and the 4,000 pound mass of the car itself. It does feel heavy and brutish, to be sure. The clutch and steering sensations are reminiscent of the 60s-era factory hotrods that the Big Three produced. This can be construed as either an endearing quality or a negative, depending upon your point of view. No matter how you look at it, the Shelby is a screamer of a car.

Interior comforts are typical Mustang, although Ford’s description is one of an upgraded version. Typical of SVT cars the gauges are light-faced with polished bezels and the speedometer and tach are located left-right on the instrument cluster. Leather surfaces are embossed with a cobra on the seatbacks and the red-stiched shift boot is also leather. Only two colors are available, charcoal black and charcoal black with red seat inserts and door panels. This test car was trimmed in black only.

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Outside it’s all Shelby. The fog lamps are relocated on the outside of the lower front fascia for maximum airflow and the hood is raised for airflow. Two heat extractor openings are fared into the hood as well. The de-riguer rear spoiler is functional, of course, and the C-pillar glass is not, just as in the original Shelby cars. Then there are the painted racing stripes. These come in four colors: white, blue, tungsten and silver and the test car was painted Vista Blue with white stripes. There are also stripes along the rocker panel and these end forward with the GT500 lettering.

My overall assessment is that the Shelby lives up to its hype, and heritage, as a serious no-holds-barred performance car. It’s not what most people would want for an everyday driver but it is certainly to be a collectable car and great weekend “toy.” The MSRP on the Shelby is $43,000 including a $1,300 gas-guzzler tax, but dealerships are currently tacking on a whopping $30,000 markup for those who want to be the first to own one.

Whether you buy one now or wait until they make enough to be able to get one at the sticker price, you’ll definitely own the bragging rights.

It’s hard to find a manufacturer with more positive momentum than Hyundai these days. A few short years ago, Korea’s foremost automaker was still laboring under a stigma of poor build quality and uninspiring design. But when their revolutionary 10-year warranties hit the market, consumers took notice, and responded. Now Hyundai is building dependable machines with beautiful Italian-designed bodies, for thousands less than their Japanese competitors.

Hyundai may have to wait a few more years to catch Japan’s sporty sedans and coupes, but we had real, even-handed expectations for their minivan, the new-for-2007 Hyundai Entourage. Minivans are utilitarian vehicles. Families buy them, run them into the ground, and do it all over again. Hence, the criteria for evaluating them are much different.

First and foremost, there’s dependability. No family wants to use Dad’s pickup or 911 Turbo to bring the kids to hockey practice while the minivan sits in a shop. Secondly, there’s practicality. Where minivans are concerned, this chiefly concerns the flexibility of the seating arrangements; the size, number, and adjustability of the vehicle’s cupholders; and the availability and functionality of the rear-seat entertainment system. Children dictate minivan purchases, in short.

Price is also a significant consideration when buying a minivan. Most likely minivan buyers have two or more children, and perhaps a four-legged friend or two. Living beings tend to be the source of a consumer’s greatest expenditures, and precious little is left to spend on other stuff. It is in this area that Hyundai scores its first major hit.

Reading the window sticker for our tester Entourage SE produced a kind of reverse sticker shock. Our Entourage carried a base price tag of $26,295. Aside from Hyundai’s “Premium Entertainment Package” ($2,900) and the floor mats ($175), everything was standard. Everything. As is the case with Hyundai’s entire product range, we found an eye-popping amount of standard features that the Entourage’s Japanese and American competitors will charge you a premium for.

Listing all of them would make for an awfully boring road test, so we’ll just share our favorites. Firstly, dual power sliding doors. When ambling across a parking lot with small children stuck to your limbs, these doors are a gift from the heavens. Just push the button on the key fob, and load your precious cargo. The sliding doors also house power windows, which puts the Entourage ahead of much of its competition.

Once inside, Hyundai’s laundry list of options protects that precious cargo with all manner of safety kit. “Active Front Head Restraints” position the heads of the front-seat occupants correctly in a collision, via the now-ubiquitous, ethereally fast computer processes that detect when the system is needed.

Hyundai never skimps on the airbags, and the Entourage is no exception. In addition to the two up front, all Entourages have seat-mounted airbags for the front passengers, and side curtain airbags in all three rows.

To help you avoid an accident in the first place, Hyundai throws in electronic stability control, traction control, and anti-lock brakes all around. With 250 horsepower and 253 pound-feet of torque on tap from its 3.8L V6, this unexpectedly quick family hauler can surprise you, so the driver aids are welcome. Also noteworthy is the Entourage’s trick tire-pressure monitor system. Not to belabor an obvious point, but the average Entourage pilot is going to be distracted a good bit of the time. A gentle reminder on the state of the van’s rubber is a very welcome touch.

Other nifty standard features include fog lamps, heated sideview mirrors on both sides, and tri-zone climate control. The list of standard stuff is a lot longer, but these are the big-ticket items that really impressed us by not costing a penny.

Moving on to the non-standard stuff, the Entertainment package was our only significant cost option. At $2,900 it’s not exactly cheap, but it does a lot. Most importantly, it keeps kids happy with a rear-seat entertainment system with a 10.2-inch LCD screen. It also upgrades the Entourage’s stereo system to an Infinity surround unit. Bizarrely (but we’re not complaining), the package includes heated front seats. Hyundai throws in an electrochromatic rearview mirror and a Homelink system, to help the Entourage’s pilot navigate the many treacherous forms of parking. Given that the Entertainment package takes care of those up front as well as those in back, we think it’s worth the sizeable chunk of change Hyundai asks for it.

Now that we’ve nearly exhausted ourselves discussing the Entourage’s safety and convenience features, the exterior deserves some attention. The Entourage looks the part of a dependable family hauler. But more than that, it looks big. And that’s probably because it is-longer, taller, and wider in fact that a Honda Odyssey.

Despite its size, the Entourage’s styling gives it a tidy, almost cute look. It’s halfway between a Ford Freestyle and a Nissan Quest, meaning it has a Japanese face and a thoroughly American posterior.

The Entourage’s large dimensions pay off inside. The Entourage has an interior volume of 172.3 cubic feet, beating Dodge’s Grand Caravan, Honda’s Odyssey and Toyota’s Sienna.

But in the minivan world, interior volume is only half the story. The other half is the flexibility of that volume-i.e., how nifty the seating configuration is. The Entourage doesn’t disappoint here, either. The second row of seats-a nicely executed pair of captain’s chairs-easily flip forward and fold. They are also removable, but you might need an extra pair of hands to take them out. The third row will fold its backrests flat, or can be easily tucked away inside a depressed floor compartment. When the seats aren’t tucked into it, the floor compartment is mighty deep, earning the Entourage 32.2 cubic feet of storage space behind the rear seats. That’s impressive.

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We had our tester for a week, and never found any of the seating configurations cumbersome or limited. Hats off to Hyundai for making its version of musical chairs work just as well as those offered by the big boys.

Driving dynamics are usually low on the minivan driver’s list, but as ‘fast-car’ guys we feel compelled to mention them. As we’ve mentioned, the 3.8L V6 is surprisingly lively. It’s torquier than some of its competitors, so driving around town is perfectly effortless. Highway passing could be better, but we suspect that is due more to the Entourage’s weight-around 4,500 lbs.-than anything else. The 5-speed automatic has a manual shift mode, so if wringing every last ounce of power out of your car is your game, you can play it here. Both ride and handling are perfectly civilized, and the Entourage is surprisingly quiet, given minivans’ general propensity to make lots of noise.

We here at Roadfly regard the Entourage as one of the biggest bargains to ever come through our office. Hyundais have always been competitively priced, and now their quality has caught up to their budget appeal. A fully loaded Toyota Sienna Limited will cost you well over $40,000-more than ten grand north of our Entourage’s sticker. If you’re on a budget, or just don’t want to spend your kid’s college money on a minivan, you cannot afford to miss the Hyundai Entourage.

We’ve come to expect pleasant surprises from Suzuki. Over the past 18 months, as the little Japanese automaker released each successive effort in the subcompact, compact, and mid-size car classes–think Reno, Forenza, and Verona–they earned our respect with equal parts performance, quality and value. Every one of these budget autos features not just a low price and a long warranty, but packs verve and style uncommon to the class as well. If you could say Suzuki’s known for anything here, though, you’d have to say their reputation rests in the SUV segment, where the company made a name for itself with the plucky little Samurai 25 years ago. So, then, as we watched their parade of competent cars go by, it struck us as somewhat odd that the brand’s sport-ute offering languished as a Geo Tracker-derived also-ran. Now, with high hopes, we’ve finally been introduced to an all-new 2007 Suzuki Grand Vitara.

Right off the bat, the ’07 GV scores style points. On its own, the compact SUV’s taut lines, clean, angular profile, and sporty stance give it a leg up in a segment chock-full of me-too look-alikes. Set the new one side-by-side with the 2006 Suzuki Grand Vitara, and the improvement becomes even more striking. Gone is any trace of the amorphous jellybeaned-shoebox shape; there’s real personality here, as well as some brand definition. This may well be the best small-SUV styling on the market (as judged by the design experts…us…at least until for time being).

Inside, the view is pleasing to the eye as well. While merely ordinary describes the gauge cluster, the center stack and console are in another league altogether–melding art deco and minimalist/Bauhaus shapes into a truly upscale, yet functional, place of business. Hit the lights at night, and the fire-engine-red illumination ratchets the avante-garde-ness up yet another notch–and makes for good readability, too. Even the seats, with their grippy checked cloth and substantial side bolsters, seem upscale.

Go to start this Suzuki, and perhaps the most upscale experience of all awaits. As we’ve seen lately on the best Lexii and Mercedeses, the Grand Vitara uses a keyless entry AND ignition system, sending a signal out from the transponder in the key fob in the driver’s pocket that allows the engine to be turned over by turning a lever on the steering column. For the upper-crust types, this is old hat–but in a $23,000 SUV, that feature alone is worth beaucoup bragging rights.

Whereas driving some of the Suzuki sedans in the past has shown a bit of a sporting streak, though, the Grand Vitara’s dynamics are merely ordinary. There’s a new 2.7-liter V6, sporting 185 horsepower, which makes for 8.5-second 0-60 mph runs–midpack. A 5-speed automatic is the only gearbox option, and it proves adequate but not overwhelming. All-wheel-drive is standard, and it worked as far as we could tell, without being really noteworthy at all. Like we said, ordinary. Up against a Mazda CX-7 or the new Toyota RAV4, the GV is outclassed (although again, it also undercuts those competitors by a wide margin). We’ve also driven even-less exciting small SUVs. The bottom line is that Suzuki clearly chose to spend its time elsewhere; the Grand Vitara is entirely capable of the typical tasks for a vehicle of this class, but excels at none of them in particular.

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While we’re carping… We’re obliged to point out that our resident audiophile was less than pleased with the Grand Vitara’s audio quality. The mp3-enabled CD system with satellite radio was high on content but less so on actual sound; distortion ran rampant through the bass-heavy rap tracks being played for the evaluation. Even mid-range and treble frequencies seemed flat–and this was the up-level stereo system.

Still, we can’t help but like the 2007 Suzuki Grand Vitara. It’s a good-looking piece, with not a single stylistic misstep marring its appearance. It’s entirely competent, and very versatile. It’s also cheap–and at 19/23 city/highway and with the 7-year, 100,000-mile powertrain warranty, relatively cheap to own. And perhaps best of all, it’s not identical to the one sitting in your neighbor’s driveway.

Sold in other markets as the Tiida, Nissan’s entry into the suddenly-crowded “B”-segment–think Honda Fit, Aveo, Yaris, etc.–will be the Versa for 2007. Surprisingly roomy inside, it’s one of the biggest platforms to fit into the B category.

The Versa also sports one of the largest motors in the B-segment. It’s a 122-horse 1.8-liter, and it feels decidedly peppy when driven back-to-back with the competition. Electric power steering is also featured, and we were mightily impressed with the Versa’s tracking. Leave it to Nissan to build the sportiest entry in the subcompact class.

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We drove an SL model, which runs around $17,000. Base Versas start at just $12,500, though, but you lose the keyless start, the sunroof, the subwoofer-equipped Rockford Fosgate 6-disc stereo, and more goodies. Either way, the Versa promises to be first-rate transportation on a budget. Our only complaint would regard a distinct lack of storage space in the interior–there isn’t much in the way of cubbies, nooks and crannies for all your stuff.