Size matters. Texans like their trucks and SUVs big, they like them powerful, and they like them tough. But, make no mistake; they also want luxury, comfort, and functionality.

A Texas family demands a lot from a full-size SUV, whether taking the kids and their friends to Friday night football, hauling a sports car for a track weekend at Texas World Speedway, or pulling a ski or bass boat out of the water at Lake Travis. They need a SUV that has enough power and size to get the job done, and it better make them comfortable while doing it.

The Toyota Sequoia is completely new for 2008, from the chassis to the body to the interior. Can it handle the varied needs we’ve already touched on above? Join us as we get our hands on the 2008 Sequoia for a first drive and find out if it is big enough and strong enough for Texas and the rest of the U.S.

Exterior Styling
At first glance, it is obvious that the 2008 Toyota Sequoia is flexing its muscles to push its way even further into the world of full size SUVs. From its clean modern front end, to its high belt line, to the wraparound rear tail lights, the Sequoia no longer looks like an enlarged 4Runner. Instead, it has a tough, yet classy, design that looks just as good pulling up at the country club as it does pulling a load.

One of the features that we most like on the Sequoia is the tailgate window that fully powers down, allowing for quick access to items in the cargo area, room for an extra long board after a trip to the hardware store, or just for a nice open feeling on a sunny day.

The 2008 Sequoia is only about an inch longer than the previous generation, but don’t let that fool you; the wheelbase is almost 4 inches longer, which translates not only into a smoother ride but also into more room for the interior.

Interior Styling
That interior room is most evident in the third row seat. Make no mistake; this is not a ‘third row seat’ in name only, suitable only for small children. The Sequoia’s third row seat can hold adults comfortably, with plenty of head and leg room. It is in a split 60/40 layout, and is fully powered going down and up, storing in a completely flat position for extra cargo capacity if needed.

Not only were we impressed by the amount of third row seat room, we were also impressed with the attention Toyota paid to ingress and egress. The rear doors of the 2008 Sequoia open almost to a full 90 degrees from the car. This coupled with the large third row seat and a sliding second row seat means you don’t have to be a contortionist to climb into the Sequoia.

An available navigation system, backup camera, MP3 ports, Bluetooth- and XM-radio-capable JBL audio system, and rear seat DVD entertainment system with 9” screen also make long family outings a pleasure.

You can also watch the 2008 Toyota Sequoia Video on YouTube.

Safety
People FEEL safer when they get behind the wheel of a huge SUV, but the Sequoia makes this feeling a reality with its safety features. In addition to the standard front airbags, the Sequoia has standard side airbags in the front, side curtain airbags for all three rows (yes, even for the third row) , and roll-sensing curtain airbags that deploy in the unlikely event of a rollover. A variety of electronic systems help the driver keep the Sequoia under control at all times.

Powertrain & Performance
The 2008 Sequoia offers two engine choices: big, and bigger. The standard 4.7 liter i-Force V8 provides 275 hp at 5,400 rpm and 314 lb-ft of torque at 3,400 rpm. Respectable, but we were impressed with the 381 hp, 401 lb-ft of torque, and 6-second 0-60 mph time of the 5.7 liter top-of-the-line V8.

Either engine is fully capable of handling the Sequoia’s 10,000 lb. maximum towing capacity, and 13.9 inch/13.6 inch front/rear disc brakes help keep all that power under control.

We were amazed by the turning radius of the Sequoia. Usually when we test full-size SUVs or trucks, we are accustomed to the typical forward back forward back dance when parking or making a U turn. We don’t know how the Sequoia’s engineers managed a 39 foot turning circle, but we salute them.

Although the Sequoia is built on a fully-boxed truck frame (great for strength and towing capacity), it has a very smooth, quiet, and comfortable ride.

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Driving Impressions
A lot of manufacturers seem to have forgotten about the most important person in the vehicle–the drive–but Toyota hasn’t. It is very clear when you get behind the wheel of the 2008 Sequoia that you are in control. The driver’s area of the dash is distinguished from the rest of the dash with a different finish, and all controls that have to do with actually driving (as opposed to being entertained by the radio or heated/cooled by the a/c system) lie in this area within easy reach of the driver.

The Sequoia has a commanding presence on the road, and although we don’t recommend doing such things often, the 5.7-liter engine in our test Sequoia gave us the confidence and power to pull out and pass a slow-moving Farmer Ted even when we were towing a 6000 lb. boat!

Although full-size SUVs, like the Sequoia, spend 95% or more of their time on-road, be assured that if the need arises, the optional 4WD in the Sequoia with low gear range and center differential lock is ready for off-road duty.

Conclusion
It takes a lot to impress this Texan in a land of Suburbans, Excursions, and quad cab long bed dually trucks (if you’re from the North and don’t know what that last one is, don’t worry–you’ll know it if you see it; just hide the wife and children, close your eyes, let it pass by, and everything will be fine) but the 2008 Toyota Sequoia excelled in every area in which we tested it. Comfortable on-road, capable off-road, powerful when towing, precise at handling, spacious, and spirited–the Sequoia can do it all.

It is American-made with Japanese quality and has a world-class blend of style, safety, power, and true utility.

We didn’t want to give our test model back; if Toyota calls, tell them we’re busy tailgating with it at the Cowboys game.

The Mercedes-Benz SLK roadster is perhaps the standard-bearer for the quadroon of small, sporty German drop-tops. It debuted in 1997, with a revolutionary power folding hardtop and styling that was drop-dead gorgeous. It was visually superior to the BMW Z3 and the Porsche Boxster, but not as dynamic in terms of performance. It gave up a little ground to the Volkswagen Golf-based Audi TT in the style department, but was a better performer with its genuine RWD platform. It was a Benz through and through, focusing more on style and luxury than on outright speed. As such, it became stereotyped as a bit feminine.

In a 2004 redesign, Mercedes-Benz has addressed all of the SLK’s shortcomings. Not most of them – all of them. It has shed its cute, stubby styling for something entirely different. Its nose is inspired by the McLaren Formula1 cars that use Mercedes-Benz engines, and brings the SLK in line with the SLR supercar, the high-dollar joint venture between McLaren and Daimler-Benz. In contrast to the old car’s slab sides, the new car is made of more contoured (and therefore more expensive) sheetmetal, giving the car a healthy dose of that visual massiveness that Mercedes-Benz has mastered.

Like the TT, the SLK was criticized for putting style before substance, and buyers looking for a driver’s car got into BMW Z3s, Boxsters, and Honda S2000s. The SLK now has the chops to play with those cars, with new engines and transmissions, as well as more traditional sports-car handling. It’s remarkably agile, considering the added weight that a folding hardtop mechanism inevitably brings with it.

Our test car was the mid-level SLK 350, which falls between the entry-level SLK 280 and the brawny SLK 55 AMG. It seems to be the perfect compromise. Its 3.5-liter V6 delivers 268 horsepower at 6.000 rpm and 258 lb-ft of torque over the spread from 2,400 to 5,000 rpm. That propels the SLK 350 from zero to sixty in just 5.4 seconds, and gives it instant torque at almost any engine speed. The high torque at low rpm is something you’d normally associate with a turbocharged or supercharged engine, and it makes the SLK 350 incredibly tractable.

Ordinarily the AMG models are the enthusiast’s choice, but the SLK 55, with its 355-hp V8, doesn’t come in a manual like our 350 did. Both the 350 and the 55 are electronically limited to 155 mph, but the 55 is only listed as .6 seconds quicker to sixty (4.8 versus our 350’s 5.4) and gets worse gas mileage (16 city/22 highway, against our six-speed 350’s 18/25).

Another stopwatch figure worth quoting is 22 seconds – the time it takes the SLK to drop its top. Or to put it back on, for that matter. It’s darn quick, and so quiet that it can sometimes lead you to take off with the process still in motion.

You can also watch the 2007 Mercedes-Benz SLK350 Video on YouTube.

The main drawback to power folding roofs (aside from the added weight, which doesn’t seem to bother the 350 very much) is the restrictive effect they have on trunk space. But Mercedes has found a way to minimize this consequence – the SLK’s boot has 9.8 cubic feet of cargo volume with the top up, and 6.5 cubic feet with the top stowed inside. Most hardtop convertibles find their trunk space cut in half or more, but the SLK has an ingenious solution – the glass rear window swivels during the folding process, to match the curvature of the top panel. That makes for a much more compact package when stowed, and minimizes the practical compromises one makes when owning a car with such a roof.

Mercedes has also endeavored to make the SLK as much of a year-round convertible as possible. Our test car came with the Heating Package, which features a high-quality cloth windscreen, heated seats, and the killer “AIRSCARF” neck-level heating system. This does just what it sounds like. Hot air blows out of vents built into the SLK’s seats, activated by the push of a button on the dash. The combination turns the SLK into a convertible for the late fall, and that’s provided you’re not wearing gloves or a hat. If you were really determined and properly attired, putting the top down in the dead of winter would be OK for short periods of time.

The Heating Package was one of the more worthwhile selections on a long list of options for our particular SLK 350. ‘Storm Red’ paint added $700, automatic climate control was $710, and the six-disc changer was $440.

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The multiple packages equipped added a new dimension of luxury (and cost) to our test car. An appearance package ($990) added exotically named wood trim and upgraded wheels, the Lighting Package ($1,000) added Bi-Xenon headlamps, corner-illuminating fog lamps, and headlamp washers. The “Premium III” package was a monster. It added $4,850 to the SLK’s price, and included a host of luxury upgrades: Eight-way power seats, power steering column, SIRIUS Satellite Radio, the COMAND DVD-based navigation system, an infrared function to remotely open the roof, an ambient lighting package for the interior, and a Harman/Kardon surround sound system. That’s not even all of it, either.

After all that, our SLK’s starting MSRP of $47,400 had ballooned to $57,835 including a $775 destination charge. That pretty much removes the SLK from bargain territory. If it were our money, we’d skip everything but the Heating Package, as that is absolutely essential to the SLK’s character as a year-round convertible. Everything else is expendable, really. Power seats are less important when you don’t have a rear seat to accommodate, and automatic climate control is not essential in an open-top car with a very small passenger compartment. So, you can buy an SLK 350 on a budget for less than $50K, and that’s very good news.

Since its inception in 2004, the BMW 1 Series has generated a lot of buzz, both across the pond and right here in our backyard. But, in July 2007, when the 1 Series Coupe became a tangible reality, we only had a small inkling that the 135i Coupe would/could become the new must-have premium compact sports car.

The exterior of the 1 Series (think optimized M aerodynamics package and modified M Sports Package) comes in the new, exclusive, Sedona Red, and 11 other paint options (8 metallic and 3 nonmetallic). The frameless door and the B-pillar’s steep angle shifts the visual center of the car’s silhouette further to the rear and add to great styling features like a rear lip spoiler. The 135i Coupe sports the traditional L-shaped BMW rear tail lights with integrated LEDs that are part of the two- stage brake light function.

The interior of the 135i is simple. Thanks to the retractable navigation screen (and iDrive control) in the upper section of the instrument panel, the center stack is clutter-free. Another perk in the 1 Series is the easy integration of mp3 players with a USB connection and auxiliary jacks for media players like the iPod and iPhone. You also get three choices of upholstery: two cloth, one cloth/leather combination, and one leather.

The family-oriented driver who had to trade in the M3 for the minivan can now have his cake and eat it too. The inner motorsport lover will get a sporty coupe with a twin turbo inline-6 but the worry-wart mentality will be reassured by the standard ISOFIX fastenings for childseats and the option to get the high-quality Junior Seat II-III with height-adjustable backrest for children 3-12 years old (and in that case, the seat cover is washable).

If you miss the iconic BMW 2002 or if you just want to get back into a sports car, then the BMW 135i Coupe is perfect for you. While not finalized, we are estimating affordable pricing with the 135i starting at around $35,000 and then in Spring 2008, the 128i starting at around $29,900.

Watch our 2008 BMW 135i First Drive Video and let us know what you think:

You can also watch the 2008 BMW 135i Car Review Video on our YouTube Channel.

Video of the BMW 135i on the Gotland Ring in Sweden.

You can discuss the 1 Series in the BMW 1 Series Forums.

We took the all-new 2008 BMW 135i Coupe out on the Gotland Ring in Gotland, Sweden and were quite impressed by the light-weight (3,373 lbs) sports coupe. The BMW 135i Coupe is powered by a 3.0-liter straight-six with Twin Turbo technology and second-generation direct injection (High Precision Injection). The High Precision Injection cuts fuel consumption by ~10 percent but the max output from the engine is still noteworthy: 300 horsepower and 300 lb-ft torque at 1,300-5,000 rpm. The 135i does 0-60mph in 5.1 seconds but is limited to a top speed of 155mph.

This member of the 1 Series family comes with standard M Sports Suspension and a high-performance brake system incorporating six-piston fixed calipers on the front axle and two-piston fixed calipers at the rear. If you deactivate DSC (Dynamic Stability Control) and DTC (Dynamic Traction Control), an electronically controlled differential lock function in the DSC-off mode still ensures optimum traction, with appropriate brake force being applied on the inner drive wheel possibly spinning in a tight bend. This feature enhances the coupe’s traction and pulling force on the road without any negative effect on its steering behavior.

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The look of the 135i Coupe is also fitting for the track. The 135i boasts the only chrome-plated bars in the BMW-signature kidney grille. The extra large, central air intake of the front dam and the side air intakes accentuate the sporty and wide front end. Also standard on the 135i Coupe is the optimized M aerodynamics package and the modified M Sports Package. M light-alloy wheels are featured, 7.5/18 measuring 215/40 R18 in front and 8.5/18 measuring 245/35 R18 in the rear.

Check out the video of our publisher, Charlie Romero, on the Gotland Ring in the manual 6-speed 135i.

You can also watch the 2008 BMW 135i Coupe Track Video on YouTube.

You can discuss the upcoming 1 Series in the BMW 1 Series Forums.