The 2008 Chrysler Aspen is a welcomed option in a market that is currently being overrun by crossovers and mid-sized SUVs. The Aspen is a full-sized SUV that gives the extra space needed when carting around the family, towing your boat, or trying to get all of the supplies for your home re-modeling project in one trip. Gas prices are back down again so the idea of purchasing a vehicle that doesn’t get 20 mpg to a gallon doesn’t seem like such a bad idea. Starting at a base price of $35,780, the optional features that give the Aspen a luxurious feel like the second row heated bucket seats, a functional third row, a preferred package with 20-inch rims, back-up camera, leather seats, and sunroof, don’t make the price skyrocket. The price for all of those goodies and the optional 5.7 L Hemi V8 remained reasonable at $43,890

We tested the optional 5.7 L Hemi V8 engine that produces 335 horsepower at 5,200 rpm and 370 lb-ft of torque at 4,200 rpm, though the standard 4.7L engine, producing around 300 horsepower, would be enough for most drivers. Like most large SUVs, the fuel economy may not seem fantastic with a range of 13 mpg city and 18 mpg highway, but when you factor in the 9,000 pound towing capacity, size of the SUV, and Hemi engine, the mileage isn’t too bad. But, if you’re curious to how this beast handles or you don’t believe that a third row could actually be comfortable, you’ll have to watch our car review video of the 2008 Aspen.

We recently took the 2009 BMW X6 xDrive50i for a test drive in the Blue Ridge Mountains while visiting BMW’s Spartanburg manufacturing plant. Our Publisher, Charlie Romero, was quite impressed with this new segment, saying that the X6 could be the best-handling SUV from BMW. He even went so far as to say it handled better than a standard 5 Series.

The X6’s great handling may have something to do with BMW’s intelligent xDrive all-wheel-drive technology, which is a standard feature. The 2009 X6 is also the first vehicle in the world to offer Dynamic Performance Control for unique agility, tracking stability, precision, and traction abilities. Dynamic Performance Control allows the engine to apply torque to each of the wheels as needed, with a gauge in the front dash to show how the power is being applied and distributed.

The new X6 is very quick, coming with two gasoline engine choices. The xDrive35i is powered by the inline-six cylinder with twin turbo technology that produces 300 horsepower at 5,800-6,250 rpm and 300 lb-ft of torque at 1,400-5,000 rpm. We tested the X6 xDrive50i that has the V8 with twin turbo and direct injection. This brand-new engine produces 407 horsepower at 5,500-6,400 rpm and 442 lb-ft of torque at 1,800-4,500 rpm. Both engines are mated to the same 6-speed tranny that is in the X5. Paddle shifters, in addition to the electronic shifter, are standard in conjunction with the 6-speed automatic transmission. These shifters, however, are dual action paddle shifters, meaning that you can downshift or upshift on either side.

The X6 has the same wheelbase as the X5, though the exterior design is a bit deceiving, giving the illusion that the X6 is shorter than the X5. This wheelbase has a very sharp turning radius making ingress and egress from parking spaces an easy task. The exterior design of the new X6 is meant to maximize on aerodynamics but that design does not hinder the very aggressive styling. The X6 has a sporty stance thanks to the muscular wheel arches and bulging fenders at the front and rear of the vehicle, making up some of the unique proportions and lines that are clearly visible from the side view of this SAC. Function, in addition to aggressive styling, was also taken into consideration when designing the X6. Numerous air intakes are built into the front fascia, with every styling feature having a purpose like cooling the turbochargers.

The interior of the X6 is clean and futuristic, leaving out unnecessary fluff. It is crafted with high-quality materials like the dark wood-grain in our tester and double-stitched leather on the dash. The cockpit of the X6 has a seating position more like that found in a sports coupe while the rest of the vehicle keeps the unique utility features of a SUV. Like most SUVs today, the rear hatch closes with the touch of a button. The storage area is already outfitted with hooks to secure cargo, giving the driver typical trunk capacity by today’s standards. The backseat passengers each have separate seats and climate controls, unlike the X5’s SAV’s bench seating. Even Charlie, at 6’3”, fit in the back with enough space for comfort during a day’s-long road trip.

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For those who are looking to customize their purchase, the X6 has numerous upgrade options from HD radio, Satellite radio, Nappa leather, dark wood or bamboo trim, navigation, and running boards to name a few. The package options include: rear climate, premium sound, cold weather, active ventilated seats, sport, and technology. However, be prepared for those options to add up. Base price will start around $63,900, hopefully topping out in the ballpark of $75,000 with the addition various options.

If the estimated fuel economy ratings of 13 mpg in the city and18 mpg on the highway is not that appealing you can wait for the hybrid drive, which will be available in 2009.

Click here for more 2009 BMW X6 photos.
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Mercedes-Benz just added a new member to the GL-Class for 2008, the full-size GL550. The GL550, joining the GL450 and the diesel-powered GL320 CDI, is designed to represent the best the GL line can offer; nearly all previous options are now standard equipment on the new GL550. On the outside, the styling is distinct. 21″ AMG wheels fitted with low profile tires, fender flares, chrome trim, blue-tinted glass, and a larger Mercedes-Benz star on the front grille give the GL550 a distinguished look.

The interior offerings of the Mercedes-Benz GL550 are superb, as they should be in a vehicle with a price tag of $77,750. Heated leather seats with memory settings for the driver and co-pilot, a navigation system, satellite radio, and dual moonroofs are just a few of the features that give the GL550 its luxurious feel. The non-touchscreen navigation system leaves much to be desired in terms of easy use, but most controls, including the height-adjustable Airmatic suspension and sport/comfort settings for the shocks, are easily within an arm’s reach. The GL550 is well-equipped for road trips with passengers thanks to the independent climate control and DVD screens for those in the back seats. But, if you are only carrying three passengers, the third row seats can be stowed with a push of a button, lying flat to give you maximum cargo space.

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Mated to the 7-speed automatic transmission found in several other high-end Mercedes, the 2008 Mercedes-Benz GL550 is powered by a 5.5L all-aluminum V8, the same engine that’s in the S550 sedan, producing 382 horsepower at 6,000 rpm and 391 lb-ft of torque at 2,800-4,800 rpm. Unfortunately for the wallet, the GL550 takes premium fuel, burning through it at an estimated average of 13 city/17 highway.

If you’re in the market to buy one of the new GL550s, watch our 2008 Mercedes-Benz GL550 Car Review Video for more on the GL-Class’ newest member:

You can also watch the 2008 Mercedes-Benz GL550 Video on YouTube.

In 2004, the brand-new Nissan Titan was the biggest, brawniest full-size truck from Japan. A 305-horsepower V8 and freight-train styling raised the game, and alerted Detroit to an attack on one of the last segments the American Big Three still dominated. It didn’t offer as much variety as the established lines from Ford, Dodge and GMC/Chevrolet, but was more of a one-size-fits-all truck.

Three years later, the Toyota Tundra kicked it up a few notches. For 2008, Nissan has followed suit, offering more configurations and more power. The Titan’s 5.6-liter V8 now makes 315 horsepower @ 4,900 rpm and 387 lb-ft of torque @ 3,400. That’s only fourteen pound-feet shy of the Tundra’s 5.7. Fuel economy is standard for huge pickups at a rated 12 city and 17 highway.

Nissan has also added an off-road trim level called the PRO-4X, and that’s what they sent us. The Pro-4X comes standard with off-road specific shocks by Rancho, a specialty division of Tenneco with fifty years of experience making truck suspensions. There are also skid plates for the transfer case and the lower radiator. Serious enthusiasts will make further upgrades, but the Pro-4X’s purpose is to save them some work, as well as to simply provide the casual off-roader with a turn-key package.

The Titan PRO-4X’s interior has drawn some criticism for being too plain. That may or may not be important to the truck’s demographic. It is simple and blocky, but it’s still miles ahead of a mid-nineties American full-size pickup. Our PRO-4X tester carried unique interior treatment, some of which we liked (steering wheel and shift knob done in leather with red stitching) and some of which we could have done without (“PRO-4X” tags attached to the front seats). More importantly, it works. The Tundra has a few more nooks and crannies, but the Nissan Titan is no slouch. Six cup holders and two bottle holders, as well as an extended roof console and an appropriately oversized center console, make it a capable swallower of stuff.

You also watch the 2008 Nissan Titan Pro-4x Video on YouTube.

Roadfly had a long-term Nissan Titan last year, and it scored pretty well with our staff. Neat little features like the dampened tailgate assist and the lockable storage box mounted in the driver’s side of the bed add little dashes of practicality, as does the power sliding rear glass. Bigger features like the “Utili-track” system, with tie-down clamps that move around on a system of rails in the bed, make still bigger improvements in the Titan’s capabilities. The handy track system is part of the $800 High Utility Bed package, which also includes a spray-on bed liner, bed lighting, and a 12-volt DC power outlet. If you skip this package, you should probably stop here and consider buying a Sentra instead.

Our PRO-4X had a lot of options, giving us a case of mild sticker shock. The base price of $33,950 was a bargain, but it ballooned to $41,870 after all the added options. Some of them were no-brainers, like the bed package, the tow package (Class IV hitch, extending towing mirrors, trailer brake pre-wiring) for $450, and the $900 moonroof.

Others were more expensive and you may want to go without them if you’re looking for a steal. The “popular package” included (to name a few) an eight-way power driver’s seat, power adjustable pedals, HomeLink, Bluetooth, XM Satellite Radio, and steering wheel-mounted controls for the 10-speaker Rockford Fosgate audio system. This is neat stuff to be sure, but at $2,250 it might be something the hard-core off-road clientele are willing to forgo.

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Ditto the rear-seat mobile theater system for $1,450, which gets you a flip-down 8-inch monitor, a DVD player with auxiliary inputs, remote control, and two sets wireless head phones. However, this might be a very worthwhile option if you plan to use the PRO-4X for tailgating or camping.

A tough call would be the side airbag package our tester was equipped with. It supplies the Titan with side-impact air bags mounted in the front seat, curtain air bags mounted in the roof, and Vehicle Dynamic Control (VDC) and brake assist. This is all really good stuff, especially since big trucks in general are heavy, roll-over prone, and easy to lose control of. However, it’s a pricey option at $1,200.

Whatever options you choose, the Titan PRO-4X is a pretty impressive truck. It’s not as speedy as the Tundra, but it has a specific enthusiast flavor that vanilla-bean Toyota has yet to inject into their full-size pickups. In reality, the 2008 PRO-4X is more of a competitor to the Ford’s formidable FX4 off-road trim level of their full-size F150.

The 2008 Toyota Land Cruiser is quite the versatile full-size SUV with a luxurious interior, a redesigned/modernized exterior, three rows of seating, and full-time 4WD. The interior of the 2008 Land Cruiser has features that luxury vehicles have made necessities, like the cooler in the center console and a rear entertainment system.

Behind the scenes, the Toyota Land Cruiser sports a 5.7-liter V8 that produces 381 horsepower @ 5,600 rpm and 401 lb-ft of torque @ 3,600 rpm. For the off-road enthusiasts, the Land Cruiser has the new Kinetic Dynamic Suspension System (KDSS) that allows the sway bars to free themselves from the vehicle via a hydraulic system. KDSS adjusts stabilizer bar effects based on driving conditions and when off-roading, it enhances suspension articulation. The crawl control system, activated with an on/off switch, also helps when going downhill or uphill over rocky or rough terrain. Worried about rolling over while off-roading? Don’t be. The Land Cruiser’s engineers took safety seriously. Toyota included supplemental restraint systems like active headrests and roll-sensing side curtain airbags (for a total of 10 airbags in the vehicle).

For more on Toyota’s full-sized SUV, watch our 2008 Land Cruiser Video and let us know what you think.

You can also watch the 2008 Toyota Land Cruiser Video on YouTube.

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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.

You may remember the VW Touareg 2 from a little movie called The Bourne Ultimatum, but reality check: we aren’t bad-ass drivers like those in The Bourne Ultimatum. The ordinary driver is mostly likely using the Touareg 2 to haul families around or to off-road with friends, not to chase down targets.

We had the opportunity to take the Touareg 2 off-road, so check out our video and let us know if this is more your speed or if you would rather be in a high speed chase. We can tell you one thing: this VW impressed.

You can also watch the 2008 Volkswagen Touareg 2 Off Road Video on YouTube.

Nissan claims its little Frontier pickup has “class-leading” off-road capability-but pretty much every truck manufacturer makes those sorts of claims. Now, we’ve been mightily impressed with Nissan test products before, but our inherently skeptical natures still prevent us from taking any brand’s words at face value. Especially when we’d just finished flogging the big-dog Titan around the hills and dales of Texas’ Bridgeport Recreational Park-how could this mid-size hauler have anywhere near the capability of that machine?

Turns out that, while it might not have quite the same ground clearance or heft as its bigger brother, the Frontier comes awful close in almost every aspect-and it proved itself to be perhaps even more fun in the rough stuff. Nimble is one word that springs to mind; where the Titan is more like a Sherman tank, the Frontier feels like a desert Hummer-quick and light on its feet.

Which is not to say the Frontier suffers in the numerical ratings. The midsizer’s ground clearance is an impressive 10.1 inches at the rear axle-down just two-tenths from the Titan, and up a good half-inch over the Toyota Tacoma. Approach and departure angles are rated at 32.6 and 23.3 degrees respectively. The rubber on the Frontier LEs we tested was 265/65 on 17-inch rims; interestingly, the high-performance NISMO model wears 16-inchers and 265/75 tires, presumably for better off-road ability. Perhaps the best number, though, when it comes to the Nissan Frontier, is 265. That’s the horsepower rating of the brawny 4.0-liter V6; it bests not only every other V6 truck, but even tops the Dodge Dakota’s V8 as well. Torque is an equally-impressive 284 lb.-ft.

Some other pertinent numbers regarding the Frontier: Five is the number of gears in the automatic transmission in most of our testers; it’s sourced from the Titan and thus probably bulletproof. 1,552 lbs. is the payload capacity, with towing rated at 6,500 or 6,300 with the King or Crew Cab. 15/20, which is the EPA mileage rating. 154, which is the horsepower rating of the standard 2.5-liter four-cylinder-we didn’t drive it, but it’s said to be the most powerful truck four-banger, too. $15,900 is the pricetag on the base-model XE, with the I4 and two-wheel-drive; the sticker on out loaded LE and NISMO testers was about $25,000 (figure about $2,500 extra for the Crew Cab). And one more number we liked a lot: 380, which is the wattage of the high-line Rockford Fosgate 6-disc stereo system.

The best thing about Nissans, though, is that they’re not only impressive on paper. The Frontier is a blast off-pavement; it runs like a 350Z on monster tires. Eager, agile, and responsive, this truck encourages you to push the envelope beyond what you’d normally think is possible. We climbed up hills that seemed sure to flip us end-over-end back downward, and descended similar grades that we would’ve thought too steep to traverse without rappelling equipment. Never once did we lose traction, and never once did the Frontier put a paw wrong. Awesome.

Nissan had brought along a few manual-transmission-equipped NISMO models, too; the six-speed stick is otherwise only available in SE guise. Off-road, it not only gave better acceleration, but also better control-plus, it’s good for a couple m.p.g. We’re on record as being staunch stick-shift supporters anyway, but our appreciation for manual gear control was only heightened in this hot-rod pickup.

Speaking of that NISMO model, we were impressed by the amount of content it adds, for just a couple hundred bucks more than the LE. Special Bilstein shocks and skid plates are included to make the off-roading a lot more fun and safe for your powertrain, and an electronic locking rear differential adds noticeable traction. The suspension and traction control systems are also specially tuned for off-road prowess by the Nissan Motorsports guys, too.

We tested Frontiers with and without the available Hill Start Assist and Hill Descent Control electronic systems, and we’d recommend them to any buyer who expects to do some serious off-roading (or who lives in San Francisco). HDC allows you to descend sheer peaks without worrying about correct application of the brakes; the ridges we were taking on were a lot less nerve-wracking when we didn’t have to worry about stopping too abruptly and losing traction or being too judicious with the brakes and plummeting downwards at light-speed. HSA keeps the truck from rolling backwards without applying the brakes or accelerator; we found it made our ascents much smoother.

We were obviously pretty busy paying attention to our surroundings, but we can report that the Frontier scores points in the interior department as well. Every switch and control was ergonomically correct, and handy storage cubbies, like the 1-liter bottle holders in the doors, abound. Even more storage space hides in boxes under the rear seats, and the front passenger seatback folds down to create a workspace. There’s even a dual glove box, which sorta mimics the rear-hinged back doors in the clamshell-like way it opens. Utility out back is improved with an available spray-on bedliner and the handy Utilitrak system from the Titan.

All in all, we were mightily impressed with the mid-size Nissan pickup. It’s attractive, rugged, practical, powerful, inexpensive and well-sorted.