It may be a case of too little, too late for Volkswagen’s new mini-SUV, the Tiguan. Just introduced in the U.S., the Tiguan is going up against two strong competitors, who have been in this market for several years, the Honda CR-V and Toyota RAV4.
But, if you’re a VW fan, you’ll probably like the Tiguan.
The styling resembles the larger VW Toureg on the outside, with a rugged, go-anywhere stance. However, the Tiguan is designed for city driving so several off-road options available on European models won’t be making the trip across the Big Pond.
A tried and true, 2.0-liter turbocharged four cylinder engine with 200 horsepower is the only option and can be mated with a manual or automatic in front-wheel drive versions or automatic only in the all-wheel models. Despite a lack of low end torque, the little turbo does a fine job of getting the lightweight Tiguan up to freeway speeds.
VW hints that it might add a diesel engine later in the model run, but don’t count on it or wait for it, especially as diesel prices continue to climb in the U.S.
Based on the same chassis as the VW Rabbit/Golf, the Tiguan is fairly nimble around town. The interior is almost identical to the Rabbit/Golf with the controls and gauges in the same places. The dash surfaces are a soft-feel texture but overall, the interior doesn’t warrant the mid-$20,000 base price.
There’s more headroom in the Tiguan than a Rabbit/Golf and the optional sunroof makes the interior feel roomier.
The front seats are comfortable but have VW’s confounding adjustment system. The rear seats have six inches of front-back travel and recline for additional comfort. The 60/40 split opens up more cargo space in the back of the hatchback. A drop-down center armrest has cupholders as well. You also can drop the front passenger seat for even more room.
The Tiguan doesn’t create much excitement for a new vehicle. Rather, it’s a very comfortable, nice mini-SUV that meets a lot of needs for some owners. Whether it can muscle its way into the already crowded segment will remain to be seen.

Volkswagen has been making station wagons for some 50 years. With that much history, they have the formula down pat.
The latest VW wagon is the new Jetta SportWagen and it’s probably the best wagon ever offered.
The fit and finish inside and out is near perfect. The gauges and controls are similar in all VWs and the Jetta doesn’t stray far from other models.
The Jetta SportWagen is 14 inches longer than the Golf/Rabbit platform it’s built on, which offers nine more cubic feet of storage in the back, with the rear seats upright. Fold them flat and you have nearly 54 cubic feet of space, which should be sufficient for most trips to The Home Depot.
A huge sunroof extends nearly from the windshield to the back deck lid. Not quite, but almost.
Befitting the SportWagen name, this Jetta comes with two peppy engine choices.
Currently, you can choose from a 2.5-liter, five cylinder with 170 horsepower or a turbocharged, 2.0-liter, four cylinder good for 200 horsepower. A diesel engine is promised soon in limited quantities for the U.S.
A five- or six-speed manual transmission is standard. A six-speed automatic with Tiptronic (auto/manual) or a six-speed DSG paddle-shift gear box are optional.
We tested the 170-horsepower version with the six-speed Tiptronic transmission. While 170 HP may not seem like much in this age of 300-horsepower vehicles, the Jetta doesn’t disappoint you in the power department. This is not a pseudo muscle car, but a family carrier intended for commuting, vacations and chores.
Fuel economy is rated at 21 in the city and 29 on the highway with an average of around 24. That could be better and maybe that’s one reason a diesel engine is on the horizon.
Our test model was priced at a reasonable $24,099, which included a $1,100 upgrade for the Tiptronic transmission, $450 for the 17-inch alloy wheels, $325 for a premium audio package and $225 for the cold weather package that included heated front seats.
Standard features included a leather-wrapped steering wheel, power doors and mirrors, cruise control and the huge sunroof. SiriusXM radio also is included in the package.
The SportWagen is a sporty, fun vehicle and a great alternative to the hulking SUVs gathering dust on dealership lots.

Volvo has become synonymous with safety. And that continues as the Swedish automaker rolls out a new line of 2008 models.
The versatile XC70 is a good example. It’s built on the same platform as the new S80 sedan, which is bigger than the previous S60 platform. The new XC70 has a two-inch longer wheelbase and is four inches longer overall. The distance from floor to roof is also an inch and a half taller, allowing for more interior headroom.
But one of the biggest improvements is the addition of a 3.2-liter, in-line six-cylinder engine with 325 horsepower, almost 30 more than the previous in-line five cylinder. This is coupled with a six-speed automatic with the manual/auto option. Fuel mileage is average at 15 city and 22 highway.
As expected, even more safety refinements have been added to the new model. There’s more steel in the construction and side protection has been upgraded.
Volvo bucks the current trend and refers to the XC as a sport wagon, rather than the now-popular term: crossover.
As a result, the XC70 is designed for families. With comfortable, four-passenger seating with split and folding rear seats, the Volvo is designed with small passengers in mind. An optional seating package provides built-in child seats that pop up to accommodate 3 to 5 years olds and again for 6 to 10 year olds. No more hassle with tying down portable child seats. Another added benefit is that the side airbag curtains have been lowered to provide more protection for smaller passengers as well.
Our test model was well equipped and priced at $44,065, which included several option packages. The audio package includes a beefier sound system with rear seat headphones, jacks and controls, plus Sirius satellite radio for six months. An optional DVD system adds small screens in the back of the front headrests.
We also had the premium package with leather seating surfaces, passenger power seat options, moonroof, the child seats and wood inlay appointments.
Standard feature include the expected power windows, doors and locks. Volvo adds a push-button start, but you still have to slide the key fob into a slot in the dash.
The interior is austere but awesome. The two-tone color combination works very well. The “floating” center console that has become a Volvo standard can be outfitted with burled walnut or aluminum. Either way, it offers additional storage behind the console for CDs or other items.
With all-wheel drive and a high ride height, some might figure the XC70 is designed for off-road duty. It will handle light stuff, but don’t confuse this vehicle with a Land Rover or Hummer.
This is a good, old-fashioned station wagon with a lot of incredible safety features. If you have a family and have the money, you can’t go wrong with the XC70.

For decades, Volvo and its Swedish cousins at Saab have produced some wonderful automobiles but with questionable styling.
Volvo underwent a major image transformation in the early 1990s and Saab is also changing its look. Both for the better.
But now, Volvo has taken a step forward again with the introduction to the U.S. market of its quirky little sports coupe, the C30. This is a car that should appeal to buyers under 30 and those over 50. The front end is definitely Volvo with the distinctive “slash” across the front grill. But the sloping roofline and unusual rear end will remind those old enough, of the 1800 ES classic of the 1970s.
A strictly four-seater, the C30 isn’t a family car. The rear seats are not meant for adults unless they like having their knees under the chins. The C30 is meant to go after buyers who might be inclined to look at the Audi TT, Mini-Cooper or VW GTI.
The Volvo is a bargain. Our test model had a sticker price of $25,170, which included $1,250 for the six-speed automatic transmission, $450 for the gleaming, blue paint job and $745 delivery fee.
For that, you get 17-inch wheels, tilt/telescoping steering wheel, auto windows, doors and mirrors and heated outside mirrors.
The steering wheel is leather-wrapped and the seats are covered with a material best described as cloth-leather.
The dash array is similar to other Volvo products with the distinctive “floating” center console. The audio and climate controls are mounted on a thin, brushed aluminum panel with storage space behind it for CDs. There are two cupholders in the center console and also in the front doors.
There are some nice touches including an outside temperature reading, illuminated vanity mirrors over each sun shade and turn signal indicators on the outside mirrors. However, our test model didn’t have cruise control, but did offer audio controls on the steering wheel. The dash doesn’t offer an oil temperature reading or turbo indicator.
Of course, being a Volvo, safety components are everywhere, including side air curtains, front and side airbags in the front, stability-traction control, anti-whiplash headrests and several driver-information systems.
Power comes from a turbo-charged, in-line five-cylinder engine with 227 horsepower. A six-speed manual transmission is standard and the automatic has manual capabilities, but no paddle wheel shifters. Unless, you knew it beforehand, there’s no turbo lag that you can detect under normal driving conditions.
The C30 is extremely quiet on the highway. The suspension is on the stiff side, as a sport coupe should be, but provides a solid feel for the road. The steering is very neutral with no torque steer from the front-wheel drive.
From the side or rear, most will be amazed to discover that this is really a Volvo. It just might be the first Volvo that you would call “cool”.

Maybe, just maybe, there might be hope for those who want or need a full-size SUV. GM has developed an entirely new hybrid system that is now available in the Chevrolet Tahoe Hybrid and GMC Yukon Hybrid.
This unique, two-stage system was developed through an unusual consortium of automotive foes. At a special center in Troy, Mich., GM worked with BMW and DaimlerChrysler (since split), to develop the system for use in passenger cars. GM has been using a similar version in transit buses since 2003 in 60 cities across North America. Chrysler will introduce the system in its Chrysler Aspen and Dodge Durango in the near future. BMW hasn’t announced any plans for its use yet, although Mercedes-Benz is interested in using it as well.
The end result in the Tahoe is a seven- or eight-passenger SUV that can tow up to 6,000 pounds.
Fuel mileage ratings are 21 and 22 but we averaged 19.3 in a week of city and highway driving. That’s much better than the 14 we averaged in a regular V8 Tahoe. While that might not seem like much, with the price of gasoline these days, any improvement is welcomed, especially in a full-size SUV.
Like the popular Toyota Prius hybrid, the Tahoe relies on a regular gasoline engine for the heavy work and an electric motor for lower speed, city driving.
However, unlike the Toyota system, the Tahoe relies on a unique transmission system that offers seamless, unlimited shift points and a regular four-speed transmission when on the highway. The 300-volt hybrid battery also controls the air conditioning for continuous operation when the 6.0-liter V8 shuts down. A 42-volt battery runs the power steering and engine oil pump while a 12-volt battery runs the other systems.
Because the hybrid system requires more cooling, the front grill and fascia, and the running boards and mirrors have been redesigned for a better drag coefficient.
The hybrid system also adds 400 pounds to the vehicle’s weight, so aluminum is used to help reduce weight in the hood, rear liftgate and the front seats, which are thinner, but no less comfortable.
The interior is well done with power everything, including heated, leather seats. A rear entertainment system and power sliding sunroof are optional.
As you might expect, the hybrid version costs more. Our two-wheel drive test vehicle was priced at $52,780, including the two options mentioned above. The four-wheel version is some $3,000 more. That’s about $5,000 more than a similar gas-powered Tahoe. But with $4 a gallon gasoline the return on the extra investment should be returned much sooner.
Finally, you might ask why GM put this system in a full-size SUV rather than a regular passenger car. The suits said the ratio of improvement was greater in the Tahoe than it would be in an Impala, for instance. And, with dealership lots jammed with gas-guzzling SUVs, the Tahoe Hybrid might help with overall sales.

The old saying about not being able to judge a book by its cover also applies to some vehicles.
The Suzuki XL7 is a case in point. Bigger and bolder for 2008, the XL7 rides on the same chassis as the Chevrolet Equinox and Pontiac Torrent even though it has a different exterior cover.
Inside, the audio and climate controls are straight out of the GM parts bin.
There’s nothing wrong with that, especially when you can save a couple thousand dollars and get a far superior, seven-year, 100,000-mile warranty from Suzuki.
The Suzuki was the most affordable seven-passenger SUV on the market for several years but didn’t deliver much in the way of off-road or even rugged-road ability. The new, 2008 model is some 10 inches longer and two inches wider than the pervious model, which allows for a little more room in the back two rows. However, the front and rear bumpers extend way past the axles, which still limits any serious off-road duties. Like most SUVs, the XL7 is intended for urban use.
Power comes from a 3.6-liter V6 – built by Suzuki under license from GM – that produces 252 horsepower when mated to a five-speed automatic transmission. There is no manual transmission option, furthering the urban use direction. Fuel mileage was adequate at 16 in the city and 22 on the freeway.
The XL7 is available as a front-wheel or optional all-wheel drive.
The third row seating also is an option on the upper two trim levels as a $1,350 option. Unlike the Equinox, the second row seats are not adjustable but do fold flat along with the front passenger seat for longer cargo items.
As with most SUVs these days, the Suzuki is armed with a plethora of standard safety features including side air bags for all three rows, stability and traction control and a tire pressure monitor among the highlights. The XL7 gets five stars (the best) for front and side crash protection from the National Highway Traffic Safety Administration.
Our test model was the top-of-the-line Limited Edition priced at $27,948. The only option was the rear vision camera for$649 mounted in the rear view mirror. Put the SUV in reverse, and a small screen within the mirror projects objects behind you. Kind of a neat, unique feature we hadn’t seen before.
In addition to the exterior standard items like a rear spoiler, fog lamps and self-leveling rear suspension, the interior came standard with navigation, remote engine start, six-way power driver’s seat, sunroof, Pioneer audio system with MP3 compatibility and rear air conditioning controls.
For a company better known for its two-wheeled vehicles, Suzuki is making some nice vehicles these days. The XL7 is certainly one of them, even though it may be a GM product in many ways.

When you mention Suzuki, most people immediately think about the company’s potent, and usually noisy, motorcycles.
However, Suzuki also makes automobiles. And the all-new SX4 is a very good compact car. Surprisingly so.
Available as either an all-wheel drive hatchback-wagon or front-wheel drive sedan, the SX4 offers plenty of room, versatility and better than you would expect interior trim for a $15,000 vehicle.
We tested the sedan version with the upscale Sport package that adds automatic climate control, keyless entry and ignition, cruise control, steering wheel controls and an upgraded audio system with six-disc CD changer. The standard model features include air conditioning, full power accessories and 17-inch wheels, which is unusual for a small car.
Power comes from a 2.0-liter, 143-horsepower, four-cylinder engine that provided plenty of power for any type of driving.
The hatchback model may be preferred by people who are more outdoorsy or live in colder climes where the all-wheel drive would come in handy. A note, however, the all-wheel drive adds more than 100 pounds to the car’s weight and that puts a tax on the little power plant. But, it’s the least expensive all-wheel drive vehicle on the market.
Fuel mileage figures are rated at 22 in the city and 30 on the highway. We didn’t do quite that well on the freeway, but the federal figures are computed under optimum conditions that none of us ever come close to duplicating.
Although they ride on the same chassis, the sedan is 15 inches longer than the hatchback, providing more rear leg room and trunk space.
The sedan offers comfortable seats front and back, although the driver’s seat adjustments are manual, not electric. The rear seat sits up higher for better rear visibility and folds neatly flat for additional cargo space.
The interior is clean and simple without looking cheap. The three gauges on the dash provide all the information you need. The center stack controls are easy to reach and operate. A center console storage area and dual cupholders are standard.
The SX4 won’t be mistaken for a sports car, but the ride and handling are on a par or better than many competitors.
The Suzuki also comes with a seven-year, 100,000-mile powertrain warranty that is transferrable to a future owner. Roadside assistance 24/7/365 is included along with a courtesy car should you need repairs.
That’s a pretty good package for $15,270. If you’re thinking about a Corolla, Sentra or Civic, you might want to drop by a Suzuki dealer and at least take a look at the SX4.

When it comes to buying real estate, the golden rule is “location, location, location”.
Sometimes, when it comes to buying a vehicle, the same rule applies. If you live in Minnesota, four-wheel drive is almost a necessity. Arizona? Forget it.
But in Georgia, where we have diverse seasons and occasionally bad weather, four-wheel drive is nice to have but maybe not necessary. A good alternative is all-wheel drive.
And a good choice for an all-wheel vehicle would be any Subaru. They all have it standard.
The Outback is their top model with seating for five, enough storage space and plenty of power and amenities.
Available only as a station wagon, there several trim levels, including a gussied-up L.L. Bean version with special interior.
You also can select from three different engines. A 2.5-liter, four-cylinder with 170 horsepower, a turbocharged version of the four with 243 horsepower or the 3.0-liter, six-cylinder with 245 horsepower.
A five-speed manual or four-speed automatic are the transmission choices, although the top model offers an optional five-speed automatic.
The Outlook was built with the North American market in mind, so it is more “Americanized” than some Asian-built vehicles.
The interior feels roomy and comfortable with nice seats and a short list of upscale options.
Navigation, which is normally an option, is standard on most higher-end models.
We test drove the 2.5i Limited version without turbocharging. Even driving through the mountains in north Georgia, we found it had plenty of power, even with the automatic transmission. We averaged 22 miles to the gallon, which is good because most all-wheel drive vehicles lag in that department because of the system’s extra weight.
Standard features included 17-inch wheels, heavy duty suspension, rear window wiper/washer, Harman Kardon premium audio system, cruise control and leather upholstery. The bottom line was $31,211 with the only extra cost being $51 for a cargo net in the rear.
Since we plan to live in Georgia the rest of our lives, an all-wheel drive vehicle is our choice. And, the Outback is certainly one at the top of our list.

You might call the Saturn Vue Green Line Hybrid SUV a “Diet Hybrid” because of the single mode system.
Unlike the Toyota Prius or the new GM hybrid system just introduced, the Vue cannot run solely on electric power from the battery pack. Instead, it functions more to keep the power steering, climate control, audio and other accessories running while stopped.
However, the Vue does offer improved fuel mileage over a gasoline-power Vue. Official figures are 25 in the city and 32 on the highway with an average of 28 miles per gallon under normal driving conditions. That’s well below the Prius, which averages closer to 38 mpg, but the Toyota isn’t an SUV with the extra cargo space. It’s also less than the Ford Escape and Mercury Mariner SUVs that get 36 city and 31 highway mileage figures with the Ford hybrid system.
A dual-stage hybrid system is due soon in the Vue. GM developed that system in conjunction with Chrysler and BMW and we’ve tested the system in both the Chevy Tahoe and GMC Yukon. That system does allow operation under electric power only, but the gasoline engine kicks in on the freeway or under heavy acceleration.
Our test vehicle was well equipped with a leather steering wheel with audio controls, XM radio power windows and doors and safety air bags. The bottom line was $25,720, which is about $4,000 more than a gasoline-only Vue. But, factor in the better fuel mileage and $650 tax credit for the hybrid and the Vue isn’t a bad deal.
The Vue is one of the better looking small SUVs on the market. A rear spoiler across the top of the rear deck adds a sporty factor and also helps reduce drag.
The gasoline engine is a 2.4-liter engine with a four-speed automatic transmission. Front wheel drive is the only option. Rated at 170 horsepower, it doesn’t feel like it. There’s a lot of lag getting up to freeway speeds and not much acceleration for passing once you get rolling.
An indicator light in the center of the dash displays “ECO” for economy when you’re in the range for the best fuel mileage. Watching that display and using a light right foot help obtain maximum fuel savings.
Saturn does offer an extended eight-year, 100,000-mile warranty on the hybrid components, so that eliminates one area of concern.
The ride is somewhat rough because of the low resistance, 17-inch wheels that are designed to help with fuel economy.
The interior gauges and controls are well laid out and simple to operate. However, the huge chrome accents around the dash, steering wheel and door handles inside only accent the less than high quality interior surfaces. Some of the chrome/aluminum is brushed and some is shiny. There’s no wood trim to be found.
The current Saturn hybrid will satisfy most families who need the space of a smaller SUV and want to save on their gas bill. But you might be better suited, waiting on the new two-stage system that should be available early next year.