If you're not into big cars, Scion showed two new models at Chicago. The '08 xB, on sale in August, is substantially bigger, inside and out. Its 108-horsepower 1.5-liter four is replaced with a 158-horsepower, 2.4-liter engine, and its box-on-wheels-shape is replaced with a more organic, rounded edge box, designed in Toyota's California studio.

The xD (shown here) replaces the entry-level xA, and it's now on the Yaris platform, with a larger, 1.8-liter four making 128 horsepower. It's on sale in April. Both the xB and xD are offered with five-speed manuals or four-speed automatics, the latter a cost-cutting surprise from an automaker that manages to put five- or six-speed automatics in just about everything else.

Both new models, like the old ones, have loads of standard equipment, including standard a/c, power windows and a 160-watt stereo with iPod connectivity. The only options are transmission and color, and of course Toyota encourages personalization; big wheels, lowered suspension, wild paint jobs and the like. The xB and xD interiors are much cooler, bringing some of the same appeal as the Mini's interior.

But the new models make me wonder whether Scion can sustain its image. Maintaining youthful hipness is tougher than introducing it, especially when you work so hard to be blase about it. The xB has lost some of the wacky, Japanese Domestic Market-style appeal that has made it a darling of the so-called Millennial set.

Sorry but, fuel prices notwithstanding, the big, powerful Pontiac G8 is the future - the two Scions' prospects remain to be seen.

Chicago's most important introduction this week was the Pontiac G8 sedan. (See Motor Trend's video.) In fact, it may be more important than GM's Detroit introductions, the Cadillac CTS, Chevy Malibu and Camaro convertible.

It's the G8 that makes the Camaro possible. They're both on the same new rear-drive platform, designed and engineered in Australia at GM's Holden division.

The car is so important because...

a.) It validates the move back to big rear-wheel-drive sedans that Chrysler began with the 2005 LX models.

b.) It provides GM with an affordable rear-drive platform that can be used across most of its divisions. Cadillac's Sigma premium rear-drive platform is too costly.

The Holden rear-drive architecture, formerly known as Zeta, has a MacPherson strut front suspension and a multi-link suspension in the rear. Chief car guy Bob Lutz says it's extremely flexible, able to underpin a wide variety of cars. GM has developed it with 112-inch (Camaro), 115-inch (G8/Holden Commodore) and 119-inch wheelbases. The next-generation Buick Lucerne and Cadillac DTS replacements could run off that 119-inch wheelbase, although GM claims it hasn't made a decision about what to do with those cars.

The G8 is a performance sedan designed to target the Dodge Charger. The base G8 will come with a 261-horsepower, 3.6-liter twin-cam V-6 and five-speed automatic, aimed at the 3.5-liter V-6 Charger. The G8 GT will have a 362-horse 6.0-liter small block V-8, targeting the Hemi Charger R/T. It will come with the choice of a six-speed automatic or six-speed manual, and - thank the car gods - has a handbrake instead of a pedal-operated emergency brake. Of course, a 600-horse Z06 engine would nicely vanquish the Charger SRT-8, and take on the BMW M5 as well.

Styling is pre-Bangle BMW-esque, nicely updated, and while GM is careful not to make claims about how well the car handles, BMW's 5 Series served as the benchmark for steering and handling.

The 2008 G8 is scheduled to go on sale early next year.

Given that trucks and large-platform SUVs keep middle America running, it's fitting that most of Nissan's Chicago show announcements had to do with the Japanese automaker's three largest vehicles. The Pathfinder, Armada, and Titan all receive minor changes for 2008, and with the exception of the Pathfinder's newly available V-8, few of those changes are worth crowing about.

Yep, you heard right: up until now, Nissan's Pathfinder wasn't available with a V-8. The Pathfinder's newfound grunt comes from the same 5.6-liter pump found in both the Armada and the Titan; it delivers over 300 hp ('08 outputs have yet to be finalized) and roughly 380 lb-ft of torque.

The Pathfinder's old 266-hp V-6 carries over, though it remains to be seen how dimly the V-6's light will shine when compared with that of its larger-displacement sister. New wheels, trim, available Bluetooth connectivity, a revised navigation system, and Nissan's Music Box in-dash hard drive technology also make an appearance. Front and rear styling-- including hood, grille, bumpers, and liftgate -- are also revised for the upcoming model year.

The Titan pickup doesn't receive any new engine or powertrain components this year, but it does undergo a good chunk of change -- new King Cab and Crew Cab long-wheelbase models, each boasting an extra foot and a half of bed length compared with the standard the standard model, make their debut. (Toyota's My-Truck-is-Bigger-Than-Your-Truck 2008 Tundra no doubt played a role in the Titan's '08 upsizing.)

A new off-road Titan variant dubbed PRO-4X -- featuring custom Rancho shicks, a lower rear axle ratio, two additional skid plates, an electronically locking rear differential, and unique trim -- debuted as well, along with a 350-watt, ten-speaker Rockford Fosgate audio package offering Bluetooth connectivity. Like the Pathfinder, the Titan also recieves Nissan's new corporate front and rear styling motifs.

Like its Titan and Pathfinder siblings, the Armada recieves a comprehensive interior and exterior facelift for 2008, but little else is new. Twenty-inch wheels are available for the first time, and the new interior boasts a much more luxurious feel.

The 2008 Pathfinder, Armada, and Titan are scheduled to go on sale in Spring of 2007.

While everyone else was busy paying attention to Ford's renamed 2008 Five Hundred (a car so good they unveiled it twice!) and Toyota's brand-new Highlander, Volkswagen quietly unveiled its 2008 R32. VW's Golf GTI-based, all-wheel-drive hatchback features a 3.2-liter, naturally aspirated, narrow-angle V-6, a standard twin-clutch (DSG) transmission, and more than a few subtle exterior changes.

The R32's power - 250 hp and 236 lb-ft of torque - comes from a version of Volkswagen's famed 15-degree VR6 engine. All that grunt is transferred to the pavement through a modified form of VW's 4Motion all-wheel drive. The best part? At least 75 percent of the VR6's available torque is sent to the back wheels at all times, ensuring both lurid throttle-induced drift possibilities and rear-wheel-drive dynamics.

Although a standard manual transmission isn't offered (and we'll bemoan that fact until the day we die), VW's six-speed DSG box should do an admirable job. Based on our experience with DSG-equipped "ordinary" GTIs, we can say without reservation that Volkswagen's twin-clutch `box is the best two-pedal transmission we've ever seen. Its near-seamless gear change technology allows the R32 to hit 60 mph in just 6.4 seconds.

A whole host of different styling and accessory touches come standard on the R32 as well. A brushed aluminum grille surround, new front and rear bumpers, twin chrome exhausts, R32-specific 18-inch alloys, and unique door handles and mirrors complete the package. Both track and ride height have been altered (wider and lower, respectively), giving the R32 a meaner stance than the standard GTI.

While we love the R32 in concept, we're not exactly sure what to make of it. Volkswagen's 3.6-liter "new-generation" V-6, as fitted to the rest of its current lineup, wouldn't fit in the current GTI's engine bay, and so power changes little from the last-generation (2004) R32. (Incidentally, that car shared the new R32's engine.) Weight increases, and while the rear-biased torque split is a welcome change - giving the R32 more of a rearward torque split than Audi's famed RS4 - we wonder whether the new R32 will be as entertaining to drive as the last one.

In other news, Volkswagen also announced a return to factory-sponsored road racing in North America. Beginning in 2008, VW will offer a healthy contingency program for SCCA club racing on both a regional and national level; cash awards will be handed out based on victory counts, and some level of factory support will reportedly be available in this country. A production-based spec series known as the GTI Cup and featuring identically prepared GTIs was also announced; the series will utilize near-stock production cars, provide an entry-level, low-cost way to get into professional motorsports, and be fully sanctioned by the SCCA. (VW GTI Cup races will be held as support races during SPEED GT events.)

The differences couldn't be more evident. Mark Fields announced that Ford Motor Company is renaming the Five Hundred with the old Taurus name at a Chicago Auto Show breakfast. Freestyle becomes Taurus X (for crossover - get it?) and Mercury Montego becomes Sable.

Makes it hard to avoid the cliche, "rearranging the deck chairs on the Titanic." Ford figures the new old names will resonate better with customers who wonder why the company stopped building such a good rental car.

Five Hundred, Montego and Freestyle apparently had better name recognition in their first year on the market, 2005, when Ford sold nearly 220,000 of them. Last year, combined sales dropped 24 percent, to 165,100.

Later that morning, over in the next room, Toyota introduced its new-generation Highlander Hybrid crossover SUV. (See Motor Trend's video) U.S. sales chief Don Esmond noted that the company had sold more than 170,000 hybrids in 2006.

"Hybrid" is a generic name for the gas engine/electric motor power-plants that Toyota has pioneered in the last decade. It's a more successful name for Toyota than Five Hundred/Freestyle/Montego -- or whatever you call them -- is for Ford.

And the renamed, face-lifted Fords will have to do very well to catch Toyota and Lexus hybrids this year. The Japanese automaker expects to sell more than a quarter-million of 'em in '07.

But any success for the Fords ought not to be attributed to marketing. The three-bar grille facelift on the Taurus and Taurus X make them look sleeker than the dowdy Five Hundred and Freestyle. And the new 3.5-liter V-6 provides much needed extra power versus the old 3.0-liter. Also, Ford moved the engines off the front subframe mount, and farther back on the frame, allowing more freedom to tweak the front suspension.

To compete against crossovers like the Taurus X, Toyota offers its 2008 Highlander, due in showrooms in July (The hybrid version launches in September).

The Highlander is three inches wider and nearly four inches longer, with an extra inch of ground clearance and three inches of wheelbase compared to the 2003-07 model. It's better looking, too, like a bigger RAV4, and it gets a new, 270-horsepower 3.5-liter V-6.

It comes with a bevy of new standard safety equipment, including seven airbags. The '08 model is 300 to 400 pounds heavier than the old Highlander, and yet Toyota claims fuel economy will be virtually unchanged (If you count economy using today's EPA testing procedures. A new '08 test will seriously lower every car and truck's official estimated fuel economy.)

Consumers might have trouble remembering the names of Ford's sedans and crossovers, but they have no problem thinking about fuel economy, and equating "hybrid" with Toyota.

I have an image for you. Two men in black suits wearing dark sunglasses. Does a certain movie come to mind? No...not "Men in Black." I'm talking the true cult classic, "The Blues Brothers". And the lyrics from their classic "Sweet Home Chicago" jumped to mind as I strolled the windy (and frigid) streets tonight after dinner. (Deep dish pizza at Gino's East.what else?)

"Well, one and one is two.
Six and two is eight.
Come on baby don't ya make me late!
Baby don't you wanna go.
Back to that same old place.

Sweet home Chicago."

It is time for Chicago Auto Show 2007, and, just like in the song, the numbers are at the top of my mind. January's Industry sales numbers were, on average, not inspiring. Take January's results as "average" for the upcoming year, and we're on track for a mildly disappointing 2007.

But the Chicago show always helps put things into perspective. Maybe it's a result of the massive halls of McCormick Place, but this show always reminds me of the size and scope of the U.S. market.

For example, the Ford Five Hundred sedan has been a disappointment since hitting the streets in late 2004. Released in time for self-declared "Year of the Car," it has not caught the imagination or checkbooks of Ford's expected audience. However, a quick glance at last year's numbers shows that almost 85,000 were sold. Over 1,600 per week in 2006. More than 230 per day. And since Ford unveiled the updated Five Hundred (shown here) at the Detroit Auto Show last month, today's rumor is that the venerable name "Taurus" is to be resurrected and hopefully breathe new life into the almost new car.

This will not be the biggest news from this show, but for me, it highlights what the Chicago show represents. It's an all-business affair.

No high-horsepower exotics or high-tech hybrid or high-style concepts will break cover at this show. Instead, we get to glimpse the purchasing power of today's U.S. buyer and how important each and every sale will be in this increasingly competitive and volatile marketplace.

Saturn Astra, Toyota Highlander, Pontiac G8, Scion xB, Nissan Titan, Armada and Pathfinder. None of these Chicago debuts will ignite wild passion, but their builders are counting on each and every one of them to pull finicky buyers into their showroom in 2007 and beyond.

In Sweet Home Chicago, it will be all about the numbers.

That's it from our All-Star Car Bloggers reporting from the North American International Auto Show in Detroit.

Our next stop will be the 2007 Chicago Auto Show beginning in early February.

We'd like to thank all of our outside contributors... Automobile Magazine, Consumer Reports, Edmunds.com, IntelliChoice.com and Motor Trend.

In the meantime, we'll save this spot for you. Check out the cars and leave a comment or two. We're always happy to hear from you.

(Image from Allposters.com.)

After walking the length and width of the NAIAS show floor at least 50 times over 3 days, what may be the next big trend slowly took shape before my eyes.

What to do? Walk the floor for the 51st time and report the results.

The next big thing? Fender vents. Yes, I know, big, bad versions have graced the fenders of the current Mini Cooper, Buick Lucerne and Land Rover Range Rover the last few years, but the diversity and number of vented fenders is quickly growing.

In order of discovery, I noted that the 2007 Dodge Nitro, Aston Martin V8 Vantage, BMW 6-Series, Maserati Quattroporte, Mini Cooper, Cadillac Escalade, Pontiac Solstice, Jaguar XK8/R, Land Rover LR3 and LR2 were all sporting shiny vents.

And to help prepare for an even shinier future, I give you the 2008 Cadillac CTS, Ford Focus, Five Hundred, and F250/F350 (huge!), Mini Cooper, Buick Enclave, and Jaguar XF (in C-XF guise). Just for fun, check out the concept Jeep Trailhawk and Lincoln MKR for an even longer-range view.

The new Lexus IS-F has a big bold "F" right where the vent might be... maybe a subtle rebuke to this new trend?

So, what to think? I would be fine if all were authentic, but sadly this is not the case. When form follows function, I am proud to be in this industry. But when the 'vent' is nothing more than a bauble tacked to the fender like cheap plastic jewels stuck to a 13 year-old girl's cell phone, I think I am looking at 2007's version of "spinner hubcaps."

So far, the two most intriguing and worthwhile debuts of 2007 Detroit Auto Show have been vehicles that we will never drive in their current guise. Both need further development and in one case, advanced battery technology. But the point is that they are here and exist within the halls and imaginations of two of the most aggressive OEMs in the U.S. market.

One is from Toyota - not a big surprise.

The other is from GM - surprised?

The Toyota FT-HS, pictured here, is what I have been waiting for. (HS stands for "Hybrid Sports") As owner of a 2004 and 2006 Prius, I understand the hybrid promise and have put my own money on these horses. But "engaging" is not the word I would use when describing the day-to-day driving experience. The FT-HS is projected to hit 60 MPH in less than 5 seconds and deliver 35+ MPG.at a price very affordable to the common sports car enthusiast. A perfect hybrid evolution.

But the Chevrolet Volt is special. (See a picture, plus Edmunds.com's take on it, here in the blog.) Hard to imagine (and even harder to type) but based on we have seen thus far, GM has an upper-hand in the Hybrid stakes.

The Volt introduces us to an all-new powertrain concept named E-Flex, and it is an obvious 'slap-in-the-forehead' solution to our current and growing energy/security crisis.

Since the gas engine is used 100% as a generator and never as a direct source of propulsion, the Volt of the future could deliver a theoretical range of 640 miles per small tank. And hit 60 MPH in a bit over 8 seconds.

But most impressively, if the future driver uses the plug-in feature and recharges for all trips less than 40 miles, the engine would never even need to fire up. Mile upon mile without a visit to the gas station. And that is revolutionary.

It's a little difficult to stay focused on the subject matter of a press conference when an international pop star swans his way onto the stage. At its Detroit unveiling, Audi dropped Seal (yes, that Seal, and no, he didn't bring wife Heidi Klum with him) onto the dais, ostensibly because A) their products are getting "a little bit crazy," and B) Seal himself uses an Audi Q7 as his personal car. Personally, we stopped staring at the Audis and started staring at the dude getting a little too familiar with the microphone stand while singing his lungs out. But then, you probably would have too.

It's not as if the cars on Audi's stand weren't worth the attention; they were.

A 200-mph racing car, a nondescript family truckster, and a 500-hp sport-utility wearing absurdly large chrome wheels were stretched across almost fifty yards of glossy white floor tile.

The interesting part? They were all diesels.

Yes, that's right: 500 hp from a diesel engine - and it's bolted into an Audi Q7. (photos from automobilemag.com) Two hundred miles per hour from a 650-hp diesel racing car, and it's quiet enough that, while cornering, all you hear is the odd tire chirp. And an ordinary sport-utility that burns diesel fuel without being slow, smelly, or boring to drive.

Audi's diesels represent a newfound focus for the brand, but it's one that backs up their long-spouted "Vorsprung durch Technik" (progress through technology) slogan. 2006 was a record year for Audi in terms of sales -- over 905,000 Audis were sold worldwide, a 9% increase from last year -- and it's the eleventh such year in a row for the Ingolstadt brand.

Success breeds branching out, and for Audi, "branching out" means "diesels." Audi's diesels are widely sold in the rest of the world (they account for 50% of all Audi sales), and are the epitome of modern diesel technology: quiet, fast, and fun. (They also offer twenty to twenty-five percent better fuel economy than their gasoline-engined counterparts.)

Audi's first diesel toe into U.S. waters will be the Q7 Bluetec TDI, powered by a 3.0-liter V-6. It generates 369 lb-ft of torque at a superlow 1750 rpm, and pumps out 233 bhp. The "Bluetec" bit -- a brand name for clean-burn diesel technology that's shared with some Mercedes-Benz vehicles -- will help ensure that the diesel Q7 will meet emissions requirements in all fifty U.S. states.

The 500-hp Q7 V-12 TDI concept? Although it's not earmarked for production, the concept features the world's first 2,000-bar Bosch Common Rail fuel injection system, hits 62 mph in just 5.5 seconds, and conforms to the Euro 5 emissions class that comes into effect in 2010. Fuel consumption is 20 mpg.

I cannot help but be intrigued by the sales prospects for DaimlerChrysler's new Town and Country and Caravan minivans. I respect their decision to create a very advanced interior. After all, we spend a vast majority of our time interfacing with the inside of our vehicle and if we are ever let down by the practicality, utility, or quality inside, the entire relationship is quick to sour.

To borrow Bobby Flay's recipe analogy from this morning's introduction, DCX has included several new ingredients inside their new vans such as the all-new "Swivel n' Go" seating option (similar to that found in many custom fullsize vans), dual source DVD screens, one-touch power down Stow-and-Go rear seats, and sexy ambient lighting options. All good and very compelling purchase incentives.

But if we fail to fall in love with the outside of our vehicle, especially at that famous "first glance", that relationship my never get off the ground.or in this case, leave the dealership. And here is where DCX may have slipped. Not only did Chrysler invent the segment 23 years ago, but they popularized it by making it look like something special. Today's new Dodge and Chrysler vans look fine, but is `fine' good enough in this hyper-competitive (and shrinking) segment? Tough to believe that, to my eye, the latest Hyundai and Kia minivan clones have an edge in style.never mind the aging Honda Odyssey and Toyota Sienna.