Electronically activated dual sliding doors (no double swinging doors as in the original) open to reveal second-row seats that rotate 180 to face both directions. A multitude of seating configurations and video monitors treat all passengers to the latest modes of entertainment and information technology. For example, the screen that presents itself from the third-row bench seat (again, not unlike a tray table in business class) can be used either as a small table when left flat or a two-sided video monitor when fully extended.

The Microbus' front passengers are in control of a very modern, asymmetrical instrument panel with not a single function left untouched by the designers' hands. Smoothly rounded shapes cleverly reinterpret everything from a dash-mounted Tiptronic five-speed automatic gear selector to the seats' disc-controlled adjustments. A rearview camera transmits images to the small monitor in place of a rearview mirror, and the system also provides spoken warnings when parking. The command center appears to be a highly ergonomic layout with both analog and digital readouts, and accommodations for a navigation system and other modern equipment. An MT staffer observed that the packaging and display of the instrument panel looks like one from an MRI machine. We feel the whole controls/instrumentation treatment is among the Microbus' best design elements.

Construction methodology also has been reinterpreted, for example, in the carpetless floor assembly. Volkswagen says the technique corresponds to that of a future-vehicle generation. It's a composite sandwich that uses a semi-transparent urethane sheet molded with a geometric pattern and a sheet of aluminum beneath that shines through-durable and high-tech.

A new, compact 3.2L V-6 engine powers the Microbus; VW representatives indicate it isn't based on any powerplant the company currently offers. They wouldn't go beyond saying that it's rated at 231 hp and 236 lb-ft of torque (near identical specific output to its current 16-valve 2.8L 15-degree VR6 engine), which puts it only just ahead of several potential competitors. The concept is a front driver; however, we see no reason a production version couldn't be optioned with VW's 4-Motion all-wheel-drive system. Miniature design study model variations were displayed alongside the full-size Microbus, which included a pop-up camper roof, a pickup bed version, and even a sport/utility-though no ambulance version, as the original often found itself equipped.

We can't say for certain whether VW will build the next Microbus as it's presented here, but it sure has put a substantial amount of thought and work into this concept. Platform sharing and marketing lessons learned with the New Beetle would undoubtedly be applied to the Microbus: Remember, the New Beetle shares about 60 percent of its parts with the Jetta, Golf, and, to a lesser extent, the Audi TT. Speculation is swirling regarding the extent of the Microbus' shared hardware and construction process with its upcoming sport/utility, though VW is tight-lipped on the subject, and few clues have been leaked.

We like the Microbus' versatility, most if not all of its styling, and its mixing of personality with practicality. One thing is certain: If VW wants to sell more than a few thousand minivans per year, it must offer products on par with the competition at a price far below the current near-$30,000 EuroVan base. We know VW can do it, it's just a question of "if" and "when." We hope the answers are "yes" and "soon." Volkswagen is on a roll, and played well, the Microbus just might spark another round of Micromania-just like the original.