General Summary for the 2009 Lincoln MKS 

Lincoln's MKS is initially available in a single, very well equipped model for 2009, powered by a 3.7L V6 engine making 270 horsepower and 265 lb-ft of torque. The engine has a die-cast aluminum block and four-valve cylinder heads to help improve fuel-efficiency and response. The six-speed automatic transmission comes with a SelectShift mode that allows manual gear selection.

Front-wheel drive is standard on the MKS, but an all-wheel drive system is optional for those who want greater all-weather capability. The system uses a system of electronically controlled clutches to allocate up to 100 percent of engine torque to either the front or rear wheels, and it works in conjunction with the standard AdvanceTrac stability control system to also modulate torque side-to-side.

The MKS's suspension is tuned for a combination of traditional luxury-car softness with a measure of precise steering response. It uses MacPherson struts and control arms in front, along with a new fully independent design in back, employing vertically mounted shocks set close to the wheels for more handling precision. As such, the MKS can maintain its ride comfort even with the big, optional 20-inch wheels. There's otherwise a wide range of wheels available on the MKS, including available painted, polished, or machined 19-inch alloy wheels or standard 18-inch machined cast-aluminum ones.

All the requisite safety equipment for a luxury sedan is standard on the MKS, including front side air bags and side-curtain bags with roll-fold technology.

Interior appointments have received a big upgrade in the MKS relative to previous Lincoln models. Bridge of Weir Leather supplies upholstery for the MKS; the leather uses vegetable dyes and is among the softest ever used by Lincoln, according to the automaker. Ebony and Olive Ash wood trims are used, along with real aluminum and chrome accents.

The new MKS especially stands out, though, for the availability of a wide range of high-tech options not widely available, even among large luxury sedan in its price range. One of those is a next-generation keypad entry system, which uses heat-sensing technology to engage LED backlighting of the numerical pad, which is located in the car's B-pillar. Another unique feature is the Easy Fuel capless fuel-filler system, which automatically seals itself shut after filling, to help reduce emissions. Adaptive cruise control, swiveling adaptive headlamps with automatic high beams, rain-sensing wipers, a forward sensing system, and a rearview camera system are also all available.

Also featured is Sync, a new voice-activated hands-free interface for cell phones and media players. A new THX-certified, surround sound audio system with voice-activated navigation system features the new Sirius Travel Link, which brings real-time traffic updates, movie listings, weather-radar forecasts, and gas-station prices to the usual navigation-system functions.

The MKS is an entirely new large luxury sedan for 2009, filling the void in Lincoln's lineup created by the LS's discontinuation following the 2006 model year. The MKS has more of an emphasis on style and design than the LS, including new and more distinctive interior materials. It also makes available several new high-technology features and options.

Roomy interior; vast array of high-tech features; luxury interior appointments; uniquely American styling.

The new 2009 Lincoln MKS promises more comfort and amenities than the LS models that it replaces, and offers several features, such as the keypad entry system, the Sync hands-free interface, and the Sirius Travel Link, that aren't otherwise offered in its price range. It also has a surprisingly roomy interior for its outward dimensions, along with some very distinctive and uniquely 

There will be no Camaro vs. Mustang death match this week due to a distinct lack of Camaro, so can we interest you instead in a muscle-car comparison test? Here we have two classic nameplates, each with a 400-horsepower V8 stuffed into a smallish four-door body shell and powering only the rear wheels.Naturally we're referring to those two paragons of modern muscle, the 2008 BMW M3 Sedan and the 2008 Mercedes-Benz C63 AMG.Don't be confused by the German nameplates, the aura of high-tech engineering and the rarefied price tags. The 2008 BMW M3 Sedan and 2008 Mercedes-Benz C63 AMG match up as naturally as any muscle cars on Woodward Avenue during the 1960s.

The Contenders
The 2008 BMW M3 Sedan marks a return of the four-door sedan to the M3 family, a variant that skipped the previous generation only because of engineering complications, not market appeal. This M3 packs a 4.0-liter V8 that is essentially the M5's 5.0-liter V10, only with two fewer cylinders. It steps up the M3's game to a new level of performance with 81 hp more, even though it actually weighs less than the last-generation M3's inline-6.Compared to the 2008 BMW M3 coupe, the 2008 BMW M3 Sedan gains almost 100 pounds and loses the fancy carbon-fiber roof. There are advantages, however, as the sedan lops nearly $3 grand off the coupe's sticker with a base price of $54,575. This a pretty compelling incentive to consider an extra (and very convenient) set of doors for your M3. Once optioned with the Cold Weather package, Premium package, Technology package, 19-inch wheels, moonroof, iPod and USB adapter, Park Distance Control and HD radio, our M3 test car costs $65,850.The 2008 Mercedes-Benz C63 AMG stuffs a DOHC 6.2-liter V8 under the hood of the meek C-Class sedan, widens the front track and turns the aggression factor up to 11. For the C63, the corporate AMG V8 has been detuned by more than 65 hp compared to examples of this engine in other AMG models, and we suspect this has as much to do with the car's pecking order in the AMG model lineup as it does with technical reasons (cooling has been mentioned), but, hey, we're not complaining. Base price is $54,625, and for $65,785 you get a C63 equipped with the AMG Performance package, Multimedia package, Seating package, metallic paint and TeleAid.With just $65 separating the as-tested prices of the 2008 BMW M3 Sedan and 2008 Mercedes-Benz C63 AMG, these cars match up in price as well as market position. But as with muscle cars of the past, pure performance is the raison d'être of these sedans, so this is what this comparison is all about.

One V8 Is From Venus; the Other Is From Mars
Based on first impressions, you'd be hard-pressed to guess that the 2008 BMW M3's 4.0-liter V8 will spin out 414 hp and run clear to 8,400 rpm before the rev limiter cuts in. It spits hoarsely at idle and its drivability is a bit sticky when it's stone cold.Once there's some heat in it, BMW's V8 reacts to throttle inputs with crystal-clear response, due in part to the individual throttles for each cylinder. This engine is so free to rev — particularly when the Power mode is selected, which ramps up the effect of the throttle pedal sooner in its travel — that it's almost as if it has no internal inertia at all. Nevertheless, this engine also boasts a surprising tractability that belies its relatively modest peak torque rating of 295 pound-feet. If a crushing midrange is what you want, look no further than the AMG V8. The 6.2-liter V8 gives the C-Class the irresistible force of an avalanche, no matter whether the tachometer needle is pointing toward 2 or 7. Plant the throttle on the floor and the large-displacement V8's 451 hp and 443 lb-ft of torque will paint two black stripes of rubber on the tarmac through the first three gears. When driven in anger, the C63 is one of those rare cars that feels even quicker than its output suggests. Upshifts from the C63's seven-speed automatic transmission come readily when in auto mode and the speed just piles on without much interruption. This autobox will even match revs during downshifts, though there's a brief delay when commanding shifts manually from the wheel-mounted shift paddles. The BMW's three-pedal-layout manual transmission neatly sidesteps these compromises, although BMW will offer a seven-speed twin-clutch automated manual gearbox for the M3 later this year that will deliver automatic action.Both engines do the Jekyll and Hyde thing quite convincingly, and ultimately the biggest difference lies in character. The M3's V8 is as swift and sharp as a katana sword, while the C63's V8 punches like a set of brass knuckles. And whereas the M3 sounds best when it's being caned ruthlessly, the C63 barks like a beast when you simply twist the key and start it.

Running the Numbers
Despite boasting similar power-to-weight ratios, the C63 runs notably quicker than the M3 sedan in a straight line. It clicks off the quarter-mile in 12.5 seconds at 113.7 mph, compared to the BMW's 12.9 seconds at 111.1 mph, an advantage of 0.4 second and 2.6 mph. Likewise, 60 mph comes up in 4.1 seconds in the Benz and 4.5 seconds in the Bimmer.These are no lightweights, as the BMW weighs in at 3,686 pounds while the C63 weighs just 7 pounds shy of 2 tons at 3,993 pounds. Even so, braking from 60 mph proves no challenge for the BMW, which stops in 104 feet, some 10 feet shorter than the Benz's 114 feet and with less brake fade than the Benz besides.With its big-inch motor and efficiency-sapping automatic transmission, the hefty AMG treats a gas card like a doormat when you drive it like we did, averaging 15.3 mpg in mixed driving. The M3 is a shade less thirsty at 17.8 mpg.

M3: Inner Duality
When it's driven around town, there's little indication that the latest M3 is much more than a firmed-up 3 Series with a pregnant hood and a kielbasa-thick rim to the steering wheel. The slick clutch takeup and positive (though slightly long throw) shift action are just like what you'll find in most modern BMWs despite this highly tuned V8, while the steering effort is a bit lighter at parking lot speeds than even a base 3 Series.Leave town and find your favorite canyon road. Punch up the M3's optional electronic damper control (EDC), which covers the range of suspension stiffness in three steps from easy cruise to track-only firm. Once its damping is set to the relaxed mode, the M3 breezes over the high-frequency choppiness of concrete freeways, while the additional control provided by the middle setting is required for roads with quick left-right-left transitions.Likewise, the M3's steering betrays an inner duality, as its effort level is relaxed enough for you to maintain stress-free high-speed cruising, while it's responsive enough that midcorner steering adjustments result in immediate course correction.

The Corner Connection
Make your way through a series of bends at a moderate pace and the chassis responds with confidence, although it feels slightly inert. Overall, the M3 has a forgiving demeanor and the nose of the car always leads the way. You're left with the impression that the process of polishing the M3's dynamic skill to achieve a sheen of refinement has inadvertently led the M division to wipe away a modicum of the M3's character.But once you start to explore its limits, the M3 gradually reveals the depths of its talent. It turns out that the handling balance is more neutral than you've been led to expect, but you have to show some serious commitment to extract this character on dry pavement. This is a chassis that needs to be worked hard, and it grips the road like Paul Bunyan armed with a set of channel locks.Once you truly commit to loading the tires all the way from the turn-in point to the exit of the corner, the M3 responds with more grip and less understeer. Even when driven on the limit of adhesion, this is not some twitchy, overpowered rear-drive car. Throttle inputs have to be provocative to summon power oversteer, and even then the rear end's trajectory in a corner changes progressively.

C63: Point and Squirt
In comparison, the 2008 Mercedes-Benz C63 AMG is more of a point-and-squirt machine. Equipped with the optional Performance package that includes a limited-slip differential and firmer damping, the C63's body remains astonishingly flat through rapid cornering transitions, while the steering with its caster-heavy geometry delivers excellent precision and appropriate quickness. And even though the C63 has the nose-heavy weight distribution you'd expect after shoehorning a V8 in the front of a compact C-Class sedan, this doesn't translate into the punishing understeer you might have expected.With a performance of 0.89g on the skid pad, the C63's ultimate grip is only a bit less than the M3's effort of 0.93g. There's not as much tactile feedback through the C63's steering wheel as the M3's, however, and there's less warning should the C63's rear end break traction while exiting a fast turn under power. It's not at all tricky, but the C63 doesn't inspire the same confidence as the M3 near the cornering limit.

The Corner Connection 2
The C63 is nevertheless a blast to drive hard on rotini-twisted roads, even if it might not be able to keep pace with the leaner M3 from point to point. For example, the C63 AMG's 68.6-mph effort through the slalom lags behind the M3's 71.8-mph performance by some margin. But if powersliding hooliganism is more your style, then the C63 is your choice, since it'll sustain a tail-out attitude around a corner until the steel cords show through the rear tires.The brutally stiff damping rates of this C63 with its AMG performance package can't hope to deliver the supple ride of the M3's multimode dampers. This AMG rides like an iron fist in an iron glove, and you have no other choice if you want the limited-slip differential, as the AMG options grouping says that if you want tire traction you must have suspension control, too. And with this much power on tap, the diff is a must.The Performance package also includes a set of seats with side bolsters so pronounced that you have to swing your hips forward like you're twirling a hula hoop to avoid them as you clamber inside. These chairs are outstanding for high-speed canyon carving, but less so for daily use.

Bottom Line
Of course the 2008 BMW M3 Sedan and 2008 Mercedes-Benz C63 AMG aren't exactly muscle cars, no matter how much rubber they'll leave on the pavement. The C63 is one of a new breed of AMG cars, much closer to the spirit of the CLK63 AMG Black Series than its forebears, and if this trend signals a change in corporate philosophy, we welcome it. This effort amounts to much more than simply a big engine in a small car. Instead the C63 brings a range of dynamic talents to the table that has been missing in previous AMG models. The 2008 Mercedes-Benz C63 AMG also crackles with character, something the M3 could use a bit more of.For all this, the 2008 BMW M3 Sedan's breadth of competence is insurmountable in this comparison. The BMW just does so many things so damned well, and this spectrum of talent really defines what the M3 is all about. The M3 can be many things to many different drivers without unduly compromising its ability to perform for any one of them. This is the mark of a very special car, and it makes the BMW M3 sedan the winner in this comparison.

New 2008 Porsche Cayenne S
Discount Porsche Prices Low Porsche Lease Payments 
All Colors Options Nationwide Delivery

Is there a shiny new toy on your wish list? Make your dreams come true with the Mercedes-Benz Winter Event, now through January 2, 2008, and take advantage of special Lease and Finance offers on select models. But you'll have to act quickly — like the season, the Winter Event will be over before you know it.

The 2008 E350 Sedan

Stunning. Powerful 268-horsepower V-6 engine, dual-zone climate control, leather seating inserts, leather-trimmed steering wheel, Burl Walnut wood interior trim, driver-adaptive 7-speed automatic transmission (5-speed automatic transmission with optional 4MATIC™ all-wheel drive).

$579/mo. for 24 month lease
$4,224 Total cash due at signing
3.9% APR financing up to 48 months


The 2008 E350 4MATIC Sedan

Uncompromising. Standard 3.5 liter V-6 engine with Burl Walnut wood interior trim, 5-speed automatic transmission, and the convenience of 4MATIC™ all-wheel drive.

$589/mo. for 24 month lease
$4,234 Total cash due at signing
3.9% APR financing up to 48 months


The 2008 R350 Crossover SUV

Adventurous. The R350 2WD changes the way you think of travel, with its 268-horsepower V-6 engine, 7-speed automatic transmission, 2-wheel drive, brown Birdseye Maple wood trim, luxurious individual seating for up to six adults, MP3-compatible 6-disc CD changer, and 18-inch 5-twin-spoke alloy wheels.

$499/mo. for 33 month lease
$4,044 Total cash due at signing
4.9% APR financing up to 48 months


The 2008 ML350 SUV

Dynamic. Inspired 268-horsepower V-6 with 4MATIC™ 4-wheel drive, revolutionary 7-speed transmission, projector-beam headlamps, luxurious five-passenger cabin, and 19-inch 5-spoke wheels.


The 2008 GL450 SUV

Rugged. The 335-horsepower V-8 engine takes on any adventure effortlessly. It's the only vehicle in its class to come with a standard 7-speed automatic transmission for smoother cruising and immediate response when accelerating and passing.

$699/mo. for 33 month lease
$5,144 Total cash due at signing

The 2008 CLK350 Coupe

Magnetic. Spirited V-6 power, 10-way power seats with memory, digital dual-zone climate control, Burl Walnut wood trim, 7-speed Touch Shift automatic transmission, and 17-inch wheels.

$499/mo. for 27 month lease
$4,344 Total cash due at signing
3.9% APR financing up to 48 months


The 2008 CLK350 Cabriolet

Thrill-seeking. Energetic 268-horsepower V-6, 7-speed Touch Shift automatic transmission, 17-inch wheels, 10-way power seats with memory, and digital dual-zone climate control.

$599/mo. for 27 month lease
$4,444 Total cash due at signing
3.9% APR financing up to 48 months

The 2008 SLK280 Roadster

Provocative. The 228-horsepower V-6 engine, satisfying short-throw 6-speed manual transmission (optional 7-speed automatic transmission), and dramatically detailed cockpit all add up to a car designed first and foremost for driving pleasure.

$499/mo. for 27 month lease
$4,344 Total cash due at signing
3.9% APR financing up to 48 months

The Cadillac CTS is virtually all-new for 2008. Cadillac has moved the style, performance and in-car electronics way upmarket from the original CTS in an effort to be more competitive with the best of the imports, namely the BMW 530i, Mercedes-Benz C-Class, Lexus GS, Infiniti G35, and Audi A4. The 2008 Cadillac CTS boasts major changes to the engines and chassis that upgrade performance. The CTS offers a choice of two V6 engines and a choice of either a newly designed six-speed automatic or a six-speed manual, making it the only American luxury car still available with a manual. The CTS comes with rear-wheel drive or all-wheel drive. The front and rear tires are a full two inches farther apart in track width for 2008, so the general body shape is wider, and a great deal more aggressive looking, with exaggerated front and rear wheel flares. In addition to the traditional 3.6-liter V6, there's a whole new 3.6-liter, 24-valve V6 engine with direct fuel injection that makes 15 percent more power. The new engine not only makes more power, it gets better fuel economy, even after adjusting for the new, stricter rules that the EPA is now using for fuel economy labeling. Styling changes include a huge new grille and larger, more in-your-face light elements front and rear. It looks like it's hungry for red meat. Its new levels of grip, handling and steering were modeled after the BMW 530i sedan, and it was developed by the Cadillac engineers on BMW's home ground, the 14-mile, 73-turn Nurburgring circuit in Germany.

Model Lineup
The new 2008 Cadillac CTS ($32,245) comes standard with a 263-horsepower V6. A 304-hp V6 ($1,000) is optional. A six-speed manual gearbox is standard; a six-speed automatic ($1,300) is optional. The CTS is rear-wheel drive, but all-wheel-drive ($1,900) is optional. Every CTS comes with a basic package of 32 luxury, comfort, convenience and safety items including all the normal power assists, XM satellite radio, OnStar with turn-by-turn navigation, and a Bose eight-speaker sound system with CD, MP3 and auxiliary capability. Options are many. The big one, called the Premium Luxury Collection ($8,015) includes a pop-up navigation and audio screen, a 10-speaker Bose 5.1 sound system with a 40-gigabyte sound storage system, an iPod interface that will operate your iPod from the touch screen and display artist and title info, 10-way heated and cooled leather seats, split folding rear seats, a huge sunroof panel, sapele wood trim, 17-inch alloy wheels, power tilt/telescope wheel, remote starting and keyless entry, and a few odds and ends. Other options include an 18-inch wheel package ($1,740) with P235/50R18 tires, HID headlights and washers, limited-slip differential, sport suspension, heavy-duty cooling and fog lamps; metallic paint ($995), heavy-duty anti-lock brakes ($395); and a compact spare tire ($250). A performance tire package is available with P235/50ZR18 performance tires and alloy wheels, upgraded ABS, and the FE3 performance suspension ($1,240). Safety features that come standard on all models include front, side and curtain airbags, ABS, traction control, and Stabiltrak electronic stability control. All-wheel drive improves safety further.

Walkaround
Cadillac has completely redesigned the CTS front end for 2008, with a much larger eggcrate grille that fits with the Cadillac family look of the DTS, STS, and Escalade. The new grille provides more incoming air for the engine cooling, brake cooling and transmission cooling functions. The large lighting units at the front and rear make very good use of light-emitting-diode or LED technology, lots of light and lots of style for little electrical load. Likewise, the taillights, rear quarter panels and decklid have been redone, and the rear bumper has been rejiggered to feature exposed dual exhaust tips. Altogether, this is a much, much better looking car than the previous CTS, with more adventurous lines everywhere, especially in the gracefully sloping rear roof section, which isn't as harshly angular as on the previous edition.

Interior Features
The crazy-quilt nature of the original CTS interior, with lots of different textures but all in black, has been thrown away, and it's been replaced by a very nice new design for 2008 using black and brushed metal and chrome, very contemporary and very space efficient. This was our biggest complaint with the pre-2008 CTS models. The entire dashboard has been lowered and moved further away from the front seats to give a more airy and open feel to the car that the original didn't have; it felt like a high-walled bunker. The center stack on the CTS is beautifully done, easy to read and use, with some interesting new readout placements here and there. On our sojourn through some of central California's tastiest, windiest roads, the front bucket seats held us down and in comfortably, and behind the wheel. We really appreciated the range of adjustment offered by the power seats and the power steering column adjustments; we've always felt that all cars should have tilt-and-telescope columns for ultimate comfort and proper driving position. The instrument package is complete, easy to read, and graphically pretty. Our car had the AM/FM/XM Bose 5.1 sound systems, the 40-gigabyte hard-drive, iPod connector and USB port for ultimate musical enjoyment. Using the navigation screen, it's easy to switch back and forth between the three broadcast and three stored-music formats by simply touching the screen, and the blue display is large enough to be read from the back seat. We think it's one of the best overall, most fun to use sound systems we've ever used in a car.

Driving Impressions
The 2008 Cadillac CTS is a responsive sports sedan with excellent handling and high-speed stability yet it's smooth and quiet when cruising. The more powerful of the two available engines is a new direct-injection V6 that produces 304 horsepower. It's extremely responsive. The difference in performance feel and sound from this engine compared with the standard 263-hp V6 is amazing. Not that there's anything wrong with the standard engine; the direct-injection engine just has more of everything, as it should, because it costs more. The 304-hp V6 feels ready to go out and play anytime you want, delivering a really solid combination of power, torque and powerful sound whenever the throttle is opened all the way up. The six-speed manually controlled automatic that comes with it is very quick and positive to shift, up or down, with a little bit of throttle blip on the downshifts to keep the drivetrain happy and to keep the tires from skidding. Underneath all that new sheetmetal is a brand new suspension system with a new type of forward-mounted power rack-and-pinion steering system that pulls, rather than pushes, the steering arms, and it is sweet to drive, very accurate, with good feel and a nice, weighty demeanor. With optional all-wheel-drive waiting to leap in whenever you decide to go a bit too fast through the corners, as we did in central California, the car feels very, very stable and inspires the confidence you need to go faster and faster through those corners. If a cow or a truck wanders onto the road in front of you, the ABS/EBD brakes respond with very good stopping power, even for a car that tips the scales at 4100 pounds empty. For all its newfound steering, cornering and handling prowess, the new CTS doesn't seem to exact any penalties in quietness or harshness over the road. It's very solidly put together, and in all other modes besides wide-open-throttle, it's quiet inside, even with 17-inch high-performance tires.

Summary
The new 2008 Cadillac CTS looks great and is relatively roomy inside. It's got lots of poke for the performance enthusiast with the bigger engine and available all-wheel drive. For those who don't need or want the extra stuff, there's lots of style with the standard V6 and rear-wheel drive. But we recommend checking the box for the all-wheel-drive system regardless of where you live because it adds so much more to the safety margin and it's more fun to drive, even if the car is heavier for it.

The 2008 Mercedes-Benz GL is the company's biggest SUV, a seven-passenger, full-size sport utility vehicle. For 2008, a GL550 with a larger engine joins the Mercedes-Benz GL320 diesel and Mercedes GL450 gasoline models. Large and luxurious, the GL-Class full-size SUV is built in the United States alongside the M-Class mid-size SUV and the R-Class touring wagon. The GL is designed to appeal to Mercedes-Benz sedan owners who want the off-road, seven-passenger, and 7500-pound towing capabilities that come with a full-size SUV along with the luxury and safety features they have in their other Mercedes vehicles. While their names sound similar, don't confuse the new GL-Class with the venerable G-Class or Gelandewagen. The GL shares nothing in common with the utilitarian G-Class. The GL-Class shares its basic platform with the ML-Class and R-Class. The Mercedes-Benz GL-Class is large and capable off road yet feels surprisingly car-like on the road. That car-like feeling comes in part because it is built around a unibody architecture instead of traditional body-on-frame construction. Mercedes says the GL is strong enough to tow a 30-foot boat, a trailer carrying three horses, or a large travel trailer, but verify tongue weights and ratings before making decisions. All GL-Class models come with a seven-speed automatic transmission and four-wheel drive. All seat up to seven people.

Model Lineup
The 2008 Mercedes-Benz GL-Class offers three models differentiated primarily by engines and features. The GL320 CDI uses a 3.0-liter turbo diesel, the GL450 comes with a 335-hp V8 engine, and the new GL550 uses a 382-hp 5.5-liter V8 found in $100,000 coupes. All GL-Class offerings come with a seven-speed automatic transmission, the 4MATIC all-wheel-drive system, and the Airmatic air suspension system. It comes with seating for seven and with a third row that powers up or down at the touch of a button. The GL320 CDI and GL450 models are similarly equipped, although not all options are available on both models. All models have a power driver's seat, heated power mirrors, heated windshield washer nozzles/lines/reservoir, reading lamps, burl walnut trim, and so forth. Options include Distronic radar-controlled cruise control; a rear-seat entertainment system with two screens; Keyless Go, which allows the car to be started as long as the key is inside the vehicle and locked/unlocked with touching the key; Parktronic, which uses sonar to detect obstacles near the vehicle; a power rear tailgate; harman/kardon Logic 7 surround sound system; and DVD-based navigation. The GL550 comes with full leather, Parktronic, rear-view camera, premium audio, adaptive bi-xenon headlamps, infrared-reflective glass, heated steering wheel, heated front and middle-row seats, and Adaptive Damping Suspension. Safety features that come standard include eight airbags, including side airbags for all four outboard first and second-row seating positions as well as side curtain airbags that protect occupants in all three rows. It comes with active front head restraints, LATCH tethers for child safety seats, and three-point safety belts for all seating positions; make sure everyone in the vehicle always wears those seat belts because they're your first line of defense in a crash. Active safety features (to help you avoid a crash) include an Electronic Stability Program, anti-lock brakes with Brake Assist Plus, and four-wheel electronic traction control. Optional safety features include Parktronic and a rear-view camera, each of which can help alert the driver obstacles or people, including children, behind the vehicle. The last time we checked, the GL-Class did not come with child locks on the rear side doors.

Walkaround
The Mercedes GL-Class has similar styling cues to those of the M-Class (ML), but applies them to a larger package and adds some strong, more muscular touches. For example, both in front and at the rear, a metal skid plate (designed to protect underlying mechanical parts from damage when driving off pavement) is a prominent feature that underscores the GL's image of strength.Unique to the GL550 is a deeper, more aggressive front-end treatment, including a larger three-pointed star that does not accommodate Distronic cruise control. It also features larger fender flares to cover the massive tires and dual-split exhaust outlets. Seen in profile, the nicely raked windshield and bulging wheel arches over large wheels (18-inch and larger) help balance what is basically a tall and long vehicle. But even being tall and long, the GL doesn't look as bulky as, say, the Chevy Tahoe and GMC Yukon. And even with the squared-off rear edge of its D-pillar, the GL doesn't look as boxy as the Jeep Commander. Viewed from the rear, the GL offers a formidable stance. It's tall and wide, with a large rear hatch opening and large tail lights, all sitting above a substantial skid plate bracketed on either side by large, rectangular exhaust pipes. Compared to the ML, the GL is nearly a foot longer overall and an inch wider in track (the axle width including wheels), though it is less than half an inch wider overall and not quite an inch taller. Despite their similar styling, the Mercedes SUVs share only their front doors; otherwise, each has unique sheet metal. As large as the GL may appear, it's two inches shorter than the R-Class touring wagon, which also has three rows of seating, though with room for only six occupants. The GL is built using unibody construction rather than the body-on-frame design that full-size pickups and SUVs traditionally use. Mercedes notes that because of this architecture, the GL-Class is 300-600 pounds lighter than its full-size competitors. To make sure the GL class is strong enough, 60 percent of the vehicle structure is made from special high-strength steel.

Interior Features
While the Mercedes GL may look sleeker than its competitors, it was designed to offer class-leading interior room and ease of entry and exit.Cargo space also benefits. With all seats in their upright position, there's still 14 cubic feet of storage between the third-row seatbacks and the closed rear hatch door. A power folding feature for the third row is standard equipment on the GL with controls near the rear hatch and next to the right-side second-row passenger's seat. Power down those third-row seats, and cargo capacity expands to 43.8 cubic feet. Fold down the 60/40-split second row seats and the GL provides as much as 83.3 cubic feet for cargo. There's also room under the cargo floor for a full-size spare tire. The interior layout is familiar to Mercedes drivers, with either faux or real leather trim for the seats (Mercedes notes that not all luxury car buyers want real leather seating surfaces), wood trim and metal rings around gauges, air vents, and cup holders. The second-row seats provide ample legroom. When occupied by only two people, the back of the center section can be folded down as an armrest and storage tray. We climbed into the third row and found room for two adults to ride back there, each in a separate seat. The room is enhanced by foot wells for your feet so you don't sit with your knees at chest level, and even the third-row seats are thickly padded to provide comfort. Fears of claustrophobia back there evaporate quickly thanks to the sunroof that extends over the third row. The GL can be equipped with a 440-watt, 11-speaker harman/kardon Logic 7 sound system, with Sirius Satellite Radio and with a DVD video entertainment system with screens mounted in the rear of both front-seat headrests and with a 6CD changer.

Driving Impressions
Driving the Mercedes GL-Class SUVs doesn't feel at all like driving the typical full-size sport utility vehicle. While this is a substantially sized vehicle, it is not truck-like. The Mercedes has a much more car-like dynamic.The GL550 can accelerate from 0 to 60 miles per hour in six seconds or less. Its 382-hp V8 with four valves per cylinder, is part of a new family of V8 engines from Mercedes-Benz, all designed with a broad torque spectrum for hauling around 2.5 to 3.5 tons of truck. The GL450 is more than adequate with its 335-hp V8 if towing or speed contests aren't on your agenda. Apart from the 21-inch wheels and more aggressive bodywork, a GL450 can be optioned to match a GL550 in features. Indeed, for poor road areas, severe winter climes that frequently require snow chains, or those inclined to use the low-range gear in the Off-Road package, the GL450 is the better choice. The GL320 CDI delivers more than adequate thrust from its little V6 turbodiesel engine. In fact, it boasts more torque than the GL550's hefty V8, torque being that force that gets you going and powers you up hills. The GL320 offers slightly superior fuel economy to that of the GL550. If high-altitude driving is routine, it's worth noting the turbocharged diesel engine loses far less of its power than the normally aspirated gasoline engines as the air gets thinner. The diesel is flexible, providing maximum torque from 2800 rpm all the way up to 4800, and horsepower that pulls past 6,000 rpm. The seven-speed automatic transmission helps keep the GL-Class engines operating in the sweet part of a power band. The four-wheel-drive system, called 4MATIC, features front, center and rear differentials. Quite sophisticated, 4MATIC is designed to maintain mobility even when only wheel has traction. In normal driving, the system distributes power equally to front and rear wheels. The system includes DSR, a sort of cruise control for regulating downhill speed, and Hill-Start Assist, which keeps the GL from rolling backward when launched after being stopped on uphill slope. 4MATIC also adjusts anti-lock brake controls to provide quicker stops on slippery and unpaved surfaces, an important benefit many vehicles with ABS do not offer. Airmatic is an air suspension system that uses air bladders instead of coil springs to adjust ride height by as much as three inches as well as ride firmness and body control parameters, so the driver can select from comfort and more aggressively sporty settings. The system automatically lowers the vehicle to enhance handling and aerodynamic efficiency at speeds of 77 mph or higher. Adaptive Damping II, which provides electronic control and driver-selection of shock settings for the best combination of ride comfort and handling response, is standard on the 550, optional on the 450, and not available on the 320. Those serious about venturing far from pavement can opt for a special off-road package on the GL320 and 450 that includes special wheels and tires, a two-speed transfer case, locking center and rear differentials, adaptive damping and with ground clearance height-adjustment options to allow as much as 12.4 inches of ground clearance compared to the standard highest clearance of about 10 inches. We did our driving on freeways in and out of San Francisco's airport and on roads through Napa Valley wine country. Steering feedback was consistent, brakes (14-inches in diameter on the front wheels and 13 inches on the rear) were responsive and consistently predictable and the GL offered nice balanced dynamic capabilities when hustled through the curves on the narrow, hilly roads that wind through the vine-covered hillsides. The fat 21-inch tires contribute commendable grip, and like the majority of wide, low-profile tires, follow pavement grooves, give sharper impact sensations, and can not use tire chains.

Summary
The full-size Mercedes-Benz GL-Class SUVs are larger than the mid-size M-Class. The GL provides more car-like dynamics than the traditional, full-size, body-on-frame SUVs from other automakers, yet can tow big trailers.

Model Line Overview Model lineup: Mercedes-Benz GL320 CDI ($53,000); GL450 ($55,500); GL550 ($76,975) Engines: 215-hp 3.0-liter dohc 24-valve V6 turbodiesel; 335-hp 4.6-liter dohc 32-valve V8; 382-hp 5.5-liter dohc 32-valve V8 Transmissions: 7-speed automatic Safety equipment (standard): three-point safety belts for all seating positions, front airbags, side airbags for first two rows and curtain airbags for all three rows, active front head restraints, four-wheel electronic traction control, Electronic Stability Program, anti-lock brakes with Brake Assist Plus, LATCH tethers for child safety seats Safety equipment (optional): Parktronic, bi-xenon headlamps with active cornering, Distronic active cruise control, rear-view camera Basic warranty: 4 years/50,000 miles Assembled in: Tuscaloosa, Alabama Specifications As Tested Model tested (MSRP): Mercedes-Benz GL550 ($76,975) Standard equipment: full leather trim, power and heated front seats, burl walnut interior trim, Easy fold second-row heated seat, power folding third-row seat, heated mirrors, three-zone climate control, bi-xenon headlamps with curve-following, infrared-reflective glass, power tilt/telescoping steering column with multi-function controls on steering wheel, navigation, rear-view camera, Parktronic, HomeLink, cruise control, 11-speaker audio with CD player and auxiliary jack for external devices, four reading lights, cup holders for each row, retractable cargo cover, rear stationary sunroof with shade Options as tested (MSRP): Rear-seat entertainment ($2,670), Keyless go ($1,100), trailer hitch ($510), wood/leather steering wheel (no charge) Destination charge: ($775) Gas guzzler tax: N/A Price as tested (MSRP): $82,030 Layout: four-wheel drive Engine: 5.5-liter dohc V8 Horsepower (hp @ rpm): 382 @ 6000 Torque (lb.-ft. @ rpm): 391 @ 2800-4800 Transmission: 7-speed automatic EPA fuel economy, city/hwy: 13/17 mpg Wheelbase: 121.1 in. Length/width/height: 200.6/76.9/72.4 in. Track, f/r: 65.0/65.1 in. Turning circle: 39.7 ft. Seating capacity: 7 Head/hip/leg room, f: 40.1/58.3/43.0 in. Head/hip/leg room, m: 40.6/58.9/40.0 in. Head/hip/leg room, r: 38.2/50.5/34.0 in. Cargo volume: 83.3 cu. ft. Payload: N/A Towing capacity: N/A Suspension, f: independent, air springs Suspension, r: independent, air springs Ground clearance: 7.8 in. Curb weight: 5434 lbs. Tires: 295/40HR21 Brakes, f/r: disc/disc with ABS, ESP, traction control Fuel capacity: 26.4 gal.

Eight generations ago the Accord was Honda's biggest car but no one foresaw it as a large car. Enter the all-new 2008 Honda Accord, a mid-size sedan that's grown enough to move into the EPA's Large Car segment. Introduced at the same time, is an all-new, two-door Honda Accord coupe. The all-new, 2008 Honda Accord continues refinement and adds more power, room, safety, and features-to-cost value. Content and engines determine the model designator, though all have the same roomy, functional cabins, array of safety equipment, and driving characteristics. For 2008, the Accord is available with a choice of four-cylinder and V6 engines, two transmissions, and LX and EX trim levels. Further subsets include a new premium package that adds more convenience bits to an LX, and EX-L models that add leather and luxury features. (The hybrid model and V6 sedan with manual transmission have been dropped.) The Accord is big on efficiency, be it getting the most power and range from a gallon of gas with the least emissions, making the largest interior available given the exterior space it takes up, or providing the smoothest, quietest ride possible in the lightest weight. Whether moving four people comfortably at 30 mpg or enjoying the long way home, the Accord is up to the task. Anyone interested in a four-door sedan should consider the Accord, as only very modest budgets and those seeking substantial luxury and high performance couldn't meet those needs with one. Accord is not the perfect car in any single respect but it approaches that point in so many significant aspects you can't talk about family sedans without mentioning it. And if the past is any indicator, there's implicit reliability here. The 2008 Honda Accord competes with the Toyota Camry, Nissan Altima, Ford Fusion, Hyundai Sonata, Mazda 6, Saturn Aura, and the 2008 Chevrolet Malibu. The extra space offered by the 2008 Accord means that shopping list might also now include the Nissan Maxima, Toyota Avalon and VW Passat. The stylish, two-door 2008 Honda Accord coupe competes directly with the Nissan Altima coupe. Sportiest is the EX-L V6 Coupe with six-speed manual and V6, the only Accord with that combination; it happens to be the lightest V6 model, giving it the best power to weight ratio, and it comes with larger anti-roll bars and low-profile 18-inch tires and wheels.



Model Lineup
The 2008 Honda Accord is offered in coupe and sedan forms, with three engine choices. Accord LX sedans are equipped with a 177-hp 2.4-liter four-cylinder engine. The LX Sedan ($20,360) comes standard with cloth upholstery, air conditioning, power mirrors and door locks, variable intermittent wipers, tilt-and-telescoping steering column and illuminated wheel-mounted controls, folding rear seats, and an MP3/WMA/auxiliary input 160-watt sound system. The LX-P Sedan ($21,360) is an LX with a premium package that adds alloy wheels, a power driver's seat, power windows, security system, and chrome tailpipe. LX models come with a choice of five-speed manual or five-speed automatic transmission ($800). The Accord EX Sedan ($23,060), EX Coupe ($23,160), and LX-S Coupe ($21,860) get a higher-revving, 190-hp version of the 2.4-liter four-cylinder engine. They come with five-speed manual or automatic transmission ($800). The EX Sedan is also available with the V6 and automatic ($25,960). The EX-L Coupe ($28,310) is available with the V6 and a choice of five-speed automatic or six-speed manual transmission. EX models add active noise cancellation and an in-dash CD changer, power moonroof, heated mirrors, an interface dial with scrolling, illuminated switch power windows, premium interior accents, driver power lumbar adjust, and 17-inch alloy wheels with P225/50 Michelin tires. EX-L stands for leather on the seats and steering wheel, but the EX-L Sedan ($25,060), EX-L Coupe ($25,160) also get dual-zone automatic climate control, a 270-watt sound system with subwoofer, heated front seats, auto-dimming rearview mirror, compass and outside temperature display. The EX-L V6 Sedan ($28,060) and EX-L V6 Coupe ($28,310) add four-way power adjust for the front passenger seat. Honda's navigation system is packaged with voice-activation and steering wheel controls, Bluetooth, and XM satellite radio on the EX-L Sedan ($27,260), EX-L V6 Sedan ($30,260), and EX-L V6 Coupe ($30,510). Safety equipment is standard, with six airbags, including two-stage front airbags, dual-chamber front side airbags, side curtain airbags; active front head restraints, electronic stability control, antilock brakes, and tire pressure monitors.

Walkaround
This latest-generation Honda Accord stays true to its roots with contemporary yet conservative design highlighted by a strong character line that slopes down and forward like that of the Acura TL. Honda hallmarks like narrow windshield pillars and a low cowl for good forward visibility remain, and the rear door pillars share the kink popularized decades ago by BMW and becoming ever more frequent. While you can see the hood and the top of the fenders where they meet the hood, the edges are not so visible; the swept-back light housings minimize protruding corners and ease maneuverability but exercise caution until you're certain where they are. Many modern design elements are the result of auto/pedestrian collision standards and the Accord is not immune, even the wiper arm mounts are designed to break away when hit. Forward lights are aptly described as hawk-like and look fiercer on coupes because they use projector headlamps as opposed to the conventional reflector design on the sedans; V6 models include fog lamps. At the rear the lamp elements appear cut off at the style line rather than extending up to the top trunk seam. This contributes a sense of heaviness and more closely mirrors the princess rear end styling of the Acura RL rather than the taut crispness of the TL. Following trends, the 2008 Accord is larger than any before, and although it competes in the mid-size market segment it is by EPA interpretation a large car. It is about five inches longer than a Camry or Altima, about the same length as a Maxima. The coupe has grown similarly from the last Accord coupe but you won't confuse it with a large car. Virtually every dimension save width is 2-4 inches smaller outside than that of the sedan. The coupe is sleeker yet still fits the Accord mold. All coupes use projector headlights, body-color rocker panels and add a passenger side easy-entry feature for rear seat access.



Interior Features
Honda (and Acura) owners will feel right at home in the new Accord, one reason repeat buyers account for a good chunk of sales. It is light and airy, spacious, with thoughtful layout and plenty of elbow room. Everything you touch feels right for the price, everything you need seems to be here, and everyone on board should be comfortable. LX models provide pleasing design and materials and a variety of storage areas for modern conveniences and old-fashioned vices. Stepping up to an EX with leather adds features, but the basics like seat design and driver ergonomics are shared by all Accords. The tilt-and-telescoping steering column provides a good range of adjustment to complement those available on the seat so all the masses can find a good driving position. There's a clear view all around outside, to the instrument panel with proven dial-and-needle gauges, and the information display or navigation screen is inset under a shade at the same height as the gauges; glare is controlled and it can be viewed with polarized glasses. EX-L models come with leather on the seats, steering wheel, shifter and door panels. The EX-L leather appears of high quality and assembly as does the rest of the car. The driver's seat has multiple power adjustments and good support for the long haul or around-town errands. Our only complaints with the Accord cabin were minor: The lumbar support on all front seats (regardless of power or upholstery) is stout and we occasionally wished for less of it; and the front seats have lots of room around them causing some slender pilots to say the door was too far away for a comfortable armrest or leg brace. The extra width of the 2008 Accord translates directly into a wider cabin, especially in front. The center armrest was designed to be big enough for two adults to share without awkward glances. Rear-seat passengers will have few complaints as few do in large cars. Seat cushions and backrest carry right out to the door without wheelwell intrusion, offer space for a six-footer to sit comfortably behind another one, and easy entry and egress. The center seat is better padded than many, and as such it loses a bit of headroom to the outer seats. There are no rear reading lamps. Three interior colors are offered on the sedans, black, gray, and ivory, while the coupe goes black or ivory only. Although it may show dirt more, the ivory includes wood-look accents where the other colors make do with silver trim pieces, so the ivory interior comes across as more elegant. Coupe models make use of the larger door panels by adding a return sweep and pull handle to the armrest trim. Controls for lights and wipers are on stalks. Honda's graphics for the variable intermittent wipers are among the simplest: Rather than bars, lines or dots of differing size, the Accord uses one raindrop for long interval and three raindrops for more frequent wiping. The shifter is right at hand, and the proper handbrake has short travel. Controls for sound, climate, and navigation are central below the navigation screen and vents. On lower-line models, the big round knob controls volume; on others it is the interface through which you work various menus. Even on fully equipped cars with navigation, the layout is less daunting than the number of buttons first suggests. One row of switches controls audio input (AM, XM, CD, etc.) and another row has six audio presets. Climate controls are to the sides, so you needn't wait to approve the legal disclaimer on the screen before you can ask for heat or air conditioning in extreme weather. Voice activation can handle a multitude of chores without a hand ever leaving the steering wheel. All Accords except the LX sedan include active noise cancellation, but we were hard-pressed to notice the difference between LX and EX. Vibration and engine buzz are kept to a minimum on the four-cylinder engine and are negligible on V6, so all Accords come across as very quiet; with everything off and the windows and roof closed, tire and road noise come in first, but it's never anything more than background. Bottom line: The Accord is smooth and quiet with or without noise cancellation technology. Trunk space is 14 cubic feet in a fairly useful shape, and the contents need not be heaved waist-high to load in. The rear seatbacks fold for more room. A lock is provided on the pass-through behind the armrest on some models. The DVD-drive on the upper edge of the trunk is somewhat protected by a stout steel band.

Driving Impressions
The 2008 Honda Accord is an easy drive with good manners regardless of model, engine or transmission. It comes across as firmer than most Camry models but smoother and softer than the Altima. The Accord LX 2.4-liter four-cylinder engine matches Nissan's 2.5-liter with a bit less fuss or raucousness, and a good deal more ponies than the Camry's four-cylinder. Since the Accord isn't too heavy, its 177 hp is plenty to keep up with the Joneses, whether you choose the manual or automatic. Every Accord compares well against competitors in terms of mileage and emissions, and runs on regular unleaded. The EX models get the same basic 2.4-liter engine with some minor changes and a higher rev limit to bring 190 hp, clearly besting the competition (VW's Passat 2-liter turbo is the exception) with no degradation in economy or emissions. With the automatic this engine delivers instant downshifts and response for passing, and upshifts at full-throttle well before redline. The console-mounted shifter has no manual mode, and the detent between Drive and D3 is soft, so we found ourselves checking the dash indicator to make sure we had selected the most economical choice. The five-speed manual has low clutch effort with smooth engagement, and the shifter offers good action if not the short, crisp movement of the Civic Si. But the manual allows you to get the most out of the engine, which cleanly revs happily right past the marked redline. That lets a 177-hp 2.4 manual keep up with a 190-hp 2.4 automatic. Of course, the 190-hp 2.4-liter and five-speed manual are the most entertaining of the four-cylinder models and will appeal to that segment of the Accord audience that enjoys driving and believes shifting is done with hands and feet, not thumbs. If you don't know whether to choose the 177-hp or 190-hp version (setting aside trim considerations) ask yourself how often you floor the throttle and run your engine to redline: If the answer lies between never and seldom the 177-hp will prove quite satisfactory. In terms of fuel economy, all Accord sedans with four-cylinder engines are EPA-rated 22/31 mpg City/Highway with the manual, 21/30 mpg with the automatic. Four-cylinder coupes are rated 22/31 mpg with the manual, 21/30 mpg with the automatic. V6 sedans are rated 19/29 mpg. V6 coupes are rated 19/28 mpg with automatic, 17/25 mpg with the six-speed manual. On EX V6 models, a new 3.5-liter engine brings 268 hp with a five-speed automatic, matching the Camry V6 and just a shade behind the Altima's Z-car-based engine and continuously variable transmission. It's a smooth engine and quieter than the Altima's, more than adequate for any purpose, and uses the latest version of Honda's Variable Cylinder Management (VCM). Like GM and Chrysler systems designed to save gas on big V8s, VCM changes the number of engine cylinders working at any given time and load to save fuel. The previous example switched off three cylinders (half the V6) when they weren't needed, but this new one changes between six, four, and three cylinders for more fuel-stretching choices. The system is completely automatic and unknown to the driver except for two things: The Eco light illuminates on the dash when the system is on, and there's a slight hunting sensation as it switches back-and-forth between four and three cylinders at certain speeds, but you'll need to be paying attention to notice that. Coupes with the 190-hp four-cylinder manual or automatic or the VCM V6 automatic use the same powertrain setups as the sedans. However, the V6 used in the coupe with the manual six-speed transmission is a different engine. While size and output are the same, it uses a different intake system for stronger midrange and no VCM because its intended buyer isn't springing for the sportiest model to save gas by letting pistons coast along for the ride. The softest-riding Accord is the LX by virtue of 16-inch tires with a larger sidewall, and the mildest suspension calibration. It's also the lightest and best balanced model. Not as mellow as the Camry but gentler than much of the competition, the Accord LX handles bad roads with aplomb and basically goes where it's pointed. Electronic stability control will help get it back in line if you point it wrong. The Accord LX stays relatively flat in the corners, doesn't nosedive under braking, and makes stable transitions working down a winding road or through city clutter. Steering is light, direct, and makes quick work of a U-turn, though there isn't as much feedback about how hard the front tires are working as some Camry versions and all Altima models offer. Accord EX models receive very slightly firmer suspension calibrations but most of what you'll notice comes from the lower profile tires on 17-inch wheels: lane divider dots, expansion joints, bridge seams, manhole covers and so on. Apart from slightly quicker response to steering and braking, the EX is essentially the same easy-going Accord. Trips of any duration are accommodated comfortably, with a nice compromise between the isolated, creamy Camry and the adrenaline-induced Altima. Enthusiasts could live happily with an Accord sedan serving as a spouse's daily commuter, or they could opt for a V6 manual coupe. In general the coupe models trade a smidge of ride comfort for greater handling precision and grip. Most of the change comes from larger antiroll bars and lower weight since tire choices mirror sedans. The closest successor to Acura's defunct CL Type-S coupe, the Accord coupe with a V6 and manual gearbox has a character all its own. The engine snarls and growls under a heavy foot, the shifter and clutch have more weight behind them, and the 235/45YR18 wheel and tire package adds another level to crispness and grip. Apart from normal coupe drawbacks such as a smaller back seat and trunk, its rarity may contribute to the V6 six-speed's dilemma: The last-generation cars often carried a significant dealer markup.

Summary
All-new, the 2008 Honda Accord impresses with what you don't see, don't feel, and don't hear. There's no gee-whiz gadget, two-tone animal-on-animal upholstery, or 400-hp engine to get worked up about. There's also next to no learning curve to operate it, no weak spots in the powertrain, no unnecessary or intrusive noise, no bad manners in how it responds to driver direction, next to nothing bad for the environment, and no excuse for not asking directions since you can do that without winding down a window. It's a case where a lack of superlative aspects (and the frequent compromises accompanying them) is a very good thing. In short, the new Honda Accord is a great midsize sedan. It's also available as a stylish, trouble-free coupe .