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2010 Mercedes Benz ML350 ML550 ML63 New Special Low Prices Lease Payments All Model Colors Options Worldwide Delivery 1-800-851-9000

Fleetrates News 1-888-861-8080 — Sat, 29 Aug 2009 19:56:00 GMT

2010 Mercedes-Benz ML350 AWD

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2010 Mercedes-Benz ML350 Review
The 2010 Mercedes Benz ML350 is purposeful and compact in appearance, with a sculpted front end and sharply sloped hood. The 2010 2010 Mercedes Benz ML350 uses a 215-horsepower V6 engine. 2010 Mercedes Benz ML350 still comes standard with dual front airbags that know when to deploy with partial or full force, front and rear side airbags, window curtain airbags that drop from the headliner, as well as seatbelt pre-tensioners and automatic seatbelt force limiters. A child-seat recognition system prevents deployment of the front passenger airbags when an appropriate child safety seat is installed. Beginning last year, the company's Tele Aid emergency calling system was standard equipment, along with new downhill traction control having a crawl mode for slow descents on steep icy streets, or even off-road.

2009 Linclon MKS Low Fleet Prices Lease Payments All Colors Options Worldwide Delivery 1-888-831-8080 1-888-861-8080

Fleetrates News 1-888-861-8080 — Tue, 21 Oct 2008 12:51:00 GMT

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

2008 BMW M3 vs. 2008 Mercedes C63 AMG

Fleetrates News 1-888-861-8080 — Mon, 31 Mar 2008 16:55:00 GMT

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 Full Test Drive - Only $709/month! Low 2008 cayenne S Prices & Lease Payments 1-888-831-8080

Fleetrates News 1-888-861-8080 — Mon, 04 Feb 2008 21:47:00 GMT

New 2008 Porsche Cayenne S
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The second-generation 2008 Porsche Cayenne can hardly be called all new, but it does offer worthy upgrades in the power and fuel economy of all three trim levels Cayenne, Cayenne S and Cayenne Turbo while providing upgraded handling and freshened looks. After a brief sampling of all three versions through undulating mountain roads and entertainingly banked highways in Cadiz, Spain, its clear that the changes will make the already popular Porsche Cayenne even more desirable when it arrives in March. Most significant among them are more-powerful and efficient engines for each model and a new high-tech suspension system that neutralizes side-to-side leaning through turns. But as usual with Porsche, we find the list of standard equipment on the Cayenne to be lacking compared to competing models and the price hike of the top Turbo model to be appallingly high.

Exterior
The new Cayenne has a reworked front end and better aerodynamics than its predecessor. But if youre considering trading in your existing Cayenne for a 2008 model, then opting for a different color than your current vehicle may be the only way your neighbors will tell that youre driving a brand new SUV. Otherwise only the truly obsessive Porsche fans in your neighborhood are likely to notice the difference. The Cayenne Turbo (pictured at right) gets a little more visual differentiation, which it should for its major power and price increase over the others. The Turbo models front end features two thin vertical bars in its larger grille, as well as unique horizontal turn indicator lights in the front air intakes instead of the vertical ones of the other two. There are also two ridges in the hood that belie the muscular engine beneath it.

Interior
The Cayennes interior is identical to the outgoing models, which is somewhat of a disappointment. This isnt because its unattractive its not but simply because there are some minor annoyances that could significantly improve the ergonomics. For instance, the steering-wheel stereo controls still seek up and down through radio stations rather than scrolling through presets, and the 10 radio presets on the stereo head unit in the center console are small and hard to distinguish by touch. Also, the heated steering wheel is connected directly to the heated seat control, which is nice and simple, but it doesnt let you crank the heat on the wheel when only your fingers are cold while keeping the seat temperature less toasty. These sound like minor quibbles, but on a vehicle this expensive, everything should be thoroughly thought out.Fortunately, Porsche stayed away from any form of multifunction knob-controlled system as seen on virtually every new luxury vehicle from foreign manufacturers (save only the lower-end models). While tech heads might consider Porsche to be behind the curve in this regard, we consider the lack of a single knob controller that governs all interior functions to be a serious advantage for the Cayenne. Porsche sports cars are known for being simple and pure in function, and the Cayenne follows this philosophy by not complicating interior controls with a system like Audis Multi-Media Interface or BMWs iDrive.The major upgrades inside the Porsche Cayenne are a power-operated tailgate and the addition of a rear-seat DVD entertainment system finally with two screens embedded in the front head restraints. One upgrade still lacking is a third-row seat. The Cayennes interior provides what one expects of a traditional SUV: lots of room for outboard passengers, a high seating position with a commanding view of the road and a generous cargo bay that can hold a little more than 19 cubic feet of cargo with the rear seats up (even more with the rear seats folded forward). The vehicle's substantial ground clearance makes it awkward for smaller children or less-mobile adults to get in and out.

On the Road
The traditional Porsche buyer is much more interested in driving fast than fiddling with interior goodies. But is it the same for the Cayenne buyer Porsche must think so, because it has improved all of its handling and performance dynamics as well as comfort, thanks to its new Porsche Dynamic Chassis Control system, or PDCC, which is a $3,150 option.The fact that every test vehicle we drove was equipped with the optional PDCC would indicate that Porsche officials are proud of this system. But the reality is that the PDCC system and more-powerful engines are what differentiate the new Cayenne most from the first generation.The PDCC system is designed to work with the Cayennes optional air suspension to hydraulically limit any side-to-side leaning of the Cayennes body through turns. In curves taken at speeds that generate up to 0.65g, a very high figure for SUVs, Porsche promises a perfectly flat attitude with no body roll.The previous Cayenne was a fine-handling SUV, and Porsche officials promise the new one is even better an assertion thats hard to argue with after seeing video of a PDCC-equipped Cayenne running visibly flatter than a first-generation model back and forth through a series of pylons. Porsche says the system cuts four to five seconds off of a lap at the Nurburgring racetracks daunting North circuit (most manufacturers use this challenging track to help develop their vehicles). Our test-drive (on roads, not the racetrack) proved the PDCCs effectiveness: The system literally eliminated any perceptible body roll as we thrashed the three models on hand through all manner of wickedly curvy roads. The system also improves comfort, which is a key consideration for many SUV buyers. Hydraulic actuators that keep PDCC-equipped Cayennes flat through turns also work while driving in a straight line by reducing the perceived side-to-side motion of the vehicle over bumps in the road or even when changing lanes quickly. But we think that Porsche owners shouldnt have to pay an extra $3,150 for fine handling, just like they shouldnt have to pay extra for powered and heated seats on the companys sports cars. Whats more, the special air suspension that is needed for PDCC only comes standard on the priciest Turbo model and is optional on base and S models so the total price for the system on each of these two versions is a considerable $6,500.Yet after driving all of the models, the feature really does set the new Cayenne apart from previous versions. Wealthy enthusiasts probably have the money to upgrade to the PDCC, and a high price is part of the quotient for exclusivity, but its the principle of Porsches strategy to seemingly nickel and dime buyers for things that other luxury carmakers include as standard equipment that doesnt sit well with us. At least the new, more-powerful engines dont cost extra. The base Cayenne now has a 290-hp 3.6-liter V6, an increase of 43 hp. The Cayenne S comes with a 485-hp 4.8-liter V8, which is a whopping 145 hp more than last year's S model. The Cayenne Turbos turbocharged 4.8-liter V8 jumps 50 hp to a staggering total of 500 hp. Torque ratings increase to 273 pound-feet, 369 pound-feet and 516 pound-feet, respectively. The most common transmission will remain the touch-shift six-speed Tiptronic automatic that includes buttons on the steering wheel and a special gate on the center-console-mounted shift lever to allow manual gear changes. A six-speed manual transmission is still available on the base model only, although it will likely be such a rarity as to require special ordering.The upgraded engines are even more impressive because theyre not only stronger but also more efficient, consuming between 4.4 percent and 8.1 percent less fuel than last years models (depending on the engine), according to European government tests. Average fuel economy estimated by Porsche for the base Cayenne with automatic transmission is 18 mpg city/22 mpg highway. Porsche says that in real-world driving, the new Cayennes have 15 percent better fuel economy versus outgoing models. Porsches pricing scheme typically places a huge premium on high-performance variants, and the 2008 Cayenne is no exception. To put this into perspective, consider that the difference in price between the $43,400 base Cayenne and the $93,700 top-of-the-line Turbo model is $50,000. In other words, you can buy two base Cayennes for less than the price of a Cayenne Turbo. But if youre willing to pay the price for the premium equipment, the 2008 Cayenne really does take some remarkable steps forward.Buy this Vehicle if You want a Porsche but need an SUV; you enjoy the possibility of performance driving on the way to pick up the kids; you want the best handling and most beastly SUV on the road and are willing to pay the steep price to get the Cayenne Turbo; you want a manual transmission, which few competitors offer. Keep Looking if You want the most luxury and/or technology per dollar in your SUV; fuel economy is a concern; youd rather buy a less-expensive SUV and get a Porsche Boxster or Cayman for fun. Who Fits Most people who dont have NBA aspirations or a desire for a third row of seats. Options Worth Splurging on The Porsche Dynamic Chassis Control ($3,150 on the Turbo, $6,500 on the base and S models) for performance fiends; heated seats and steering wheel.

New 2007 Mercedes-Benz Winter Event is here! Save thousands on 2008 Mercedes-Benz Models Low Lease Payments Prices

Fleetrates News 1-888-861-8080 — Thu, 15 Nov 2007 20:22:00 GMT

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
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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
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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

Additional special APR financing available on the 2008 R320 CDI, the 2008 ML320 CDI, and the 2008 ML550.

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

Additional special APR financing available on the 2008 CLK550 Coupe, the 2008 CLK550 Cabriolet, and the 2008 CLS550 Coupe.

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

New 2008 Cadillac CTS Test Drive Full Review

Fleetrates News 1-888-861-8080 — Thu, 04 Oct 2007 14:17:00 GMT

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.


Model Line Overview

Model lineup:	Cadillac CTS ($32,245)
Engines:	263-hp 3.6-liter V6; 304-hp 3.6-liter V6
Transmissions:	6-speed automatic; 6-speed manual
Safety equipment (standard):	frontal airbags, side-impact airbags, curtain airbags, ABS, EBD, traction control
Safety equipment (optional):	all-wheel drive
Basic warranty:	4 years/50,000 miles
Assembled in:	Lansing, Michigan


Specifications As Tested

Model tested (MSRP):	Cadillac CTS AWD ($35,700)
Standard equipment:	air conditioning, power steering, power disc brakes, keyless entry, power windows, power locks, power mirrors, console, cruise control, message center, trip computer, floor shift, fog lights, AM/FM/CD sound system
Options as tested (MSRP):	DVD navigation system ($1995); convenience package ($475); DVD entertainment system ($995); AdvanceTrac ESC ($495); Sirius satellite radio ($195)
Destination charge:	($745)
Gas guzzler tax:	N/A
Price as tested (MSRP):	$34,545
Layout:	all-wheel drive
Engine:	3.6-liter dohc 24-valve V6
Horsepower (hp @ rpm):	304 @ 6300
Torque (lb.-ft. @ rpm):	370 @ 5200
Transmission:	6-speed automatic
EPA fuel economy, city/hwy:	18/26 mpg
Wheelbase:	113.0 in.
Length/width/height:	191.6/72.5/58.0 in.
Track, f/r:	61.8/62.0 in.
Turning circle:	38.0 ft.
Seating capacity:	5
Head/hip/leg room, f:	38.8/55.1/42.4 in.
Head/hip/leg room, m:	N/A
Head/hip/leg room, r:	37.2/54.1/35.9 in.
Cargo volume:	13.6 cu. ft.
Payload:	N/A
Towing capacity:	1000 Lbs.
Suspension, f:	independent, single lower arm, coil springs, stabilizer bar
Suspension, r:	independent, multi-link, coil springs, stabilizer bar
Ground clearance:	N/A
Curb weight:	4090 lbs.
Tires:	P235/55R17
Brakes, f/r:	disc/disc with ABS, EBD
Fuel capacity:	20 gal.

New 2008 Mercedes-Benz GL-Class Test Drive & Full Review

Fleetrates News 1-888-861-8080 — Wed, 03 Oct 2007 19:16:00 GMT

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.

New 2008 Porsche 911 Turbo GT2 Full Test Drive

Fleetrates News 1-888-861-8080 — Tue, 02 Oct 2007 16:42:00 GMT

The A1 autobahn, somewhere north of Bremen, Germany. We're at the wheel of the 2008 Porsche 911 GT2. At an indicated 186 mph — almost 3.5 miles per minute — the surrounding countryside blurs into one constant stream. The slap of the tires against the expansion joints in the concrete road surface combines with the steady rush of the wind pouring over the car's curved profile. Yet even together they can't overcome the deep roar of the engine, which is still pulling hard some 800 rpm shy of its electronic cut-out at the redline of 6,800 rpm. Long sweeping curves in the road ahead tighten in intensity and our heart rate races. We can feel the front end of the car lifting as it fights to control the huge aerodynamic forces. Yet the new 2008 Porsche 911 GT2 manages to track better at such extreme velocities than any other road-going 911 thanks to bodywork developed for the 24 Hours of Le Mans. It's uniquely challenging but wonderfully addictive. And thanks to Germany's insistence that speed — no matter how outrageous — is the right of each and every road user, all this is completely legal.

Velocity Max
Officially the GT2 reaches a top speed of 215 mph, making it the fastest series production 911 ever unleashed for the road. "With speedometer error factored in, that's an indicated 214 mph," explains Alan Lewin, the new car's project boss. We're ultimately 10 mph short of this at an eye-widening 205 mph as the sign to Oldenburg flashes by to our left. We've managed to better the 193-mph top speed of the Porsche 911 Turbo, with which this latest Porsche shares so much of its mechanical package. More than just 15 mph in top speed separates these two cars, however, as they are very different in character. The four-wheel-drive 911 Turbo goes about its business with almost clinical efficiency, insulating the driver with technological wizardry in a way that has led many to describe this car as being too sophisticated for its own good. The rear-wheel-drive GT2, on the other hand, relies on compelling rawness to stamp the driving experience with its own personality, challenging those behind the wheel to use its immense reserve of performance.

Extreme Aerodynamics
While the GT2 borrows heavily from the Turbo in terms of its fundamental appearance, there are a number of detailed styling changes that serve to set it apart, all of which, Lewin tells us, have to do with airflow management. The changes begin with a heavily revised front bumper with sizable outer air ducts that's also punctuated on each side by a row of eight LEDs. The central duct has also been enlarged to ensure more cool air finds its way to the trio of front-mounted radiators, a pair of air-conditioning condensers and the front brakes. Porsche claims cooling efficiency has been improved, allowing the GT2 to retain the same-size radiators as the Turbo despite its greater power output. In addition, the GT2 has an oil-to-water heat exchanger for the gearbox (the 911 Turbo has an air-to-air cooler for this purpose). The front aero splitter has been strengthened to resist underbody airflow at extreme speed and thus reduce aerodynamic lift. The rear wing is without a doubt the most defining visual feature of the new car, just as it's been for every GT2 since the racetrack original appeared in 1995. Fixed to the engine lid, it once again boasts a twin-element design with ram-air ducts to help the engine breathe deeply at speed. Below the wing, there's a heavily revised bumper that features vents to extract hot air from the engine bay. Although the GT2 has a lower ride height than the 911 Turbo, its aerodynamic addenda results in a slightly higher drag coefficient — 0.32 Cd against 0.31 Cd. But compared to the meager 35 pounds of downforce the 911 Turbo develops at 200 kph (124 mph), the GT2 registers 20 pounds of downforce over the front wheels and 64 pounds over the rear at the same speed. This is comforting to know when you've got the GT2 wound up in 6th gear on a deserted German autobahn, believe us.

A Soul With Six Cylinders
The engine of the GT2 shares its broad specification with the 911 Turbo, but internal tweaks provide a small but important edge in performance. Capacity of the horizontally opposed six-cylinder remains 3.6 liters, but the combination of the latest Borg-Warner variable-geometry turbochargers making 20 psi of boost and a new variable inlet manifold together help increase power to 530 horsepower at 6,500 rpm, 47 hp more than the 911 Turbo. The GT2 engine also produces 501 pound-feet of torque, an improvement of 44 lb-ft. More important is the fact that this torque is produced all the way from 2,200 rpm to 4,500 rpm. This makes the power delivery extraordinarily consistent across the rev range, as phenomenal flexibility combines with monumental top-end thrust. The power only begins to wane in intensity shortly before the ignition is retarded at 6,800 rpm.

Feel the Power
On one lonely strip of autobahn we slotted the GT2 into 6th gear at just 1,000 rpm. With the speedometer indicating 50 kph (30 mph), we put the pedal on the floor mat and the car surged ahead without any unruliness until we'd broken 300 kph (186 mph). There's no discernible lag as the turbochargers spool up to maximum boost; just one smooth, linear and titanic seam of energy. You need to think hard about whether it is strictly necessary to call up that last couple of thousand revs in lower gears. Most of the time, it isn't. The GT2's comparatively light curb weight of 3,175 pounds heightens your impression of speed, a useful reduction of the Turbo's curb weight of 3,483 pounds by 308 pounds. Then there's the fact that the power is being channeled to just the rear wheels, which makes you question whether even fleeting moments of full throttle are indeed prudent on public roads. This is the first GT2 to get three-mode stability control and a limited-slip differential as standard equipment, yet wheelspin is not exactly an uncommon commodity when you're out to explore this car's limits. At 3.7 seconds, its acceleration to 100 kph (62 mph) is 0.2 second quicker than the 911 Turbo and 0.3 second quicker than the previous-generation GT2. The new car's headline performance number is its acceleration to 100 mph — just 7.4 seconds. The revs build so suddenly in 1st, 2nd and 3rd gears that you always have to be at the ready to grab the next gear before the electronic cut-out at redline surprises you. It's only when you get to 4th that it all becomes less frenzied, though even then the acceleration remains strong.

More Than Speed
Sheer speed is only part of the thrill, though. The latest 911 Turbo with its new fast-acting, clutch-type center differential and all-wheel drive is very much foolproof when it comes to fast driving. The GT2, on the other hand, is very much from the old school — tail happy and ready to punish those who fail to heed the warning signs. Accelerate hard out of even a moderately fast corner in a lower gear and the GT2 will spin its rear wheels almost on demand. Fortunately the steering is more alert than in the Turbo, so winding on steering lock in a timely fashion keeps the GT2 under control. The three-mode stability control intervenes much later than you'll find for other models of the 911, and it cleverly provides separate switches to completely disengage both the stability and traction functions. While on the subject of chassis electronics, it's worth mentioning that the stability control's electronics intervene viciously as soon as you try to left-foot brake — unsettling behavior at best and downright dangerous at worst. In the right hands, the GT2's potential is phenomenal. Former world rally champion Walter Rohrl has lapped the Nürburgring in 7 minutes 32 seconds, a full 14 seconds faster than the previous GT2.

The Comfort Quotient
Although the GT2 has been built for speed, not comfort, the ride quality is acceptable given the lack of compliance afforded by its low-profile Michelin Pilot Sport tires, 235/35R19s in front and 325/30R19s in the rear. Like the Turbo, the GT2 gets Porsche's active suspension that allows you to alter the damping in two predetermined stages. There's an overall intensity to the ride that is just not apparent in the Turbo, but at the same time the GT2 still manages to swallow nasty ridges in the pavement without sending you off your line through the corner. That said, only a masochist would consider the sport mode on public roads. Developed specifically for track use, you have to fight the wheel to keep the GT2 pointed exactly where you want it, and even the smallest of surface imperfections makes it feel nervous. If you get into trouble, the braking power is colossal. The GT2 has Porsche's carbon-ceramic rotors as standard equipment, measuring 15.0 inches in front and 13.4 inches in the rear. Eight-piston calipers grab the front rotors, while four-piston calipers do the job in the rear. Porsche tells us that the brakes play a crucial role in helping the GT2 accelerate from zero to 186 mph and then back to zero again in just 40 seconds. Even more impressive is the ability of the brake package to resist fade. In fact, you could argue that the GT2 stops even better than it goes.

Caution, Trained Professionals Only
Is this car wild? Certainly. Even rally ace Walter Rohrl admits that it's not for everybody. And its price of $191,700 when it goes on sale this November makes it even more of a challenge. Yet the 2008 Porsche 911 GT2 can also be hugely rewarding in the right conditions. No, we can't imagine driving it down an unfamiliar country road in the rain at night. It's just too intimidating. But it is a car that is meant for the track, a huge driving challenge that is nevertheless brought within reach by a carefully tuned array of technology. As Porsche's Alan Lewin points out, "It's a car for those who want to be able to take the car to its limits on their own without feeling impeded by any electronic features."

New 2008 Honda Accord Full Test Drive

Fleetrates News 1-888-861-8080 — Wed, 19 Sep 2007 19:38:00 GMT

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 .

New 2008 Aston Martin DBS First Look

Fleetrates News 1-888-861-8080 — Mon, 10 Sep 2007 17:17:00 GMT

This could be the Nürburgring. Ahead the tarmac rises, kinks left and enters a long, dark, green canopy and in an instant we're into it. "I call this section 'The Labyrinth,'" says the German-accented driver over the basso profundo rumble of the big V12 which is surging out and back athletically as we jink the 2008 Aston Martin DBS between corners.

Finally we barrel out of the Labyrinth's final bend and down the straight that follows, the V12 running all the way out to its redline. Then near silence: He's demonstrating the carbon-ceramic brakes, and if you listen carefully you can just hear me choking as I hang hard from my seatbelt.

This isn't the Nürburgring. It's the B-something in Warwickshire, northwest of London. We're not going to tell you which one exactly; it's too good. And although the driver is German and a racer, he is better known as the CEO of Aston Martin.

Dr. Ulrich Bez took the company from producing 800 cars when he joined in 2000 to 7,000 now and over 9,000 when the Rapide arrives in 2009. He also led Aston Martin to independence from Ford earlier this year and the car we're riding in, the DBS, is the first to be launched since.

You Saw It in Bond
He's an engaging character, Bez. The recording of our fairly committed tour of the Warwickshire countryside also features him peppering his technical explanations with sound effects, patting my hand as he checks to see if I'm OK after the brake test and essentially refusing to go anywhere until I've killed a bee that's buzzing around in the seatless rear of the Aston Martin DBS. Odd. Happy to race around the world's most dangerous circuit in the rain at the dead of night, but terrified of insects.

The Aston Martin DBS won't cause him any sleepless nights. Once a new car selling 500 each year would have made or broken Aston. No longer; the DBS will be the smallest seller in a six-model range, and half the first year's production has been sold in the U.K. alone. Being the wheels of the most popular Bond in years, particularly when — pop-out PPK excepted — Bond's newfound realism means there's little difference between this and the car Daniel Craig drove, hardly limits your sales prospects.

Success was never in doubt. Other than being one of the first to ride in the DBS, what we wanted to discover was how we should see it. According to Aston it "bridges the gap" between the DB9 and the racing DBR9. On paper it looks like Aston's take on the 911 GT3 or 430 Scuderia; it's 143 pounds lighter than a standard manual DB9 with its restyled, harder-edged carbon-fiber panels, carbon-ceramic brakes, stripped-out cabin and manual transmission. But in price (likely to be around $200,000), timing and power (up 13 percent to 510 horsepower at 6,500 rpm and 420 pound-feet at 5,750 rpm), it could be seen as a Vanquish replacement. The way Bez sees it determines how it will drive.

Fly Like a Butterfly
"From a price position this is a Vanquish replacement, but from a character position it is not," he says. "A Vanquish is like a David Nash sculpture. It has stunning forms but it is not integrated or sophisticated. The brakes need a lot of force, the gearchange needs a lot of attention. It gives you a lot of satisfaction, like riding a wild horse. But this is a completely different horse. It is quicker, it brakes better, but it has better comfort, it has everything. It is very refined and high-technology. It attracts the same customer but is a different car."

Different how, exactly? "If you talk about edgier, harder, of course it goes around the Nürburgring half a minute faster than the Vanquish but it is so much smoother in how it does it. This is the interesting thing; a lot of people may see more performance as edgier. But Cassius Clay was an elegant boxer, very smooth but very strong, and a sprinter is a very elegant mover. I see this performance as best if it is smoother, softer."

But there are plans for a harder, lightweight Aston. "We will have at some stage such a lightweight car with the V8 Vantage. We will take weight out, comfort out and noise insulation out. But they make you look stupid if you drive them slowly. The DBS is absolutely perfect for daily use."

Carbon Footprint
So let's find out. From the outside, the DBS looks like what it is: a steroidal DB9; though I'm not sure if you improve the standard car's near-perfect proportion and detail by adding spoilers and venturis. You do demonstrate where the extra money has gone, and for most buyers in a supercar market gone supernova, happy to spend as much with Aston as Aston will let them, that will be enough. Our car is a prototype; largely correct, but lacking the final grille, only three of which exist and are in Pebble Beach, California, for the car's official unveiling.

Nearly half the car's weight saving comes from the carbon-fiber panels, hood, deck lid and front and rear wings. Aston has developed a new "surface veil" treatment that coats the carbon panel with a 200-micron-thick glass and epoxy layer to produce a perfect paint finish and prevent the carbon weave from showing through.

Elsewhere, it's a feature; the underside of the hood, the wing mirror struts, the door caps. The new front splitter is also carbon. The carbon-ceramic brakes are a first on a road-going Aston and save almost 28 pounds of unsprung mass. The superb paddle-shift-operated ZF six-speed automatic transmission will be offered as an option later but at the same 88-pound weight penalty as in the standard car. The wheels are 20 inches in diameter and wear Pirelli P Zero rubber measuring 245/35 front and 295/30 rear.

Mass Hysteria
The interior is also DB9 plus 20 percent. Even the "comfort" seats look like they ought to have harnesses; carbon-backed, ultrathin lightweight seats are a no-cost option and the door tops are bare carbon, too. The switchgear sprouting from the polished central console is all thick nuggets of aluminum now; no Ford-group borrowings here. The crystal key slots into the starter button in the center of the dash, but I don't see Bond referring to it as an "emotion control unit," as Aston would like him to.

Its official 3,737-pound curb weight includes the standard seats, but the lightweight seats cut another 44 pounds from the mass. Either way, this is a heavy car. The optional seats have fixed backs but adjust for rake, and their exposed carbon and Kevlar shell is just 3mm thick. Aston even claims that the suede-effect leather trim and carpet fibers have been specially chosen for their lightness; shame the typical buyer is pot-bellied.

They can call it what they like when it gives you access to performance like this — Aston says the DBS will hit 60 mph in 4.3 seconds and top out at 191 mph. The result of more power and less weight is predictable in theory but still slightly shocking in practice. In the time it takes Bez to get his right foot in, the DBS has leapt from exit to the apex and we're back on those monstrous brakes. The car is wider but it feels more agile by some margin, both in its instant accelerative ability and in the composure with which it sweeps through bends.

More of Everything
Early DBSs suffered from a stiff, slightly awkward ride but this car finally seems to have it nailed; it manages to round off the worst of the harshness of these coarse, potholed roads while keeping the body in check. As Bez promised this is clearly not a hard-core, compromised, lightweight street racer; I could tolerate this ride all day.

But the DBS won't be a pushover; the traction is evidently mighty but the back end squirms under the hard acceleration. Bez is plainly a very skilled driver but even he fluffs a few changes, testament to the difficulty of managing a 5.9-liter 48-valve V12 through a six-speed manual box.

And what about the stuff we can't gauge from the passenger seat? "You will have a different sensation to the DB9," Bez promises, "but not in the sense of it being harder. It will feel more agile even if it is wider. It is more muscular but not without feel. You can take your big toe and feel the sensitivity in the brake, but it's not soft. The gearshift in a Porsche doesn't give you enough of a reaction, it's too soft. This is more rounded. The steering is good but we can get it better; it's not quite where the braking is yet."

So the DBS claims to offer more of everything — more power, more drama and more dynamism. And more importantly to Aston, more A-grade global exposure than an outfit this size could ever pay for, and more customers paying more money. But does it offer more enough to be twice the price of the Vantage? When we lever Bez out of the driver seat, we'll tell you.

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Fleetrates News 1-888-861-8080 — Thu, 05 Jul 2007 16:03:00 GMT

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FleetRates.com and Google Launch Nationwide Automotive Radio Campaign

Fleetrates News 1-888-861-8080 — Tue, 19 Jun 2007 18:25:00 GMT

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FleetRates.com Posts A Record 244% Increase In Site Traffic

Fleetrates News 1-888-861-8080 — Tue, 19 Jun 2007 17:53:00 GMT

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New 2008 Mercedes Benz CLK63 AMG Black Series Coming Soon - Pre-Order at FleetRates.com 1-888-861-8080

Fleetrates News 1-888-861-8080 — Mon, 14 May 2007 14:22:00 GMT

First Impressions:
Track-worthy modifications take the CLK63 AMG to a whole new level

Featured Specs

500-hp 6.2-liter V8
7-speed automatic transmission
19-inch forged alloy wheels
$135,000 asking price

Ever want to lead the pack in a Formula 1 race? Then you want the 2007 Mercedes-Benz CLK63 AMG Black Series — a 500-horsepower, street-legal version of the official F1 safety car. This is the successor to the SLK55 AMG Black Series introduced exclusively to the German market without much hoopla last year, a badass coupe that introduces AMG's new line of track-ready cars to America. Tobias Moers, AMG's development boss, openly admits that the sublime Porsche 911 GT3 is the inspiration and performance benchmark for AMG's latest creation. As its name suggests, the Black Series begins with the 2007 Mercedes-Benz CLK63 AMG, the coupe version of which isn't sold in the U.S. But while the two Benzes share the same name and basic driveline package, the 2007 Mercedes-Benz CLK63 Black Series is a completely different animal, a pure high-performance car.

Battle of the Bulge
One fleeting glimpse is enough to tell you that this is no ordinary Mercedes-Benz. Sporting a dirty front spoiler that's designed to ramcooling air into an enlarged radiator while simultaneously dialing out aerodynamic lift, the Black Series instantly appears more menacing than the standard CLK63 AMG, itself hardly backward in signaling its performance potential. The CLK63 Black has the look — stylized air vents in the carbon-composite front fenders, chiseled rocker-panel sills, a deep rear valence that incorporates a cooling element for the differential and a carbon-fiber spoiler. The body's bulging wheel arches are part of the body, not simply tacked on as in AMG's earlier CLK DTM coupe, and they enclose lightweight 19-inch forged alloy wheels that weigh just 24.3 pounds each, some 6.6 pounds lighter than the CLK63 AMG's standard wheels. This crucial reduction in unsprung weight is just one of the secrets to the Black's more responsive nature, says Moers. The lightweight racing-style makeover is carried into the interior, where carbon-fiber trim has been used for the door inserts and center console, giving the Black Series a pared-down look without making it appear too tacky in the process. It's the tactile bits that really make the Black's interior unique, though. You might expect the small-diameter, flat-bottom steering wheel and forged-aluminum shift lever, yet there are also racing-style AMG bucket seats upholstered in flame-resistant nylon velour. (Side airbags are deleted.) If you're really hard-core, AMG will even ditch the rear bench seat, replacing it with two trimmed wells suitable for soft luggage.

More Powerful V8
We can't remember ever thinking that the CLK63 AMG's 6.2-liter V8 has ever been short on power. With 478 horsepower, it produces 58 hp more than the Audi RS 4's 4.2-liter V8 and even the forthcoming BMW M3's 4.0-liter V8. Still, the power brokers at AMG are a hard lot to please. Predictably, they've upped the output for the Black Series by 25 hp, giving this high-revving, 32-valve DOHC lump a solid 500 hp at 6,800 rpm. The engine's torque output remains 465 pound-feet at 5,250 rpm. The engine is noticeably more responsive due to the adoption of remapped electronics, a new inlet manifold with larger ducts and a reworked exhaust system with equal-length pipes that reduces back pressure. The exhaust note is great, a subdued V8 rumble at low revs that builds into a deep industrial-grade roar through the midrange before erupting into an all-guns-blazing blare of intake and mechanical noise until the rev limiter cuts in at 7,400 rpm.

Bye-Bye RS 4
As with the standard CLK63 AMG, power is channeled through Mercedes-Benz's 7G-Tronic seven-speed automatic transmission. Fettled with AMG's Speedshift electronics for faster gearchanges, it swaps up smoothly under light loads, surfing the prodigious torque curve to provide seamless progress. Bury the throttle and the CLK63 Black responds beautifully, banging through the cogs with rifle-bolt precision. The 7G-Tronic is no substitute for a proper manual gearbox, but you can call up gears at will via aluminum paddles mounted on the steering wheel. As a signal of its purposefulness, the transmission refuses to shift up in manual mode, holding onto the selected gear right to the redline. Just two shift modes are provided: Sport and Manual. Corralling all the power is a limited-slip differential, which gets its own oil cooler and electric pump to keep temperatures in check. It provides 30 percent lock under load and 10 percent on a trailing throttle to ensure optimal traction. In addition, the rear-axle ratio is 7 percent shorter than before at 2.82:1 for quicker acceleration. Add it all up and the Black Series goes faster, feels faster and sounds faster than the standard CLK63 AMG. How fast? Mercedes-Benz claims the 0-60-mph time has dropped by 0.3 second to just 4.1 seconds. And remember, the German carmaker is notoriously conservative when it comes to quoting acceleration, so expect independent tests to reveal it to be even quicker off the line. Top speed is limited to 186 mph. "It is capable of more," Moers tells us, "but the tires are not."

Meats the Road
For all the added pace of the CLK Black Series, it's the handling that really steals the show. No Mercedes-Benz model — SLR included — offers such rabid response or poise at the limit as this car. It's reflected in Moers' claim that the Black Series can lap the Nürburgring in just 7 minutes, 52 seconds. By way of comparison, the Porsche 911 GT3 is said to be capable of 7 minutes, 47 seconds in the right hands. As the substantial wheel arches suggest, there have been some major revisions underneath the car, with the front track widened by 3.0 inches and the rear track increased by 2.6 inches, largely a function of the wide wheel rims. The C-Class-based suspension has been heavily reconfigured, and screw-type adjusters for the springs afford adjustable ride height, while the dampers have adjustable compression and rebound. The front suspension permits camber adjustment, while both front and rear track can be slightly changed as well. Sturdy strut braces front and rear also contribute a useful amount of chassis rigidity. It's a track setup, really, adapted largely from Mercedes-Benz's F1 pace car but with some special attention given to items like the front wheel bearings, which will also be incorporated into the forthcoming C63 AMG. On the road, the ride harshness tells you immediately that the spring rates are much stiffer, yet there is sufficient wheel travel to ensure you are not banged about too badly on pockmarked bitumen. There are 265/30ZR19 Pirelli P Zero Corsa tires under the front fenders and even wider 285/30ZR19s in the rear — R-type rubber that's designed for ultimate grip. Spearing through some tricky switchbacks in the mountains on the outskirts of Los Angeles, the new AMG coupe proves remarkably agile. The steering is massively improved — a little slow coming off the center as you turn in, but possessing a crisp feeling of detail from the road surface that makes the steering of just about every other Mercedes-Benz seem prosaic. The wider track helps, Tobias Moers says, effectively making the power-assisted rack-and-pinion steering around 8 percent quicker. Such confidence-building dynamics and prodigious purchase on the pavement allow you to carry big speed into corners and then plant the throttle early for romping exits. Meanwhile, an array of driver aids, including a specially calibrated ESP, are nowhere near as intrusive as they are in the standard CLK63 AMG, so it's possible to provoke lurid oversteer in the right conditions. While the appeal of the standard CLK63 AMG depends largely on its heroic engine, the Black Series has the dynamics in the corners to back up its straight-line speed. Unlike so many track-ready cars, the Black Series makes you look forward to a lot more time behind the wheel.

Time To Get in Line
The bad news is, the 2007 Mercedes-Benz CLK63 AMG Black Series will do a $135,000 dance on your checkbook, a $45,025 premium over the CLK63 AMG Cabriolet. In fact, you could buy both an Audi RS 4 and the new fourth-generation BMW M3 for the same price. Madness, you say. Perhaps, but Mercedes-Benz is adamant there is a market for the car, and a production run of 700 cars has been planned. Mario Spitzner, AMG's marketing manager, says he has already taken 300 orders for the car from U.S. customers, and only 350 examples of the CLK63 AMG Black Series are allotted to North America. We're telling you, get in line right now.

New 2007 Acura MDX Review - Full Test Drive

Fleetrates News 1-888-861-8080 — Fri, 11 May 2007 17:21:00 GMT

2007 Acura MDX
All-new, more powerful, more fuel-efficient, more luxurious.

The Acura MDX is all-new for 2007. It's larger then the previous model and has been improved in every area. That's saying something given that the first-generation MDX (2001-2006) had a unique combination of style, design, utility, and a rock-solid powertrain with both good power and good fuel economy that made it very popular among mid-size luxury SUVs. It sold in record numbers right to the end and was the second-best-selling Acura model (after the TL sports sedan). The all-new 2007 Acura MDX is built on a proper truck platform, and is not an adaptation of the Accord passenger car platform. It doesn't look larger than last year's MDX, but it is in fact several inches longer and wider. That makes it among the largest vehicles of its type. It offers more space for folks and flotsam inside, totaling almost 143 cubic feet. From its wild new grille to its elaborately stylish cat's-eye headlamps to its huge new taillamps, it's got a more muscular look compared to the original, especially in the areas around the tires. Sporty styling cues include the big, fat dual exhaust tips that look like they belong on a V8, and the hefty five-spoke alloy wheels. Even the Acura badge in the grille has been changed, and is now twice as big as it once was. The seats are laid out in three rows of two, offering seating for up to seven people. The 10-way driver and 8-way front passenger power seats allow huge adjustment latitude for long-distance comfort. The new MDX is physically stronger than the previous model, with a more rigid structure that's much more resistant to twisting and bending, beneficial for ride and handling as well as tightness as the vehicle ages. Powertrain improvements include a larger, more powerful V6 engine, combined with a five-speed manual-shift automatic transmission. The completely updated exterior appearance, which is sportier still than the original, will make it easy to spot the new one. Inside, there is a completely new approach to SUV interior design, a more organic, unified presentation of instruments and controls, a more involving scheme for the driver that should be appreciated by moms and dads alike. We found the MDX quiet and quick, with nicely weighted steering. The active damper system that comes on the Sport model makes driving the MDX more fun, with a flatter ride and less body roll in the corners. The driver can select between sport and comfort modes for sharper handling or a softer ride. The navigation system, satellite radio, iPod input jack and Bluetooth phone synching make it easy and fun to go down the road. Acura says the new MDX competes with the BMW X5, the Volvo XC90, the Lexus RX 330, the Mercedes-Benz ML350, as well as the Cadillac Escalade and GMC Yukon Denali. Acura hopes the new MDX will appeal to women who want a sports car but need an SUV.

Model Lineup
The 2007 Acura MDX ($39,995) offers three major options packages, two of which are positioned as models. With the Technology package ($43,495), the MDX gets Acura's wonderful voice-activated navigation system, this time out with Zagat reviews and ratings embedded, a rearview camera, AcuraLink satellite communications with real-time traffic data, a 410-watt ELS surround sound system with 6CD changer and 10 speakers, wireless telephone equipment, and three-zone automatic air conditioning. The Sport package ($45,595) includes the Techology package and adds Delphi active-damping magnetic rheological shock absorbers, perforated leather interior trim, alloy wheels, and self-leveling HID headlamps. The Entertainment package ($2,200), available with either the Technology or Sport packages, adds a DVD rear entertainment system, heated second-row seats, a power tailgate, and a 110-volt power point in the front console. Safety equipment on the new MDX is as complete a package as there is in the industry. The front bucket seats each have two-stage air bags and active head restraints, two-stage driver and front passenger knee bolsters, front seat side air bags and three-row side-curtain air bags including rollover triggering. That's in addition to the mandated front airbags. Active safety features, designed to help the driver avoid accidents in the first place, include all-wheel-drive, electronic stability control, and anti-lock brakes (ABS) with electronic brake force distribution and brake assist for panic stops.

Walkaround
The 2007 Acura MDX exterior and interior were designed entirely in America, at Honda's facilities in Los Angeles and Ohio, with input from design centers in St. Moritz, Switzerland, and Milan, Italy. It's supposed to look like a Wally 118 motor yacht, but it still looks like an SUV to us. The formerly tasty grille has been turned into a metal-filled hole that looks like a battering ram, and the entire side has been rearranged with a new side window arrangement that suggests more sportiness than the original, with converging sheetmetal lines built into the design. Both headlamps and taillamps are heavily sculpted, and there is not one ounce of plastic cladding or side trim, in the same design vein as the original. Very clean, but susceptible to parking lot slams and door dings. The wheel openings, especially the fronts, are very pronounced, for a more sporty stance. Overall, we'd give it an 8.7 for exterior design, remembering that it's essentially a big cargo box on wheels. This second-generation MDX is more than two inches longer in length and wheelbase than the previous model, with a wider track and a lower stance. The MDX is now larger than its competitors. Acura's first power tailgate system is available on the MDX with the entertainment package. It can be operated either from the remote key fob, from a button on the driver's door panel, or from a button located inside the tailgate. The location of the tailgate's motor is the D pillar, not the roof, which yields more headroom for the third-row occupants. The tailgate can also be operated manually.

Interior Features

The Acura MDX has a completely new interior decor for 2007. It's designed with driver-centric instrumentation and displays. Acura calls this area "mission headquarters." The beautiful new three-spoke brushed-aluminum steering wheel alone has nine control systems mounted on it for cruise control, telephone, entertainment systems, and information displays. The new dashboard has a high-mounted large navigation screen in the heavily sculpted panel, with all other switches subservient to the big nav center, and carefully orchestrated into about one square foot of dashboard real estate. The two-line readout display for the climate control and entertainment systems uses large segmented figures and is very easy to read and interpret. The compact main instrument pod is housed in one deeply tunneled nacelle, with four even deeper nacelles for the main instruments. If you look at them long enough, they appear to be staring back at you, with bright white-on-black markings and red needles tracking your progress. The seating is arranged as two front, two center, and two rear, with a third seat available in the second row. There is scant rear legroom in the third row for adults; the third row is strictly for kids. In spatial terms, the interior has 142.2 cubic feet of passenger space. There's 15 cubic feet of cargo behind the third seat, 43 cubic feet with the third row seats folded into the floor, and 83.5 cubic feet with all seats down. Translation: The MDX is competitive in the class.

Interior Features
The Acura MDX has a completely new interior decor for 2007. It's designed with driver-centric instrumentation and displays. Acura calls this area "mission headquarters." The beautiful new three-spoke brushed-aluminum steering wheel alone has nine control systems mounted on it for cruise control, telephone, entertainment systems, and information displays. The new dashboard has a high-mounted large navigation screen in the heavily sculpted panel, with all other switches subservient to the big nav center, and carefully orchestrated into about one square foot of dashboard real estate. The two-line readout display for the climate control and entertainment systems uses large segmented figures and is very easy to read and interpret. The compact main instrument pod is housed in one deeply tunneled nacelle, with four even deeper nacelles for the main instruments. If you look at them long enough, they appear to be staring back at you, with bright white-on-black markings and red needles tracking your progress. The seating is arranged as two front, two center, and two rear, with a third seat available in the second row. There is scant rear legroom in the third row for adults; the third row is strictly for kids. In spatial terms, the interior has 142.2 cubic feet of passenger space. There's 15 cubic feet of cargo behind the third seat, 43 cubic feet with the third row seats folded into the floor, and 83.5 cubic feet with all seats down. Translation: The MDX is competitive in the class.

Driving Impressions

The new Acura MDX offers a quiet ride and brisk acceleration performance. With the five-speed automatic, the MDX is rated to tow up to 5000 pounds. The 2007 Acura MDX benefits from a completely new platform, suspension, and unit-construction body with a built-in frame and subframes front and rear. The MDX is really stout, some 15 percent stronger in torsional bending and seven percent stronger in lateral bending. This time out, it has 56 percent of its body in high-strength steel as opposed to the original MDX's 13-percent HSLA steel content. It's longer and wider, with a 2.5-inch longer wheelbase and similar gain in overall length. All that adds up to a quieter ride quality, with zero squeaks, creaks, groans or rattles. The 300-hp 3.7-liter V6 engine is all-new for this application. Compared to the old 3.5-liter, it has been treated to a hot-rod upgrade, with a bigger bore, bigger stroke, higher compression (11:1, necessitating the use of premium unleaded fuel), and a higher redline (maximum rpm). It makes 47 more horsepower and 25 additional pound-feet of torque compared to the old engine. Acura says it's the most powerful V6 engine in any SUV sold in the U.S. market. It's quick, fast, and quiet, like every Acura engine before it, only more so. One very significant development has come underneath the lithe lines of the MDX, and that's the active damper system in the Sport package option. These are the fastest-acting shock absorbers in the world, used by Cadillac, Ferrari, Corvette, and Audi, and they make driving an SUV much more sporty, with a flatter ride and less body roll in the corners. A console-mounted switch lets the driver select between sport and comfort modes with the shocks. With the additional power and torque available from the new engine, and the amazing capabilities of the Acura Super Handling All-Wheel-Drive (SH-AWD) system already on board, we wouldn't order an MDX without this new technology. We drove the MDX in the hill country of western Pennsylvania and eastern West Virginia, and found it to be a delightful traveling partner. The torque-sensing variable power rack-and-pinion steering provided the right amount of help in every situation from parking to very high speed Interstate travel, with nice weight at the wheel and good center behavior. The wheel was connected to big 255/55R18 mud-and-snow tires, very nice to have along, not too noisy, with plenty of cornering grip. Braking performance in those hills was exemplary.

Summary

The Acura MDX is all-new for 2007. It's larger now, and sized right for the job. It's aggressively sporty-looking, it's powerful and its suspension was developed on the Nurburgring, so the sportiness is really there. The interior design is especially zoomy, but not at the expense of function and ease of use. They've nailed it, again.


Model Line Overview

Model lineup:	Acura MDX ($39,995); Technology ($43,495); Sport ($45,595)
Engines:	300-hp 3.7-liter V6
Transmissions:	5-speed automatic with manual-control feature
Safety equipment (standard):	all-wheel drive, electronic stability control, traction control, ABS, EBD; front airbags, side-impact airbags, curtain airbags
Safety equipment (optional):	N/A
Basic warranty:	4 years/50,000 miles
Assembled in:	Marysville, Ohio


Specifications As Tested

Model tested (MSRP):	Acura MDX
Standard equipment:	leather upholstery, air conditioning, power windows, power locks, power mirrors, console, cruise control, message center, trip computer, AM/FM/CD/MP3 sound system, XM satellite radio
Options as tested (MSRP):	Technology Package with navigation system, ELS surround sound system, Bluetooth, automatic climate control system
Destination charge:	($640)
Gas guzzler tax:	N/A
Price as tested (MSRP):	$43,495
Layout:	all-wheel drive
Engine:	3.7-liter dohc 24-valve inline-6
Horsepower (hp @ rpm):	300 @ 6000
Torque (lb.-ft. @ rpm):	275 @ 5000
Transmission:	5-speed automatic
EPA fuel economy, city/hwy:	17/22 mpg
Wheelbase:	108.3 in.
Length/width/height:	190.7/78.5/68.2 in.
Track, f/r:	67.7/67.5 in.
Turning circle:	37.6 ft.
Seating capacity:	7
Head/hip/leg room, f:	39.2/59.0/41.2 in.
Head/hip/leg room, m:	38.6/59.1/38.7 in.
Head/hip/leg room, r:	35.7/42.0/29.1 in.
Cargo volume:	83.5 cu. ft.
Payload:	N/A
Towing capacity:	5000 Lbs.
Suspension, f:	independent, MacPherson struts
Suspension, r:	independent, multi-link
Ground clearance:	7.3 in.
Curb weight:	4541 lbs.
Tires:	P255/55R18
Brakes, f/r:	disc/disc with ABS, EBD, Brake Assist
Fuel capacity:	21.0 gal.

New 2007 Porsche Cayman Test Drive

Fleetrates News 1-888-861-8080 — Wed, 02 May 2007 16:53:00 GMT

2007 Porsche Cayman
It's a Boxster coupe, only better.

The Porsche Cayman is basically a Boxster coupe. But Porsche doesn't like that description because the Cayman's character makes it an individual machine. Its fresh styling is striking, for one thing; and the rigidity of its chassis takes the handling from great to brilliant. Enthusiast publications have gone so far as to call it a masterpiece, out of the box. Cayman was introduced as an all-new model for 2006. The 3.4-liter boxer six engine is mounted behind the seats, giving the car ideal balance and bringing a sweet but not loud 7000-rpm howl into the cabin. Two hundred and ninety-five horsepower, along with the car's light weight, bring 60 mph in five seconds with a top speed of 171 mph, with the standard six-speed gearbox in the Cayman S, our test vehicle. The standard Cayman, which costs about $10,000 less, uses a 2.7-liter version of the same engine, making 50 less horsepower with a five-speed gearbox. Tiptronic S, Porsche's five-speed manual automatic transmission, is optional on both Caymans. With its magnificent brakes, big vented rotors and four-piston calipers, the Cayman S will stop from 60 mph in a mere 106 feet. The ride is naturally firm, but comfortable all day long. The cabin has the quality of a luxury car, while keeping the focus on function. The Cayman comes standard with a digital radio with in-dash CD and eight-speaker system, and the Cayman S has a Bose Surround Sound system. Thanks to a large amount of storage space for a sports car, two people could travel across the country and be very happy: never tired, never inconvenienced, and excited by the performance. And the Cayman will deliver 25 miles per gallon along the way. Big trucks might be intimidating on the highway because the Cayman is low to the ground, but it's still a very safe vehicle, with a chassis engineered to withstand a crash, those superb anti-lock brakes, sophisticated electronic stability, and three airbags per occupant: frontal, thorax and head.

Model Lineup
The Porsche Cayman ($49,400) uses a 2.7-liter engine, a liquid-cooled boxer six making 245 horsepower at 6500 rpm and 201 pound-feet of torque between 4600 and 6000 rpm. A five-speed gearbox is standard. The five-speed automatic Tiptronic S transmission ($3,210) is optional. The front brake rotors are 11.73 inches in diameter and 0.94 inches thick, while the rears measure 11.78 by 0.79 inches. Seventeen-inch alloy wheels are standard, with 205/55 front and 235/50 rear tires. The Cayman S ($58,900) uses the same engine bored out to 3.4 liters; it's less stressed, with a slightly lower compression ratio and fewer horsepower per liter. It makes 295 horsepower, peaking at 6250 rpm. Torque is pumped up to 251 pound-feet, peaking at 4400 rpm and staying there to 6000. A six-speed manual transmission is standard, with the five-speed Tiptronic S ($3,210) optional. Brakes are bigger, with rotors that are 12.52 x 1.10 inches in front, and 11.78 x .94 rear; the 18-inch alloy wheels take 235/40 ZR18 front tires, and 265/40 ZR18 at the rear. The Cayman S also gets a nine-speaker Bose Surround Sound System. Standard equipment includes power windows, cruise control, air conditioning, carbon-filter ventilation system, power leather seats, heated sideview mirrors, digital radio with in-dash CD and eight-speaker system. Options include a choice of leather trim that can be ordered for virtually every interior piece of the car, including the dash, sun visors and steering column. There's also a choice of wood, carbon or aluminum trim, rear parking assist, heated seats, and a navigation system. The main performance option is Porsche Active Suspension Management ($1990), which offers two shock absorber settings, Normal and Sport. Other options include bi-Xenon headlamps ($1090), 19-inch wheels and tires ($1550), and lightweight ceramic brake discs ($2000) meant to improve hard braking on the track. That's $2000 per wheel. There are always ways to spend money on a Porsche. Safety features include anti-lock brakes, electronic stability control, a tire pressure monitor, and six airbags: two in front, two thorax airbags mounted in the seats, and two head bags that deploy from the door windowsills.

Walkaround
The Cayman is like the youngest and prettiest sister in the Porsche family. The 911 Carrera is so familiar, after all these years, that people scarcely look twice any more. The Boxster was fresh, when it was introduced 10 years ago. And although the Cayman looks like a Boxster from the windshield forward (it uses the same body panels), its haunches are sleek and striking. It brings grace to the Boxster's shape by adding a sleek roof. The last remnants of the upside-down bathtub are blown away by the styling (if not by 295 horsepower). The rear hatch, which lifts to access the mid-mounted engine, sweeps back and down between the hips and the wide arched rear fenders, ending with a sleeper spoiler that automatically rises three inches on struts, at 75 miles per hour. The slope of the roofline is shallow and long, like a beginner ski run. From the rear, there's something almost '50s Fastback about the roof (without feeling retro), as well as the fenders that are suggestive of the Porsche 550 of that era. The Cayman looks sleekest from the rear three-quarter point of view. The same lovely haunches that suggest a Porsche 550 also have the lines of a prototype racing car, when viewed from an angle. Very cool twin exhaust tips poke out together from under the center rear of the car, another touch that dates to the '50s. The huge air intakes for the engine, located under the quarter-windows and just forward of the rear wheels, identify the car as being serious. Big red brake calipers shout for attention through the spaces between the sprawling five spokes of the alloy wheels. A horizontal aerodynamic tray runs under each door and flows gently up behind the air scoops, taking the shape of a hockey stick lying on its edge. Sounds goofy, but looks good. Forward of the windshield, the Cayman loses some of its originality, although the chin, too, improves on the Boxster. The three horizontal openings below the headlamps are more aggressive on the Cayman, with round foglamps mounted on slats in the outer two holes. From every angle, the Cayman is more stylish than the Boxster.

Interior Features
The cabin of the Porsche Cayman declares high performance. If the upside-down bathtub profile is long gone, the Porsche instrument panel retains its classic look. And why not? Exterior styling and aerodynamics are one thing, but instrument panels are more about visual efficiency, and the general idea that worked in 1957 still works in 2007. Not just the instruments, because technology has changed them, but the overall feel, including the seating position relative to the steering wheel. Through the windscreen, the shapely bulge over the left front fender on the driver's side further reminds you that you're behind the wheel of a Porsche. The big 8000-rpm tachometer, using black numbers on a pleasing gray face, is in the center where it's easy to see; and the other instruments are also well placed, thus giving up their information easily. The quality of all the materials is evident. Unlike many sports cars, the Cayman offers cabin and storage space. There's a big shelf behind the leather seats, which are surprisingly non-racy looking, but which hold your torso in a snug and comfortable grip. This shelf serves as the engine cover, and supports storage bins at each end. The glovebox is relatively big, and contains two outward-swinging cupholders that can hold huge drinks. The console has two more storage compartments, an open one forward and a covered space containing a coin holder and 12-volt power outlet at the rear. The doors, also, have covered pockets. There are two luggage compartments, one under the front hood and another under the lightweight rear hatch, behind the engine; together they offer 14.5 cubic feet of space, as much luggage space as some small sedans. Visibility forward is good, but not so good that you forget you're in a low-slung sports car. Unfortunately, there's a huge blind spot over the driver's right shoulder, thanks to that lovely roofline, so be careful when pulling onto a highway at an angle.

Driving Impressions
The 3.4-liter engine in the Porsche Cayman S uses the heads and variable valve timing of the 3.6-liter 911, to make its 295 horsepower. When we fired it up for a Sunday drive on a cold winter morning, after it had been sitting in the garage for a few days, it blew out some blue smoke before settling down into a light noisy idle. But smoking Porsches are nothing new, not even modern ones, and that idle becomes a lovely howl when you get on the gas. Maybe the most impressive thing about this six-cylinder boxer engine is its broad powerband. Its 251 peak pound-feet of torque arrives at 4400 rpm and stays there to 6000. With torque this great, you can accelerate in sixth gear without downshifting, and the engine will carry the effort. Redline is 7300 rpm, and the engine doesn't cry out for more; in fact, the redline might be too high, because the horsepower peaks at 6250 rpm, and the revs don't drop much between shifts of the close-ratio six-speed gearbox. One hundred mph is 4000 rpm, where it's perfectly smooth. Top speed is 171 mph as measured on the track, and it'll do zero to 60 in 5.1 seconds with the six-speed gearbox. The vario-ratio steering is effortless. The Cayman is much easier to turn (and drive at high speed) than, say, the BMW Z4 M Coupe. Car and Driver magazine recently did a head-to-head comparison test between the two cars, and the Cayman S got the nod, for its racier chassis. Other enthusiast publications agree that it's more stable and sure-footed than either the Boxster S or Carrera 911. We didn't have those Porsches with which to compare the Cayman S, however, we can say its balance is impeccable, nearly impossible to upset with anything less than incompetent aggressive driving. We're pleased that the electronic stability control (PSM), isn't easily excited; it's programmed conservatively (and correctly for a Porsche), and won't activate until it can be of benefit to help keep the car on the road. The steel roof of the Cayman, along with an added crossbeam behind the seats, adds rigidity to the Boxster chassis; Porsche says it's twice as resistant to flex as the Boxster S. This enabled engineers to tune the suspension more tightly, because stiffer springs can be used with a more rigid chassis without affecting the comfort of the ride; so the Cayman S uses firmer springs and shocks, and needs a slightly smaller anti-roll bar than the Boxster. And despite the steel roof, it's 11 pounds lighter than a Boxster S; also 80 pounds lighter than a 911 Carrera, and 225 pounds lighter than a Corvette Coupe. Our Cayman S used optional 19-inch wheels and fat, sticky Michelin Pilot Sport tires; even on cold asphalt it's very difficult to break them loose. Slalom and skid-pad tests for the Cayman S have been stunning; no Ferrari, Corvette, BMW or 911 can do better. But don't even think about taking the Cayman out in snow or ice with its fat tires intended for traction on asphalt. We found ourselves on the freeway on an icy day, and it was stressful, if not downright scary; taking the Porsche out of the garage that day was dumb. Having a mounted set of high-performance ice tires for the winter months would be good. Our Cayman S was equipped with both of the options that increase the sophistication and versatility of the suspension. First, there's Porsche Active Suspension Management (PASM), which lowers the ride height by 10 mm (0.4 inch) and provides two settings: Normal for everyday driving and Sport for aggressive driving. Compared to the standard Cayman S suspension, PASM Normal delivers a smoother ride, especially over rough roads; however it automatically stiffens as the driver makes more aggressive inputs. Because we didn't get our Cayman S on the track, we didn't have any legitimate reason to test the Sport mode, which sharpens the throttle response and tightens the shocks. In PASM Sport, sensors measure vertical movement of the body, steering input, road speed, brake pressure and engine torque to determine optimum damper stiffness for each wheel. The second level of high-performance suspension sophistication is the Sports Chrono Package that quickens throttle response, and shifting if the Cayman has a Tiptronic transmission; it also brings the rev limiter on harder, stiffens the shocks even more (with PASM), and raises the point where the electronic stability system (PSM) steps in. The package includes a stopwatch on top of the dash, to record lap times on track days; on cars equipped with the optional Porsche Communications Management system, lap times are displayed on the navigation screen. Which is a good thing, because they're not very readable on the face of the stopwatch. The stopwatch looks like a mere expensive trinket ($920), until you realize that it's just the crowning touch of the high-performance computer mapping. We took a six-hour drive into a remote part of central Oregon. The winding road was free of snow or ice, and there wasn't a cloud in the sky; Mount Hood was often out the Cayman's west window, solid white but growing pink as the afternoon aged. We loved the tight six-speed gearbox, whose first- and second-gear ratios on the Cayman S are shorter than on the Boxster, for quicker getaways. We hammered the brakes at every opportunity, and they were dazzling; with the big rotors and four-piston calipers, the Cayman S can stop from 60 mph in 106 feet. The optional $8000 ceramic rotors are designed for track days; part of their advantage is that they weight 13.2 pounds, half the weight of the standard steel ventilated rotors. The suspension in the Normal mode is hard but not stiff; we could have easily added another six hours to our six-hour drive. Nor is the suspension upset by mid-corner bumps; but it shouldn't be, because it makes the necessary adjustments on its own. When the Cayman dances, it does so unthreateningly. When we got home after our Sunday drive, we were amazed to see that, even running as hard as we were, we still got 25 miles per gallon. That's right on par with the EPA estimate of 20/28 City/Highway.

Summary
The Porsche Cayman outshines the Boxster and Carrera 911. The Cayman looks identical to the Cayman S but costs $10,000 less, with its smaller engine and five-speed gearbox, rather than six. It costs more than a Boxster and less than a 911, but is more beautiful than either one, while the performance of the Cayman S nearly equals the 911. There's nothing crude or difficult about it, from the well-equipped cabin to the comfortable ride to the engine's broad power curve. Porsche has always been known for performance, but the looks have lost their distinction over time. The Cayman turns heads again.


Model Line Overview

Model lineup:	Porsche Cayman ($49,400); Cayman S ($58,900)
Engines:	245-hp 2.7-liter dohc 24v horizontally opposed six-cylinder; 295-hp 3.4-liter dohc 24v horizontally opposed six-cylinder
Transmissions:	5-speed manual; 6-speed manual; 5-speed Tiptronic S manual automatic
Safety equipment (standard):	dual front airbags; dual side-impact torso airbags; dual side head-protection airbags; three-point inertia-reel seat belts with load limiters and pretensioners; Porsche Stability Management; ABS; Tire Pressure Management System (TPMS)
Safety equipment (optional):	Porsche Active Suspension Management
Basic warranty:	4 years/50,000 miles
Assembled in:	Uusikaupunki, Finland


Specifications As Tested

Model tested (MSRP):	Porsche Cayman S ($58,900)
Standard equipment:	air conditioning, variable-ratio power steering, power windows, power locks, cruise control, six-speed manual transmission, trip computer, fog lamps
Options as tested (MSRP):	full leather interior ($2525), Preferred Package ($2190), bi-Xenon headlamps ($1090), 19-inch alloy wheels ($1550), Sport Chronograph System ($920), metallic paint ($825)
Destination charge:	($795)
Gas guzzler tax:	N/A
Price as tested (MSRP):	$70,785
Layout:	mid-engine, rear-wheel drive
Engine:	3.4-liter dohc 24-valve horizontally opposed 6
Horsepower (hp @ rpm):	295 @ 6250
Torque (lb.-ft. @ rpm):	251 @ 4400 to 6000
Transmission:	6-speed manual
EPA fuel economy, city/hwy:	20/28 mpg
Wheelbase:	95.1 in.
Length/width/height:	172.1/70.9/51.4 in.
Track, f/r:	58.5/59.9 in.
Turning circle:	36.4 ft.
Seating capacity:	2
Head/hip/leg room, f:	37.8/NA/38.3 in.
Head/hip/leg room, m:	NA in.
Head/hip/leg room, r:	NA in.
Cargo volume:	14.5 cu. ft.
Payload:	NA Lbs.
Towing capacity:	NA Lbs.
Suspension, f:	independent
Suspension, r:	independent
Ground clearance:	4.8 in.
Curb weight:	2976 lbs.
Tires:	235/35 ZR19 front, 265/35 ZR19 rear
Brakes, f/r:	disc/disc with ABS, EBD
Fuel capacity:	16.9 gal

New 2007 Nissan 350Z Full Test Drive

Fleetrates News 1-888-861-8080 — Wed, 02 May 2007 16:24:00 GMT

2007 Nissan 350Z
New engine brings more power.

The Nissan 350Z was extensively upgraded for 2006, and for 2007 Nissan turned its attention to the engine, which has been redesigned for substantially more power. This brought a styling bonus. Because the more powerful engine needed better breathing, the 2007 Nissan 350Z gets a new hood and front fascia that sucks in more air. The new 3.5-liter V6 engine is used in all seven models of the 350Z. Something like 80 percent of the parts in the engine are new for 2007. On paper, the 2006 engine was rated 300 horsepower. For 2007 the output has been raised to 306 hp, but the increase is more than 6 hp because beginning in 2007 there's a more stringent industry standard for measuring horsepower, as determined by the Society of Automotive Engineers. The Nissan 350Z is fast, fun, and pure sports car. It costs about 10 times as much as the original 240Z, which went for about $3500, but in today's dollars that's only twice as much (as calculated by the Consumer Price Index). But you get about 10 times the car, so you're still way ahead. Improvements for 2006 included upsized alloy wheels, tighter rack-and-pinion steering, bigger brakes, better headlamps, and a higher quality sound system. For 2007, side-impact air bags are added as standard equipment to the Roadster, and two Coupe models get the Bluetooth Hands-Free Phone System with steering wheel-mounted controls. When you consider components such as a carbon-fiber driveshaft and drive-by-wire throttle, as well as the convenience features that come standard, such as automatic temperature control and a premium stereo, the price of $27,900 for the Base Coupe is compelling. Of course, the other six models escalate in price, to $41,250 for a Grand Touring Roadster with optional five-speed automatic transmission. But they all come standard with that 306-hp engine and six-speed manual transmission. The 350Z is a true-blue sports car with creature comforts. Its firm ride, abrupt throttle response, and awkward cup holders don't make it a great place to drink coffee and make phone calls on the way to work, but there's a lot of cargo space for a sports car, and it isn't awkward to climb in and out. The excellent optional five-speed automatic makes a civilized commuter car, while still making you happy during a weekend run down a racer road. The Nissan 350Z delivers more than the promise of its powerful looks. It's a visceral sports car with serious performance that you can live with every day. The Roadster adds wind-in-your hair freedom.

Model Lineup
Seven models of the 2007 Nissan 350Z are available: four Coupes and three Roadsters. All come with the 3.5-liter V6 engine making 306 horsepower and 268 pound-feet of torque, and either a six-speed manual transmission or a five-speed automatic. The base 350Z 6MT Coupe ($27,900) comes standard with automatic temperature control, 160-watt AM/FM/CD with six speakers, power windows, power locks, power mirrors, remote entry, vehicle security system, heated outside mirrors, cloth seats with eight-way manual driver and four-way manual passenger adjustments, leather-wrapped steering wheel and shifter boot, 18-inch alloy wheels, and bi-Xenon HID headlights and LED taillights. The 350Z Coupe Enthusiast comes with the six-speed manual ($29,600) or five-speed automatic ($30,600) and adds cruise control, traction control, viscous limited slip differential, aluminum pedals, HomeLink universal transceiver, illuminated steering wheel audio controls and electro-chromic rearview mirror. The 350Z Coupe Touring ($32,700) adds heated power leather seats, a 240-watt Bose CD6/MP3 sound system with seven speakers. Electronic stability control (VDC) is included with the manual. It also comes with the automatic ($33,200). The 350Z Coupe Grand Touring ($36,100) adds lightweight forged-alloy wheels (18 inches front, 19 inches rear), front and rear spoilers, Brembo brakes, and VDC for both the manual and automatic transmissions ($37,100). These high-performance components came on the 2006 Track model that's been discontinued. The 350Z Roadster Enthusiast ($35,550) features power seats, a glass rear window with rear defroster, and a rear wind deflector. The 350Z Roadster Touring ($37,900) adds heated leather seats and the Bose sound system. The 350Z Roadster Grand Touring ($40,250) adds forged alloy wheels, spoilers, Brembo brakes, and VDC. Safety features include dual-stage front supplemental air bags, front and rear body crumple zones, and active head restraints (except with Burnt Orange net seats). The Z earned NHTSA's five-star rating for side-impact crash test safety. Antilock brakes with EBD (electronic front-rear braking balance), brake assist and traction control are standard, as is a tire pressure monitoring system. Side-impact airbags are standard on Roadsters, and a package including side-impact airbags and airbag curtains is optional ($620) on the Coupes. Options include 18-inch chrome wheels ($1660), an aero package ($530), and a DVD-based navigation system ($1800). NISMO high-performance parts are available, including racier shocks, springs, sway bars and an exhaust system.

Walkaround
Not much has changed with the looks of the Nissan 350Z in recent years. But for 2007 there is one distinctive and telltale feature: a big hump in the hood. That was necessary to make room for the new engine, which has a taller cylinder block and longer connecting rods, among other things. The new engine gets more air without any changes to the grille opening, which contains horizontal bars. There are three new colors for 2007: Solar Orange, San Marino Blue and Carbon Silver. The Roadster gets an optional gray convertible top, for 2007, replacing the high-profile blue one; basic black remains standard. The massive vertical bi-Xenon HID (high-intensity discharge) headlamps produce a white light, and the new LED (light emitting diode) taillights provide quicker response for the brake lights than filament bulbs. The bulging fenders and fastback and short front and rear overhangs give the Coupe its aggressive stance. This taut body layout, coupled with weight savings gained from a carbon fiber-reinforced, plastic driveshaft and an aluminum hood (and on the Roadster, a plastic trunk lid), balance the Z well for responsive handling. The Coupe's sleek shape helps the Z slice through the air with a minimum of drag: 0.29 Cd on the Grand Touring. The Roadster's cut-off backlight (rear windscreen) isn't nearly as slippery, attaining a drag coefficient of 0.34 Cd. Underbody airflow is managed well, with zero lift on the front, and zero lift on the rear of the Coupe Grand Touring thanks to new diffusers.

Interior Features
The Nissan 350Z cockpit is designed for driving, helping the driver quickly become one with the car. Cloth or leather are good choices in this car. The cloth seats are form-fitting, supportive and comfortable, made of a soft, carbon-fiber colored material that grips the body in the corners. The driver's seat bottom features a mound in the center at the front to restrain the driver from sliding forward under deceleration, known as submarining. Aggressive side bolsters grip the waist to hold the driver in place, especially in the Roadster models, which give the driver a more aggressively bolstered seatback. The leather seats in the Touring model feel firmer than those in cloth, and are available in charcoal, burnt orange or frost. The supportive seats and a driver's dead pedal mean you never feel like you have to hang on.

Our Roadster Grand Touring came with the mesh seats, which are the only seats that lack adjustable headrests. We can't see the tradeoff for ventilation being worthwhile. Also, the leg bolstering dug into the sides of our thighs. We haven't noticed that with the regular leather seats. Once underway, however, we forgot about that initial discomfort. We drove some 700 miles in the Roadster GT, almost all of them on two-lanes while cornering, accelerating and braking hard (we used the dead pedal a lot), and the seat didn't wear on us as much as we expected it to. But we still think cloth might be better than the mesh. The seating position should be good for drivers with long legs, though the steering wheel felt a little close when the seat was adjusted for the legs of a six-footer. The Roadster boasts an inch more headroom than the hatchback, thanks to the articulation of the top's various mechanicals. Tilt the steering column and the main pod of gauges moves with it, ensuring a clear view of the instruments for drivers of all sizes. The instruments consist of a big tachometer and flanking speedometer, fuel and temperature gauges. Nestled in three pods on top of the dash are a voltmeter, an oil pressure gauge and a digital trip computer. Reminiscent of the original Z, they look retro-cool, but reading them requires more than a glance. Two toggles to the right of the steering wheel operate the trip computer, used to check outside air temperature, distance to empty, speed, average mileage, and average speed. It has a stopwatch function (to check out 0-60 times or lap times on a circuit or maybe for running a Monte Carlo style rally), and a tire-pressure monitor. With the Trip Computer, the driver can program a shift light to come on at a certain rpm. The small red indicator on the tachometer begins flashing about 500 rpm before the preset engine speed is reached, whereupon it comes on solid. You can program it for the ideal shift points for acceleration or for fuel economy, then let your peripheral vision pick up the indicator, which might prove more precise than using the seat of your pants. We've seen race cars with this feature (though the red shift light in those is sometimes as big as a golf ball). If you don't like this feature you can turn it off. The interior of the Z suggests the carbon-fiber tub of a prototype racecar. The material surrounding the shifter and forming the center dash looks like carbon fiber. Likewise, the large expanse of gray material lining the door panels suggests carbon fiber in appearance. The quality of the materials is okay, though some of the pieces would never be allowed in an Audi. It looked austere at first, but grew on us. Stylish interior touches, such as the inside door handles integrated into aerodynamic pods for the side vents, give the Z a racy, modern look; with the AC at work on hot days, the handles chill to fit their frosty look. Passengers often grope for the door release the first time they try to get out, distracted by the big grab handles adorned with genuine aluminum and relieved by the Z's dot motif. Audio controls are stylish and include a big volume knob, clearly marked buttons for channel seeking, and six station buttons that can be preset simply by holding them down. Below the radio are three large knobs for the automatic climate control system, which comes standard. The leather-wrapped steering wheel looks and feels great, and comes with cruise controls. Overhead in the Coupe are well-designed map lights and a bin for sunglasses; in the Roadster, map lights beam out of the underside of the rearview mirror, which isn't as good. Power window switches are auto-up/auto-down. Nissan has responded to drivers' pleas for a place to plug in a radar detector by moving the power point previously located in the center console to the lower dash on the passenger side. A second power point remains in the bulkhead between and behind the seats, so you can power your cell phone, too. The Z does not invite the consumption of beverages, hot or cold. There's a pair of cup holders in the center console, but they're mounted too far to the rear for easy access by the driver, and passengers will find them awkward. It might be best to ditch the cup holders and use the center console for storage. Each door hosts a cup holder molded into the forward portion of the map pocket, but the fit is tight and the door panel too vertical to accommodate anything broader than a soda can. The firm suspension makes drinking hot coffee from an open cup while underway a risky proposition on all but the smoothest highways. We recommend drinking your coffee at the coffee shop. This is a sports car, not a cruiser. At first it doesn't seem like the Z offers much in the way of storage. For starters, there's no glovebox. Cars without the navigation system get a nice lined storage pocket above the radio; Nissan has fitted it with a lid hinged so that it closes easily and naturally, replacing the previous system that required grasping the lid between thumb and finger, pulling it out and carefully pressing it closed. There's a small, lined compartment on the center tunnel, another small, drawer-like bin in the dash to the right of the center stack, a spot on the outside of each seat for a pen or pencil and a net tacked to the drive tunnel in the passenger footwell. Turn around, though, and the picture brightens considerably where a thoughtfully designed system of storage compartments provides handy places to stick stuff. From the driver's seat, you can access a large lockable box, bigger than a shoebox but smaller than a breadbox, built into the bulkhead behind the passenger seatback. When stopped, but without getting out of the car or opening a door, it's easy to flip the passenger seatback forward via a handle in the center of the seatback. Then, it's a simple matter to open a lid that reveals the storage bin. The lockable lid has a quality feel to it and the bin is lined to keep things from rattling about. As the only lockable storage inside the car, this bin becomes a critical feature in the Roadster, and it falls short of expectations. Unlike with the Coupe, the passenger seatback in the Roadster has no mechanical release for tipping it forward. Instead, you press a rocker switch ungainly situated on the back side of the seatback; conveniently, it's an automatic, press-and-release process for tilting the seatback forward, but re-reclining the seatback requires holding the button during the entire process, often leaving you with a somewhat cramped arm. Also, in the admittedly unlikely event the car's battery dies or becomes disconnected, you're stuck without whatever you locked up securely out of your reach because you can't move the power seat. So don't put your emergency cell phone or wallet in there. A smaller bin is mounted higher and somewhat more awkwardly toward the center that could hold a map, checkbook, wallet, PDA or cell phone. Identical bins on the driver's side in the Coupe are accessed when standing outside the car by flipping the driver's seatback forward; in the Roadster, the larger of these gives way to the subwoofer that comes with the uplevel stereo in the Touring and Grand Touring models. Cargo in the back of the Coupe rides in an hourglass-shaped well, squeezed in the middle by the shock towers and the big strut-tower brace that ties them together. (That cross brace is functional: Hatchbacks allow body flex and the Z's chassis engineers wanted to ensure a rigid monocoque.) The Z offers more cargo capacity than a Mazda MX-5, but less than a Porsche 911 or Boxster. We're comparing small boxes here. An avid golfer at Nissan says two golf bags will fit in the cargo compartment, if you pull the big woods out of the bag and load them separately. The Roadster's trunk at 4.1 cubic feet is the smallest of the lot. Nissan alleges accommodations for a golf bag, posting a diagram on the underside of the trunk lid depicting which end of the bag to insert first. The Roadster's power top operates similarly to that of the Boxster's. Prepping for windblown hair is a simple matter of pressing the foot brake and working a flat, rocker-type switch in the lower dash to the right of the steering column. Manual manipulation of a handle mounted in the center of the top's front bow is required to latch or unlatch it. The top retracts into a recess occupying the upper part of the trunk and is covered by a cleanly sculpted body panel that opens and closes as needed, avoiding the hassle of dealing with one of those detachable covers that many people throw into some dark corner of the garage. The top is unlined, with all the bows and links and pivots exposed.

Driving Impressions
We had one of the best drives of our life in the Roadster GT. Seven hundred miles in two days, almost entirely on isolated winding roads in central California, in beautiful weather. The whole time, we passed just one sheriff in an SUV coming the other direction; and we were careful not to terrorize fellow motorists. We kept an eye out for animals. But the road was otherwise ours, and drove the 350Z as it was meant to be driven: fast, alert, and under control. Some of the time we had the top up because it was winter and crisp; but it was also sunny so other times we dropped it. Buffeting at high speeds was reduced by the tempered glass deflector between the rollbars behind the seats, and by the racy body fairings tapering back like headrests. Nearing the end of the first day's drive, we looked in the mirror and saw the setting sun reflecting off the rump of the Z, as it twitched on its fat tires around the curves. There was long series of second-gear twisties, no upshifting at all, just using the gas and brakes hard, keeping the engine between 4000 rpm and 7500 rpm, a rhythmic revving and braking, revving and braking. The 350Z excels at this stuff. The 268 pound-feet of torque peaks at 4800 rpm but begins to come on strong enough to use at about 3000 rpm. The engine makes a wonderful sound, a raspy roar, not a deep-chested V8 rumble but more of a junkyard dog don't-mess-with-me bark. You can especially hear it in second gear because it accelerates quickly. It's a unique sound and we can always identify a Nissan V6 accelerating without turning to look. Revving through the gears, it feels like it wants to break through its 7500 rpm redline, which represents an increase of 500 rpm over last year's engine. We love the six-speed manual. The five-speed automatic transmission is smooth and responsive; and it's neat when the engine blips on its own, with each aggressive downshift (Nissan calls this DRM, Downshift Rev Matching). But with the automatic, the redline of the engine is only 6600 rpm. If you buy an automatic, you're robbing yourself of the joy of hearing the top 900 revs. The engine belongs to Nissan's VQ-series that has been on Ward's "10 Best Engines" list for 14 consecutive years, and we can see why. The close-ratio six-speed gearbox was meant for shifting, with sixth gear being the big overdrive for better fuel mileage. And by the way, the new more powerful engine gets one or two more miles per gallon than the previous 3.5-liter. The Grand Touring model gets bigger rotors with Brembo calipers, four pistons in front and two in rear, and larger pads. The brakes are steady, secure, confidence-inspiring. We were using them repeatedly and hard. When we began to smell them, it was time to ease off. What this means is that if you plan on driving your 350Z hard, you need to go with the GT models with these brakes, because the standard brakes won't resist fade well enough. The GT also uses the lightweight five-spoke forged alloy wheels, 18 inches in front, 19 rear, mounted with 245/40WR18 and 265/35WR19 Bridgestone Potenza RE050A tires. They are super sticky, but there must still have been some slipping, because when we floored it coming out of a turn in second gear, we could see the VDC light flash. But we never felt an intrusion. Could be that the rear brakes were being dabbed, at something like 500 times a second; sometimes we never felt anything, and other times we heard a hiccup out the exhaust, indicating a split second cut of ignition or throttle or something. Driving like this, we appreciated the Tire Pressure Monitor System, eliminating worries at speed of a low tire. The suspension uses aluminum components to keep down the unsprung weight. It feels pretty stiff, but you can still use the GT as a daily driver and not be uncomfortable, although the more compliant and better-fitting seats than the GT's leather/mesh helps. The GT is stiff enough for a track day (but not really ready for racing, which is why they sell the NISMO shock, springs and sway bars). We found the limit of the suspension, in bumpy off-camber curves taken at 90 percent under braking. Throw all those things at most suspensions at once, and you'll likely go flying off the road. The 350Z protested with a twitch or two, but didn't go anywhere. The engine is mounted behind the front axle, a position Nissan calls its FM for front mid-ship, and this provides pretty good balance: 53/47. The speed-sensitive rack-and-pinion power steering was always the right sensitivity at any speed, and that's saying a lot. In other words, we didn't notice it. We just felt the precision of the turn-in.

Summary
The Nissan 350Z offers visceral sports car performance at an attainable price. Its rear-wheel-drive chassis is rigid, and the suspension and tires are up for the challenge of hard cornering. The new V6 engine delivers good torque at reasonably low revs, as well as 306 horsepower with a thrilling 7500 rpm redline. The six-speed manual gearbox is racier than the five-speed automatic, so we recommend the Grand Touring models with the six-speed, because you'll probably be driving it hard, and the GTs have better brakes. But either way you get the style and the engine. The interior is the weakest link, but you can get comfortable with a little time spent living with it.


Model Line Overview

Model lineup:	Nissan 350Z 6MT ($27,900); Enthusiast 6MT ($29,600); Enthusiast AT ($30,600); Touring 6MT ($32,700); Touring AT ($33,200); Grand Touring 6MT (36,100); Grand Touring AT ($37,100); Roadster Enthusiast 6MT ($35,550); Roadster Enthusiast AT ($365050); Roadster Touring 6MT ($37,900); Roadster Touring AT ($38,900); Roadster Grand Touring 6MT ($40,250); Roadster Grand Touring AT ($41,250)
Engines:	3.5-liter dohc 24-valve V6
Transmissions:	6-speed manual; 5-speed automatic
Safety equipment (standard):	dual-stage, frontal airbags; seatbelts with pretensioners and load limiters; passenger side child safety seat tether anchor; ABS with EBD and brake assist; tire pressure monitor system; side-impact airbags (Roadster); Vehicle Dynamic Control (most models)
Safety equipment (optional):	Vehicle Dynamic Control; seat-mounted side-impact airbags, side-curtain airbags
Basic warranty:	3 years/36,000 miles
Assembled in:	Tochigi, Japan


Specifications As Tested

Model tested (MSRP):	Nissan 350Z Roadster Grand Touring 6MT ($40,250)
Standard equipment:	automatic temperature control; 4-way power driver's seat; 4-way power passenger seat; power windows, mirrors and keyless-remote, central locking; 240-watt, AM/FM/CD/MP3 RDS Bose stereo with six-disc, in-dash changer, 6 speakers plus subwoofer and Bose AudioPilot noise compensation; tilt steering with integrated gauge cluster; cruise control; HomeLink universal transceiver; switchable, auto-dimming rearview mirror; trip computer; oil pressure gauge; voltmeter; cross-drilled aluminum pedals; dual-illuminated visor vanity mirrors; leather-appointed steering wheel, shift knob and heated seats; vehicle security system; vehicle immobilizer; bi-xenon, HID headlamps; seal-tight windows
Options as tested (MSRP):	Carpeted floor mats ($90); Convenience Net ($50); aluminum kick plates ($110); carpeted trunk mat ($70)
Destination charge:	($615)
Gas guzzler tax:	N/A
Price as tested (MSRP):	$41,185
Layout:	rear-wheel drive
Engine:	3.5-liter dohc 24-valve V6
Horsepower (hp @ rpm):	306 @ 6800
Torque (lb.-ft. @ rpm):	268 @ 4800
Transmission:	6-speed manual
EPA fuel economy, city/hwy:	19/26 mpg
Wheelbase:	104.3 in.
Length/width/height:	169.8/71.5/52.5 in.
Track, f/r:	60.5/60.6 in.
Turning circle:	35.4 ft.
Seating capacity:	2
Head/hip/leg room, f:	39.2/53.2/42.6 in.
Head/hip/leg room, m:	N/A
Head/hip/leg room, r:	N/A
Cargo volume:	4.1 cu. ft.
Payload:	N/A
Towing capacity:	not recommended Lbs.
Suspension, f:	independent 3-link, coil springs, dual-piston gas shocks, stabilizer bar and strut bar
Suspension, r:	independent 4-link, coil springs, dual-piston gas shocks, stabilizer bar
Ground clearance:	4.7 in.
Curb weight:	3602 lbs.
Tires:	260/40WR18 / 265/35WR19
Brakes, f/r:	vented disc/vented disc with ABS, EBD, and Brake Assist
Fuel capacity:	20.0 gal.

New 2007 BMW 6 Series Test Drive

Fleetrates News 1-888-861-8080 — Thu, 26 Apr 2007 14:47:00 GMT

2007 BMW 6 Series

The BMW 650i returns for 2007 all but unchanged from 2006. It delivers excellent performance, brilliant handling and that arrow-like stability that defines BMW. Available in coupe and convertible body styles, the BMW 650i is a premium grand touring car. It comes with a 360-hp V8 and a choice of three transmissions. Changes to the 650i for 2007 are few, mostly limited to creature comforts, including an iPod interface, optional Pearl leather upholstery and other leather accents. New also is a tire pressure monitor that warns the driver when a tire begins to lose air. The BMW M6 Coupe, introduced late in the 2006 model year, returns for 2007. The M6 boasts a 500-hp V10, seven-speed sequential gearbox, M-tuned suspension and electronic stability control, special wheels, Z-rated tires, and distinctive interior and exterior styling. New for 2007 is the M6 Convertible, a first in the long and storied history of 6 Series BMWs. Like the 650i Convertible, the M6 Convertible is identical to its coupe counterpart, other than the one-button, powered folding top. For 2007, the M6 gets a tire pressure monitor. Late-model 2007 M6s will be available with a six-speed manual transmission as a no-cost alternative to the standard seven-speed Sequential Manual Gearbox. The SMG substitutes an electronically operated clutch for the regular clutch pedal, and we don't love it. We recommend getting the six-speed manual. Both coupes and convertibles have a back seat that can fit small people in a pinch, but are really intended to move two people and their belongings in high comfort, style and safety. The 650i is more luxurious than the Z4, and delivers higher performance, more agility and sportier styling than the 5 Series sports sedans. The M6 sacrifices some of the Grand Touring comforts of the 650i in favor of a more aggressive handling package and stratospheric acceleration performance. At the same time, the M6, and especially its sequential manual transmission, takes the marque in a direction purists find distressing, increasingly transferring control of the car from its driver to its super-sophisticated electronics. More generally, and more generously, BMW's corporate design themes, panned by many in recent years, seem to fit better on the long, low 6 Series. And an intricate top design blesses the convertible with the same, nicely integrated, fastback-like profile as the coupe.

Model Lineup
The 2007 BMW 6 Series comes in four distinct forms: the 650i Coupe ($73,900), the 650i Convertible ($80,900), the M6 Coupe ($98,600), and the M6 Convertible ($104,400). BMW 650i models are powered a 360-hp, 4.8-liter V8. Three transmissions are offered: a six-speed manual, a six-speed sequential manual gearbox with electronically operated clutch and shifting, and a six-speed automatic with Steptronic semi-manual shifting. M6 models feature a 500-hp, 5.0-liter V10 with a seven-speed sequential manual gearbox. A six-speed manual is in the middle of the model year. All 6 Series models come loaded with leather upholstery; a choice of interior trim; dual-zone automatic climate control with air cleaner; a high-power, eight-speaker stereo; xenon adaptive headlamps; moonroof; auto-dim mirrors inside and out; and BMW's Park Distance Control for front and rear. The 650i Convertible offers a choice of black or gray tops. New for 2007 is an auxiliary input for iPods and MP3 players; and a dealer-installed iPod interface is available. A four-year subscription to Real Time Traffic information is standard. Options for 650i models include the Cold Weather Package ($750) with heated front seats, a heated steering wheel, and a ski bag pass-through from the trunk. The Sport Package ($1,800) adds sport seats and 19-inch wheels with high performance run-flat tires. Also available: Active Steering ($1,250), radar-managed Active Cruise Control ($2,200), head-up display ($1000), night vision ($2200), Logic7 sound system with DSP and simulated surround sound ($1200), HD radio ($500), satellite radio with one-year trial subscription ($595), Comfort Access keyless unlock and engine start and stop ($1000), heated front seats ($500), and pearl leather upholstery ($1350). Options on the M6 models are limited to the head-up display, Comfort Access, HD radio, satellite radio, black carbon fiber interior trim ($300) and Merino full leather upholstery with suede-like, Alcantara roofliner ($3500). Safety features start with multi-stage front airbags and front seat-mounted side-impact airbags. Coupes are equipped with curtain-style head protection airbags, while Convertibles have automatic rollover protection that deploys high strength roll hoops behind the rear seats. Rear seats have LATCH child safety seat hooks and anchors. Accident avoidance features that come standard include electronic stability control; ABS with brake assist and electronic brake-force distribution. BMW Assist telematics, with automatic collision notification, an SOS button and roadside assistance comes standard, including a four-year subscription. Tire pressure monitors come standard along with a really cool first-aid kit.

Walkaround
The styling of the BMW 6 Series remains essentially as it's been since the car was launched in 2004, and it's an interesting bit of design. The 6 comes in coupe and convertible body styles. All are two-door, four-passenger cars, and the coupes and convertibles are nearly identical save for their tops. The twin-kidney grille, quad headlamps and other classic cues readily identify the 6 Series cars as BMWs. The M6 versions get a uniquely styled, more strongly sculpted front fascia. The 6 Series shares some key elements with BMW's 5 Series sedan, but the 6 was designed from the ground up as a coupe, and subsequently as a convertible, rather than a sedan with two doors welded shut or a coupe with the top chopped off. This is a classic BMW 6 Series: The front and rear overhangs (the distance from the wheels to the bumper) are short. The cabin separates the long hood from the short deck. The 6 Series cars are shorter than the 5 Series sedans, but they benefit from a relatively long wheelbase (the distance between the front and rear wheels). In sum, you suspect these cars handle great just by looking at them. The primary turn signals are located above squinty-eyed, compound headlamps, which wrap well around the corners to the sides of the car. The grilles take front and center stage with no bumper ledge in front of them. When viewed from overhead, the front corners look rounded, giving the 6 Series a shark-like nose. In profile, the lines are sculpted but clean. Sleek, Euro-style combination side lights-cum-turn signals in a thin slit at the trailing edge of the front wheel wells give the impression of attention to detail and on the M's discreetly house the unique, stylized logo distinguishing those from the 650s. The 6 looks raciest in front three-quarter view, which happens to be our favorite angle on the car. From the rear, however, the 6 Series cannot be identified as readily. The tail lamps and badge label it as a BMW, but the back end looks different from past BMWs. The tail lamps wrap around to the sides, so there's no precise break where the rear of the car ends and the side begins. As with the new 7 Series sedans, some critics don't like the way the rear deck looks somewhat disconnected from and perched atop the rear fenders. BMW points out that the high deck improves downforce, and therefore rear grip, at high speeds and allows for a big trunk. In any case, this is a tidy, attractive car that looks sporty. It's best in silver and other lighter colors; the design details tend to blend together on darker cars. There are also some interesting design features that aren't apparent to the eye, starting with extensive use of weight-saving materials. From the windshield forward, the 6 Series' load bearing structure is made of aluminum, just like a commercial airliner's. Its doors and hood are also aluminum; the front fenders and trunk lid are composite materials. A carbon fiber roof on the M6 Coupe reduces weight without compromising safety. At the same time, because it's the roof that's lighter, the effect is to lower the car's center of gravity. The underbody is shrouded in more high-tech plastic, much like the wind tunnel-groomed bottoms of F1 race cars, to improve aerodynamic efficiency. The soft top looks great, featuring a fastback roofline with fins on the trailing edges that frame the vertical rear glass, much like vintage Ferrari coupes, giving the convertible the same side profile as the coupe. The rear glass can be raised or lowered like a side window by pressing a button. Replacing a metal roof with a convertible top often times tends to reduce structural rigidity, so BMW has reinforced the B-pillars and the lower sides of the frame, and built the windshield with an extra-high strength frame. This not only improves rigidity, but also adds an extra element of safety in the unlikely event of a rollover. The 6 Series' standard adaptive headlamps pivot to aim toward the inside of a corner as the steering wheel is turned. This helps throw light around a bend, reducing shadows and improving visibility for the driver. Sometimes just that extra moment of warning can make for a safer and more enjoyable drive. The 6 Series also features BMW's adaptive LED brake lights, which illuminate more intensely in a panic stop. BMW contends this conveys the gravity of the situation to drivers following when you slam on the brakes, but it presumes those following know enough to understand the brighter brake lights' warning message.

Interior Features

From the driver's seat, both iterations of the BMW 6 Series seem to have it all: comfort, luxury, convenience and the ambience of a true high-performance car, with the M6 versions only adding to what the two 650i models promise. Coupes and convertibles inspire feelings of control, even of success, before the cars ever leave the driveway. These cars promise great rewards to drivers who take their driving seriously. And as far as the interior appointments go, with an exception or two, they deliver. The 6 Series seats provide excellent support. The 650i base seats are the more accommodating, with the optional sport seats more firm than cushioned but still not as encapsulating as the M6's. Depending on the package, front seats are power-adjustable in either 12 ways or 14 ways (in the M6, either 16 or 18 ways, including seatback bolsters) and combine with a steering wheel that both tilts and telescopes, again with the push of a button, to allow drivers of virtually any stature to find a comfortable, if not perfect fit. All front seats also have BMW's signature, manually extendable thigh support. The back seats will accommodate pre-adolescents on short trips, but will not work for two couples enjoying a night on the town. Access, though, isn't as difficult as in some cars, as the front seats readily move forward and, thankfully, return to their previous settings. Driver-side memory buttons are on the outboard side of the seat base, a much more convenient placement than in the 7 Series, where they're on the center console and unreachable before climbing into the car. Interior materials and finish are generally up to standards expected in this price range. The headliner in both coupe and convertible looks and feels rich, and expensive. The standard trim, BMW calls Ruthenium (named for a hard white metal), is a metallic material, and we like the way it looks on the doors and dash. For 2007, a pearl-shade leather is the optional trim for the 650i. Those who prefer a more traditional look can choose either light or dark stained birch wood in the 650i at no charge. The M6 offers Olive Ash as a cost-free alternative to the standard Madeira Walnut. Our M6 came with trim designed to look like carbon fiber, but came off looking like something you'd see in a modified Honda Civic. A Start button is used to start the 6 Series. The key is an electronic cartridge that slides into a slot on the steering column. Once that's done, the driver simply presses a button on the dash to the right of the steering column to start or stop the engine. That's the cool part. But turning on accessory power requires pressing the button once, then again, and then again, all while consciously keeping your foot away from the brake pedal so the engine doesn't start. James Bond would be in big trouble with this setup. Comfort Access is an option that takes this keyless concept a step farther. It's proximity-activated, meaning you can simply walk up to the car, open the door, and press the Start button without having to pull the fob out of your pocket or purse. The downside is that you can forget it's in your pocket at particularly inconvenient times. Neglecting to surrender the fob to the parking valet at a five-star restaurant, for example, invites an embarrassing interruption at dinner. Even worse is discovering it in your purse or pocket as your airplane takes off after your spouse has hurriedly dropped you at the airport. Uh oh. Your marriage just took a turn for the worse. The M6 adds another start-up challenge with its Sequential Manual Gearbox: The SMG has to be in Neutral to start. It has to be in gear when switched off or you get an annoying tone. You may grow to hate that tone, you hear it so frequently. The tone comes on immediately upon starting if you don't have your seatbelt buckled. The gauge cluster features a large tachometer and speedometer framing an LCD box that displays a wide range of information. The package is crisp and legible and, if you like BMW's familiar orange backlighting, quite attractive. The optional Head-Up Display projects speed, navigational information, cruise control status and other data onto the windshield and can be programmed to show whichever data set the driver chooses. It works well and we find it useful. The M6's HUD is further configurable, offering a minimalist display limited to the essentials of analog-like, LED tachometer, selected gear and road speed.BMW's iDrive system is used to operate the stereo, climate controls, navigation and other systems. iDrive uses a big knob mounted on the center console to set and adjust the various systems. In effect, it works like the mouse on a personal computer. Functions can be selected by rotating the big iDrive knob to highlight menu options displayed on a monitor in the center stack then pressing it down. Sliding the knob left or right, forward or aft switches menus. The system has been simplified since it was introduced in BMW's 7 Series. A separate button is available that returns directly to the opening menu; and the knob no longer moves diagonally.We recommend spending time in the driveway with the owner's manual to master this system. The iDrive has been hated, loved and tolerated. We find it difficult to operate and distracting from the business of driving. It overloads us with choices. Using it for everyday tasks often demands pressing more buttons than with traditional systems. After figuring out how to select AM and FM, then figuring out how to dial in a station, we could not figure out how to preset a button for our favorite radio station. And trying to call up a map was baffling. Owners will figure these things out, of course, and some owners will master iDrive, but we're not fans. Touch the turn signal lever and the signals blink three times, which is useful when making lane changes but annoying when you change your mind and try to cancel it. The coupe's trunk is relatively large, with room for two sets of golf clubs. The BMW badge on the rear serves as the trunk latch. The lid pops open fully when a button on the key is pressed, handy when running through the rain with an armload of groceries. Watch where you put those groceries, however, as the trunk lid uses bag-crushing goose-neck hinges; the convertibles use articulated struts, necessary to clear the expandable pouch for the folded top. The coupe has a slightly larger trunk (13 cubic feet) than the convertible (12.4 cubic feet), though the convertible's trunk shrinks (to 10.5 cubic feet) when the top is down due to that expandable pouch. Also, caution is advised when storing anything other than luggage or those golf clubs in the trunk, especially if that anything involves liquid. The space below is full of electronics essential to the car's operation. The first time we lifted the floor cover, it was like watching Darth Vader remove his helmet. The 6 Series cars do not come with spare tires. The 650i models come with run-flat tires, while the M6 comes a temporary repair kit. Incidental storage is limited. The glove box is nicely finished but not large enough to hold the portfolio with the owners manual and other required reading. Its back wall houses the CD changer, a bracket for a spare key fob and a recharging slot for a small flashlight. Shallow, fixed map pockets adorn the doors. The front seat cup holder is a flimsy, removable rig that sticks up out of a slot on the passenger side of the center console. The two cup holders in the rearmost section of the center console aren't convenient to either front or rear seat passengers. There's a mesh net on the transmission hump in the passenger's footwell for odds and ends. The center console cover adjusts to offer an armrest to drivers of varying heights but could use a more-resistant ratchet as it's too easily raised when all you want is to open it.

Driving Impressions

The BMW 6 Series comes with complimentary (everything except travel) high-performance driving instruction at the BMW Performance Center in South Carolina, half a day for buyers of the 650i, a full day for buyers of the M6. We can't think of a better way to get to know these machines. Some reviewers have complained about BMW's latest high-tech control systems mucking up the purity and driving satisfaction that have long characterized the brand, but we have no such gripes with either of the 650i versions. That car immediately becomes an extension of the driver, flawlessly executing his or her wishes. Our take on the M6 is decidedly different. Put simply, the BMW 650i is smooth and precise. It's easy to drive, always poised, and satisfying to drive at a brisk pace. The ride is taut but not harsh. The brakes take some getting used to but do their job with certainty. The accelerator is easy to modulate, and the steering is sharp. All the important controls work cohesively, making for a smooth driving experience. The engine is silky smooth and tractable for easy going around town or in stop-and-go traffic. Yet you're rewarded with immediate response whenever you press down on the accelerator. The silky response of the 650i's 32-valve V8 benefits from Valvetronic variable valve timing and variable lift, which allows an impressive combination of low-rev, off-the-line acceleration and free-breathing, high-rev horsepower. The V8's breathing is controlled entirely by the valves. (Technically, there is no throttle, so the go pedal is rightly called an accelerator.) It's a fascinating engine for engineers and car buffs, but what it means for a driver is loads of power throughout the rev range, so the 650i responds immediately in any situation. The engine sounds great, emitting a guttural roar under hard acceleration through its nicely tuned exhaust system. Response is impressive in either the coupe or convertible, though convertible drivers enjoy those sweet engine sounds a little more intimately. Of the three transmissions available on the 650i, we recommend the six-speed automatic, unless you're a serious enthusiast, in which case we recommend the six-speed manual. We're not big fans of the sequential manual gearbox, or SMG, which is a manual transmission with the clutch operated electronically, eliminating the clutch pedal, as we'll detail when we get to the M6. The automatic is smooth around town and very responsive for spirited driving. In fact, a 650i with the automatic is nearly as quick as a well-driven 650i with the manual. As with all BMW automatics, it offers a Sport setting that moves shift points to higher revs and quickens downshifts for increased response. The Steptronic mode allows the driver to shift semi-manually, imparting some of the same involvement as a manual. We found little need for the Steptronic mode, however, because the transmission rarely selected the wrong gear in automatic mode. For everyday driving, we prefer to put it in Drive and leave it there. The six-speed manual gearbox is smooth, precise and easy to shift, with easy clutch pedal effort. It's an excellent choice, unless hours of stop-and-go traffic is part of your daily routine. The 650i offers a nice balance of ride and handling. Though taut, it doesn't beat up your passenger on rippled highways. The springs and shocks are firmer than those in the standard 5 Series sedans, and the 6 Series cars ride lower. A 650i is absolutely joyful on a winding highway, as we discovered on some mountain roads near Santa Barbara. Handling is precise, with a superb self-centering feel to the steering. The car can be driven very hard into tight corners, and it tracks through high-speed turns like it's on rails. The suspension is tuned to minimize undesirable behavior when braking hard, accelerating hard, or lifting off the gas while cornering. Our car was equipped with Active Steering, which is now a stand-alone option on the 650i. The system improves high-speed stability while making it easier to steer at slow or parking lot speeds. Some drivers don't like BMW's active steering; we're not among them. Active Roll Stabilization dramatically reduces body roll (lean) when the 650i corners. As the car leans into a corner, the anti-roll bars are twisted by little hydraulic motors that counteract the body lean, so the 650i leans very little, even in hard cornering. In addition to increasing driver confidence, the system improves handling over bumps, increases cornering capability and improves steering response. Push the 650i past the limit of the tires and the Dynamic Stability Control and other active safety systems kick in, allowing the car to motor around corners with little drama. The DSC works toward keeping the car from skidding into understeer or oversteer, making it easier for the driver to maintain control. Simply aim the 650i where you want to go and it'll go there, assuming the laws of physics allow it. If it snows, press the DTC button to turn on the Dynamic Traction Control system. This system will manage engine power for you, and keep the rear tires from breaking free and spinning, again as long as you abide by the laws of physics, of course. The brakes are excellent, with big, lightweight discs and calipers, and resistant to fade even after several hard stops. Yet, for its impressive performance envelope and response, the 650i is not the least bit balky when driven at a lazy pace, and that's important for a luxury car. The 650i models come standard with aggressive, 245/45VR18, high-performance, run-flat tires. The coupe and convertible we drove were equipped with 19-inch wheels, part of the optional Sport Package, and they rode well. The main drawback is more noise over bumps or pavement joints. The 650i Convertible is remarkably quiet with the top up, nearly as quiet as the Coupe. Wind noise is hardly more noticeable. The power rear windscreen can be lowered even when the top is up, though we didn't find it significantly added to air circulation. Conversely, the rear glass can be raised when the top is down to act as a wind blocker, but turbulence with the top down was minimal in any case, and raising and lowering the glass didn't seem to make a big difference. In short, this is a fun feature, and we like having it, but it has no significant practical benefit. With the windows up and top down, the 650i convertible makes for great open motoring even on briskly cool days. We prefer to put all the windows down, however, because it looks cooler. The M6 is everything the 650i is and more. And therein lies the disconnect, the proof that sometimes more can be too much. The ride is stiff, quite noticeably so on bumpy neighborhood streets. Active Steering is not offered, nor is Active Roll Stabilization; perhaps the engineers assumed the more aggressive suspension made it unnecessary. Too bad, as we prefer the elegance of the active setup to the less refined settings of the M6. The short sidewalls on the low-profile tires don't help, magnifying the suspension's limited compliance. The Sequential Manual Gearbox (and to a slightly lesser extent on the 650i's SMG, which isn't as assertively programmed) is especially distasteful, almost overbearing in its insistence on managing every shift, up or down, with its own pre-programmed sequence and pace. In Automatic mode, it shifts up when and only when it's good and ready; yes, there's a switch at the base of the shift surround that adjusts the timing between shifts, but we never found a setting, among the 11 programs provided, that delivered the quickness, smoothness and precision we achieve using a clutch pedal. It's only marginally better in Manual mode, where you shift by tapping the lever forward for a lower gear or rearward for a higher gear or by working the appropriate lever mounted to the steering wheel. In Manual mode, the driver at least gets to control the timing of the shift. In Auto model it downshifts as the M6 slows to a stop, dutifully double-clutching and blipping the throttle between gears, which sounds neat. And when that long-awaited opening appears in oncoming traffic on a busy two-lane road, flooring the accelerator does not deliver that vital, immediate kick-down to an appropriate passing gear. Instead, first the transmission's brain has to figure out what gear is appropriate, and then it ponderously double clutches its way to that gear, all while you're anxiously watching that once-beckoning opening rapidly shrinking. This hesitation shows up in other unusual spots, for example, coasting up to a Stop sign at the top of a hill; the SMG pauses as it downshifts to first when taking off. This hesitation can be annoying. At the other end of the spectrum, like in a tight parking space, trying to ease the car ahead or back two or three inches is equally frustrating. When we'd press the accelerator enough to get the clutch to engage, it did so abruptly, making the car lurch forward or backward more than we wanted. Using the brake pedal to minimize the lurch didn't help as that blocked the clutch from engaging. Ultimately, we had to ask the other car's driver, who fortunately was nearby, to move the car so we could escape the parking space. All hope is not lost, however. Due sometime around mid-model cycle is a pure, six-speed, manual gearbox. If we absolutely had to have an M6, we'd wait. The M6 engine is a mixed bag. On the downside, a V10 is inherently unbalanced, with crankpins awkwardly dispersed around the crankshaft's center, unlike a 90-degree V8 or a 60-degree V6, where opposing pistons share a crankpin and fire on alternative cycles. For another, that's a lot of moving parts, even more than usual when all the parts necessary to suppress an unbalanced engine's unnatural disharmonies, with gaps and gears and chains spinning, clicking and meshing, all of which has to be somehow muted while left essentially unrestrained. And quite frankly, to our ears, the M6 comes up short in this effort. We enjoy the musical mechanical sounds a finely tuned engine produces as much as the next person, but those emanating from the M6 were more raw and raucous, almost cheap sounding, than rich and rewarding. This includes the raspy exhaust. On the upside, however, the engine benefits to a limited degree from BMW's participation in F1 motor racing. Every cylinder has its own throttle butterfly, for example, which is very high tech, and engine lubrication is dry sump, which is more commonly found in race cars. And we confess we did get a kick out of the three, computer-managed power settings, ranging from something you might feel halfway comfortable turning over to a parking valet to one that buries your backside in the M6's admittedly unsoft seats. Beyond these troubling specifics, the M6, in either coupe or convertible, is comparable to the 650i, as in, reassuringly BMW-like. Again, while we like the ARS and the Active Steering, the ride, although stiff, is well managed, and steering is direct and supremely responsive with reassuring on-center feel.

Summary

The BMW 6 Series is a remarkable car, an intriguing attempt at blending state-of-the-art electronics with award-winning mechanicals. The BMW 650i coupe and convertible succeed, offering a combination of comfort, luxury, sportiness, exhilarating performance and ease of operation that's hard to beat in the class. On the M6 models, it remains an attempt, perhaps a misguided one, as it inserts unnecessarily isolating layers of electronics between driver and car, muddying a unique, symbiotic relationship that BMW has painstakingly cultivated over decades. We prefer the standard automatic and manual transmissions to the high-tech SMGs.


Model Line Overview

Model lineup:	BMW 650i Coupe ($73,900); 650i Convertible ($80,900); M6 Coupe ($98,600); M6 Convertible ($104,400)
Engines:	360-hp 4.8-liter V8; 500-hp 5.0-liter V10
Transmissions:	6-speed manual; 6-speed sequential manual; 6-speed automatic with Steptronic; 7-speed sequential manual
Safety equipment (standard):	dual-threshold front airbags; front seat-mounted side airbags; roof-mounted side curtain airbags (coupe only); roll-over protection system (convertible only); front seatbelt pretensioners and force limiters; active knee protection; rear seat child safety seat anchors (LATCH); antilock brakes with four-wheel brake proportioning; traction control; electronic stability control; tire pressure monitoring; auto-leveling, adaptive headlights; rain-sensing windshield wipers; park distance control
Safety equipment (optional):	N/A
Basic warranty:	4 years/50,000 miles
Assembled in:	Dingolfing, Germany


Specifications As Tested

Model tested (MSRP):	BMW M6 Convertible ($104,400)
Standard equipment:	automatic, dual-zone, micro-filtered, auto-recirculating climate control; power windows, central locking, heated outside mirrors and tilt/telescope, leather-wrapped steering wheel with cruise and audio controls; heated, 14-way power seats with manual thigh-support extensions; 13-speaker, AM/FM/CD DSP stereo with glove box-mounted, six-CD changer; DVD-based, GPS navigation system; three-setting memory for driver's seat, steering wheel and outside mirrors; auto-dim rearview mirrors; leather-trimmed seats, steering wheel, door panels and center armrests; walnut wood interior trim accents; ski bag; floor mats; programmable garage/gate remote; multi-function iDrive onboard trip computer and systems management
Options as tested (MSRP):	Silverstone II Merino Leather ($3500); Comfort Access ($1000); Carbon Fiber black trim ($300); Head-Up Display ($1000); high definition radio ($500); satellite radio ($595); gas guzzler tax ($3000)
Destination charge:	($695)
Gas guzzler tax:	N/A
Price as tested (MSRP):	$114,990
Layout:	rear-wheel drive
Engine:	5.0-liter dohc 40-valve V10
Horsepower (hp @ rpm):	500 @ 7750
Torque (lb.-ft. @ rpm):	383 @ 6100
Transmission:	7-speed Sequential Manual Gearbox
EPA fuel economy, city/hwy:	12/19 mpg
Wheelbase:	109.5 in.
Length/width/height:	191.8/73/54 in.
Track, f/r:	61.7/62.4 in.
Turning circle:	41 ft.
Seating capacity:	4
Head/hip/leg room, f:	37.6/NA/42 in.
Head/hip/leg room, m:	N/A
Head/hip/leg room, r:	35.6/NA/30.1 in.
Cargo volume:	12.4 cu. ft.
Payload:	N/A
Towing capacity:	not recommended Lbs.
Suspension, f:	independent strut; coil springs; electronically controlled, twin-tube, gas-pressurized shocks; stabilizer bar
Suspension, r:	independent, 4-link; coil springs; electronically controlled, twin-tube, gas-pressurized shocks; stabilizer bar
Ground clearance:	5.0 in.
Curb weight:	4398 lbs.
Tires:	255/40ZR19 front, 285/35ZR19 rear
Brakes, f/r:	vented disc/vented disc w ABS, EBD
Fuel capacity:	18.5 gal.

New 2008 Infiniti EX Coming Soon

Fleetrates News 1-888-861-8080 — Tue, 24 Apr 2007 13:49:00 GMT

2008 Infiniti EX

On Sale: Fourth quarter 2007
Expected Pricing: $34,000 to $40,000

Officially, this exciting looking SUV is a concept, but the production version goes on sale at the end of 2007 and is expected to closely resemble the concept unveiled at the 2007 New York auto show.Infiniti describes the 2008 Infiniti EX35 as a fusion of a luxury coupe and a sport utility vehicle. Overall, the EX35 resembles the much larger FX35, but the styling of the front end looks similar to the design of the recently announced G37 Coupe. So, is it a tall coupe or a short SUV? We guess it depends from whence you come. To help you decide, it's worth noting that its roofline is only eight inches higher than the G37 Coupe. Whichever way you look at it, the Infiniti EX is stylish. What's more, it's brimming with high-tech features. In terms of its basic architecture, the EX is more like a sports sedan than an SUV. The EX is based on the same platform (called FM) found under the Infiniti G, M, and FX models. However, the EX has all-wheel drive with a five-speed automatic transmission and is powered by the same 3.5-liter V6 found in the G35 sedan. Presumably, there will be a rear-wheel-drive version available in the production EX35, just as there is with the FX35. Infiniti engineers have taken the concept of the Lane Departure Warning system found in the FX and M models to the next level, which is called Lane Departure Prevention (LDP). This assists the driver in maintaining his or her lane position if the car inadvertently starts to drift into an adjoining lane; it does this by using the Vehicle Dynamic Control (VDC) system to gently adjust the brakes to bring the car back in line. The EX also has a built-in Around View Monitor (AVM) system that has front, side and rear mounted cameras. This helps the driver to see what's around the car when parking as it reduces blind spots. The roof on the concept vehicle featured an optional liquid crystal glass panel that can change from transparent to translucent, but it's not expected on the production vehicle. The interior was sumptuously appointed on the concept vehicle with a futuristic layout more like what you'll find in a sports car than an SUV. We're expecting the EX will fit into Infiniti's line below the FX models, as the BMW X3 fits below the bigger X5.

New 2008 Lexus LS600h L - Pre-Order Yours Today -1-888-861-8080

Fleetrates News 1-888-861-8080 — Mon, 23 Apr 2007 17:08:00 GMT

Lexus isn't after high-income buyers with the 2008 Lexus LS 600h L."These people don't have income," one Lexus official told us about the target buyer for the LS 600h. "They have wealth. Money isn't the concern. Instead they're concerned about prestige, appearance and the statement their car makes about them." In other words, they don't buy a Lexus. In fact, Lexus says the company's V8-powered LS 460 isn't even considered. "These people have a very short shopping list and we're not on it" is the way one Lexus executive put it. "The sedans they buy are the 12-cylinder Mercedes S600, BMW 760Li and Audi A8." To compete, Lexus needed a new flagship, one with a six-figure price tag and more power. So the company has created the LS 600h L, a V8-powered hybrid sedan that is first and foremost a luxury liner. It's built to provide the world's wealthiest citizens the same sort of serene, seamless and abundant thrust they would get in a 12-cylinder ultraluxury sedan, only without resorting to all those additional cylinders. To accomplish this, Lexus has combined its largest ever V8 with a supplementary electric motor and battery pack. The result is the most expensive Lexus ever built and the only car in the ultraluxury class that qualifies as a Super Ultra Low Emissions Vehicle (SULEV).

Dense-Pack Technology
At 202.8 inches, the LS 600h L is the same length as its near-twin LS 460 L, but it's not particularly vast compared to the Mercedes S600, which stretches out 205.0 inches. In addition to all the equipment that an LS 460 L carries, the hybrid adds all-wheel drive with a front differential and a Torsen center differential, an additional planetary gearset, two "motor generator" electric motors, a power inverter, a nickel-metal hydride battery, and a long tangle of wires and cables. All of which weighs a ton. Well, not really a ton, but it all does add 887 pounds to the car, which crushed our scales to the tune of 5,219 pounds. That's 887 pounds more than an LS 460 L, and 344 pounds more than the curb weight Mercedes claims for the S600 V12. And all that weight mutes this jumbo hybrid's performance. It also leaves this big sedan with very little trunk. Hey, all that stuff has to go somewhere, and accommodating the batteries and motors shrinks trunk space 35 percent from the LS 460's 18 cubic feet to just 11.7.

Bigger V8
To compensate for the weight increase, Lexus has added stroke to the all-aluminum 4.6-liter V8 it uses in the LS 460. It now displaces 5.0 liters, but the two engines are otherwise nearly identical, with double-overhead cams, 32 valves and variable valve-timing. Rated at 389 horsepower, nine more than the LS 460 V8, the engine feeds a continuously variable transmission that in turn is plumbed into the drivetrain, parallel with the electric motors. With the V8 and the electric motors working together, there's a total (Lexus tells us) of 438 hp available to push around the LS 600h L. That's identical to BMW's claimed output for the 760Li's 6.0-liter V12, but behind the 510-hp Mercedes claims for the S600's 5.5-liter V12.

Fast, But Not Faster
The LS 600h L's hybrid system operates in three modes: "Hybrid," "Power" or "Snow." The default setting is "Hybrid," which is supposed to provide smooth operation. Meanwhile, "Power" sharpens accelerator response and "Snow" softens response to make acceleration on slippery surfaces more manageable. Our best acceleration times in the preproduction test car came with the system set on "Power" and the transmission in Sport mode. The 0-to-60-mph sprint took 6.0 seconds and the quarter-mile went by in 14.3 seconds at 101 mph. For a big, heavy sedan, that's not bad, but the conventional LS 460 L is just as quick. It hits 60 mph in 5.9 seconds and rips through the quarter-mile in the same 14.3 seconds. This isn't much of a surprise, since the LS 600h L and LS 460 L have similar power-to-weight ratios. Each of the hybrid's 438 ponies must lug 11.9 pounds, while each of the LS 460 L's carries 11.4, and the cheaper car doesn't have to overcome the parasitic drag inherent in an all-wheel-drive system.

Still Thirsty
Of course the compensating virtue of the hybrid drivetrain should be fuel economy. And since it will run solely on its battery at low speeds and shut off its V8 whenever the car comes to a stop, the LS 600h L does have an advantage in stop-and-go traffic. Lexus predicts that final EPA mileage ratings will have the hybrid LS rated at 20 mpg in the city compared to 18 mpg for the LS 460 L and 19 mpg for the shorter LS 460. But on the highway, where the LS 600h L's larger V8 is always running — always hauling around 887 additional pounds, and always churning all four wheels — the advantage is clearly with the LS 460 models. Both the LS 460 and LS 460 L are rated by the EPA at a commendable 27 mpg on the highway while the LS 600h L (Lexus predicts), will carry a so-so 22 mpg rating on the highway. Clearly what fuel economy benefits the LS 600h L might have depend on conditions. Driven like a New York City taxicab, the LS 600h L probably drinks less fuel than an LS 460 L. But on the open highway, the laws of physics work against it, and the conventional car will be more parsimonious.

Lavish, Luscious and Creamy
Like all the cars in this lofty class of transportation, the LS 600h L comes loaded with equipment ranging from power everything to a Mark Levinson sound system that seems to put the Duke Ellington Orchestra in the backseat. There's also a navigation system, abundant safety systems and enough tiny little switches strewn about the cockpit to intimidate a veteran pilot of a Boeing 747. The seats are covered in buttery leather and they're all heated (the fronts are cooled, too). And if that's not enough, buyers can opt for the "Executive Class Seating Package" which turns the rear seat into a mobile office and massage center. Trouble is, there's virtually no amenity available on the LS 600h L that isn't also optional on the LS 460. And of course, this is the car that parks itself.

Not a Sport Sedan
If the Lexus LS has been criticized for anything it's a lack of passion in its driving experience, and the same can be said for the LS 600h L. The machinations of the hybrid system, while subdued, add another layer of insulation between the driver and the road. As an automotive isolation chamber, the LS 600h is among the world's best, but this is not a sport sedan by any stretch of the imagination. But it's not meant to be. It's responsive and it handles well, but even with the standard air suspension set in Sport mode this is a softly sprung car. And the electric power steering, while accurate, is numb despite being connected to the road by big 245/45R19 tires. Those big tires, all-wheel drive and the optional antiroll system Lexus calls Active Power Stabilizer System do make the LS 600h L more athletic than an LS 460 L. It recorded 0.82g on our skid pad and snaked through our slalom at 62.6 mph. Neither performance is exactly in the sporting category, but they both represent improvements over the LS 460 L. The larger brakes from the LS 460 L Touring package are also standard and stop this heavy sedan in just 120 feet, some 16 feet shorter than the LS 460 L which wore the standard brakes.

Tough To Justify
In a class where exclusivity counts, the $104,715 hybrid LS should rattle a few cages. Only 2,000 will be built this year for sale in the United States, and we have little doubt each will be sold quickly. Still, this car is hard to justify on its merits. It's no quicker or more refined than its far cheaper, conventional brother, the LS 460 L, and it has a smaller trunk. Even its fuel economy advantage is conditional at best. Truth be told, for those who want a socially responsible luxury car, the LS 600h L isn't even the best choice at the Lexus store. The slightly smaller GS 450h is also a hybrid, but uses a V6 instead of a V8 and consequently gets better fuel economy — an EPA-rated 25 mpg in the city and 28 mpg on the highway. An argument can even be made that the base LS 460 is the "green" LS model. It's simpler to assemble, uses fewer energy-intensive parts, should be easier to recycle at the end of its life, and gets 19 mpg city and 27 mpg highway. With the word "Hybrid" boldly displayed on each of its rear doors, the LS 600h L certainly makes a unique and strong statement in the luxury-car world. It's certainly the world's first politically correct luxury automobile, but we think it should be more than that.If you like the Lexus LS 460 L you'll like the Lexus LS 600h L. If you love the Lexus LS 460 L you'll love the Lexus LS 600h L. And it really is that simple.

Model Year:	2008
Make:	Lexus
Model:	LS 600h L
Style:	L 4dr Sedan (5.0L 8cyl Hybrid CVT-A)
Base Price:	$104,715
Price as Tested:	$111,714
Drive Type:	All-wheel drive
Transmission Type:	CVT
Displacement (liters):	5.0
Engine Type:	V8
Horsepower (hp @ rpm):	438
Torque (ft-lbs @ rpm):	N/A
Braking System:	front ventilated disc - rear ventilated disc
Steering System:	electric power steering
Suspension Type (front):	multi-link
Suspension Type (rear):	multi-link
Tire Size (front):	245/45R19 V
Tire Size (rear):	245/45R19 V
Tire Brand:	Dunlop
Tire Model:	SP Sport Maxx
Curb Weight (lbs):	5219
Recommended Fuel:	Premium unleaded
Fuel Tank Capacity (gal):	22.2
EPA Fuel Economy (mpg):	20 city/22 highway
Edmunds Observed (mpg):	18.6

Conditions for Testing
Temperature (Fahrenheit):	60.5
Humidity:	21.2
Elevation (ft):	1121
Wind:	5.9

Performance
0 - 30 (sec):	2.4
0 - 45 (sec):	3.9
0 - 60 (sec):	6
0 - 75 (sec):	8.5
1/4 Mile (sec @ mph):	14.3@101.1
30 - 0 (ft):	29
60 - 0 (ft):	120
Braking Rating (Excellent, Good, Average, Poor or Very Poor):	N/A
Slalom (mph):	62.6
Skid Pad (g-force):	0.82
Handling Rating (Excellent, Good, Average, Poor or Very Poor):	N/A
Db @ Idle:	38.3
Db @ Full Throttle:	66.6
Db @ 70 mph Cruise:	58.9
Acceleration:	Not sure which mode is the best -- and don't know what state of charge the batteries were in. But it's not "quick." The tach ramps up to 5,000 rpm up to 75 mph then jumps to redline for the blast to 100 mph. Very smooth and linear accel to 75 mph then it takes off.
Braking:	Very stable, very little drama and repeatable. Pedal is not too soft, as one might expect. Seat belt cinches up on ABS stops -- twice. Once on the pedal hit and once at full stop.
Handling:	Even in "Sport" suspension mode, the LS is very soft. In fact, it lifted the inside front tire off the ground repeatedly. Understeer is heavy and inevitable. Steering is quite good with predictable accuracy but not much feel. Unlike the skid pad, the LS will oversteer in quick transitions. However even with "Sport" suspension mode, the car rolls a bunch while maintaining its line.

Specifications
Length:	202.8 in
Width:	73.8 in
Height:	58.3 in
Wheelbase:	121.7 in
Legroom (front):	N/A
Legroom (rear):	N/A
Headroom (front):	38 in
Headroom (rear):	38 in
Maximum Seating Capacity:	5
Cargo Volume:	11.7 cu-ft
Maximum Cargo Volume (rear seats down):	11.7 cu-ft

Warranty Information
Bumper-to-Bumper:	4 years / 50,000 miles
Power Train:	6 years / 70,000 miles
Corrosion:	6 years / Unlimited miles
Roadside Assistance:	4 years / Unlimited miles
Scheduled Maintenance:	Unlimited years / 7,500 miles

Safety Information
Front Airbags:	Standard
Side Airbags:	Standard dual front
Head Airbags:	Standard front and rear
Antilock Brakes:	4-wheel ABS
Electronic Brake Enhancements:	braking assist, electronic brakeforce distribution
Traction Control:	Standard
Stability Control:	Standard
Rollover Protection:	N/A
Emergency Assistance System:	Optional
NHTSA Crash Test Driver:	Not Tested
NHTSA Crash Test Passenger:	Not Tested
NHTSA Crash Test Side Front:	Not Tested
NHTSA Crash Test Side Rear:	Not Tested
NHTSA Rollover:	Not Tested
IIHS Offset:	Not Tested

New 2008 Land Rover LR2 Review

Fleetrates News 1-888-861-8080 — Mon, 23 Apr 2007 13:31:00 GMT

2008 Land Rover LR2
All-new entry-level Land Rover is the real deal.

If the Land Rover LR2 doesn't knock the socks off of shoppers for an SUV of this size and price, nothing will. It offers more content than they have reason to expect, compared to what's out there. Think of it as a baby Range Rover Sport, for at least 20 grand less. It costs about $8,000 less than the next Land Rover up the scale, the LR3, and has a more powerful and smoother engine: an all-new, high-tech, inline six-cylinder built by Volvo, mated to a sophisticated six-speed automatic transmission. The styling is clean and handsome, and the interior roomy, with leather seating surfaces, wood trim, a panoramic sunroof, fold-flat rear seats, quality sound system and all the power stuff as standard equipment. The body structure is second to none in its rigidity and safety, with liberal use of ultra-high-strength steel in the door beams and other places. The list of electronic safeguards goes on and on. ABS, EBD, EBA, DSC, ARM, CBC, HDC, GRC (they're all explained below; each could save your life, or at the least keep the vehicle under control far better than any human). Also Terrain Response, with four settings for different driving conditions: pavement; gravel, grass and snow; mud and ruts; or sand. The long-travel suspension uses all the acquired knowledge of Land Rover engineers, and delivers a firm and stable ride in all conditions, while providing superlative cornering for an SUV that's 68.5 inches high. The vented disc brakes are big and bomb-proof. The traction system is made by Haldex, the leader in all-wheel-drive design, and it's state of the art: electronic rather than hydraulic, making it faster and more sensitive than anything that's ever found its way into an SUV. The Land Rover LR2 has it all, for a five-seat SUV.

Model Lineup

The only decisions to make in buying a Land Rover LR2 are about options; there is only one model, the LR2 that retails for $34,700 including $715 freight; Land Rover doesn't price the LR2 at a lower-sounding $33,985 plus freight. That price includes all the comfort and capability you expect from a Land Rover. Standard features include leather seats, air conditioning, power doors, windows and remote entry, keyless starter button, panoramic dual panel sunroof, front and rear foglamps, power headlamp washers, rain-sensing wipers, rear park distance control, 18-inch alloy wheels, and dual-zone climate control with pollen filter and humidity sensor. The Technology Package ($3500) includes a DVD-based navigation system, Dolby Pro Logic II Surround Sound system, Sirius satellite radio, rear seat audio controls and Bluetooth telephone system. The Lighting Package ($1050) includes bi-Xenon adaptive headlamps (they swivel in the direction of turns), approach and puddle lights, and a memory driver seat and mirrors. The Cold Climate Package ($700) includes heated front seats and a heated windshield and washer jets. You can also get a special Narvik Black paint job ($400). Safety equipment includes electronic stability control with anti-roll technology, and anti-lock brakes with electronic brake-force distribution and brake assist. There are seven airbags: two-stage frontal bags, side-impact bags for the front seats, airbag curtains for both rows, and a final small airbag for the driver's knees. There's also Hill Descent Control, which keeps the vehicle at six mph going down steep hills (even, or especially, on ice), and Gradient Release Control, which holds the vehicle on a steep hill for a moment before letting it creep up to that speed. All that's lacking in the safety equipment is a tire pressure monitor.

Walkaround
There's no mistaking the LR2 for anything but a Land Rover. Its design director says the LR2 has "chiseled lines, chunky good looks and sporty energy." We'll go along with that, as well as with his other adjectives: "simple, uncluttered, sculptured, sophisticated, dynamic, refined."Your neighbors might think it's a Range Rover, although it's 18.6 inches shorter overall and 6.5 inches less high. But its wheelbase is only 6.5 inches less, giving it a total of one less foot of overhangs, which makes it more modern and compact. It also has a cool trapezoidal engine vent on each front fender just under the sideview mirror, a wider body-colored C-panel, black door handles, and outstanding 12-spoke spidery 18-inch wheels in silver alloy. Sleeker horizontal rectangular headlamps. As a package, it's the best looking and best proportioned Land Rover out there, although the LR3 (bigger than an LR2 and smaller than a Range Rover) is also very tidy. We just wish the LR2's silver plastic grille were black, and didn't look like its pattern was designed in about 10 minutes. The LR3 has by far the best grille, with body-colored slats. Safety is enhanced by the LR2's monocoque structure, which uses crumple zones and ultra high strength steel to create what Land Rover calls a "safety cell."

Interior Features
Sitting in the slightly elevated driver's seat, which Land Rover calls Command View, you feel satisfied by knowing that your SUV was designed by the best. It's a very professional layout, all black and thick and having no-nonsense gauges, instruments and controls. The smooth and meaty four-spoke, leather-wrapped steering wheel, with two horizontal and two vertical spokes coming straight down from the hub, adds to the solid overall feel of the vehicle; the buttons for cruise control and the sound system are on those vertical spokes. The gauges couldn't be cleaner, a big speedo and tach split by one smaller circle with fuel and water temperature, with neat small white numbers on a black background. They're shaded from the sun's glare by an extension from the dashboard like a visor. The rest of the dash is sloped, providing more of that Command View. A thick strip of stylish wood splits the dash panel. The center stack is wide and full of black rectangular buttons that make you feel like a pilot when you press them; a few of the icons are arcane, but they're not as baffling as German ones. The vents are long and rectangular, on each side of the navigation screen having displays for other information such as climate control and the sound system. The center stack doesn't flow into the console like some vehicles. Forward of the shift lever and at the bottom of the center stack, there's a big round knob for the Terrain Response System. It controls engine and traction settings for four different driving conditions: general; grass, gravel and snow; mud and ruts; and sand. The lever and knob are nicely rimmed and trimmed by aluminum-look plastic. The standard seats are good Land Rover leather; they're roomy and supportive, not always an easy combination. Ours were black and looked terrific. They were so good that after one day and 400 hard miles, including hundreds of hard curves and some time off-road, we weren't a bit sore. You can't say much more about a seat than that. There are sufficient storage spaces all over, with good legroom in front, 41.9 inches, but less good in the rear, 36.4 inches; that's still nearly an inch more than the larger Range Rover, although it's 1.2 inches less than the LR3 (it's longer by 14 inches) and a huge 3.2 inches less than the new Ford Edge crossover. Our back-seat passenger said he didn't feel cramped, maybe thanks to the Stadium Seating, elevated a bit for better visibility out the windshield, while still allowing 39.4 inches of headroom.The 60/40 rear seat folds flat, yielding 58.9 cubic feet of storage space, and there's 26.7 cubic feet with the rear seat raised; those are pretty good numbers but not as much as a Toyota RAV4, for example. There would be more cargo space if if the loading floor were lower; but if it were, you'd have to bend down to load things through the liftgate. The floor has a unique reversible cover: one side is carpeted, the other a washable surface. The standard 40-watt sound system with eight speakers has an automatic volume control; the faster you drive, the louder it gets.

Driving Impressions

We had great seat time during a long day in the Land Rover LR2, in different driving conditions. No snow and ice, but doubtless the LR2 would be sure-footed and safe in those conditions too. The engine is a new inline six cylinder displacing 3.2 liters; it was designed by Volvo and is used in the S80 sedan and XC90 SUV. It's very high tech and extremely small: only 24 inches long, small enough to be mounted transversely, an exceptional thing, yielding benefits in a number of areas, maybe most importantly in the safety structure, specifically the front crumple zone. Volvo might have outdone itself with this new engine, and that's saying something. The acceleration is smooth and strong, taking the 4255-pound LR2 from 0 to 60 in 8.4 seconds, and it delivers an estimated combined 21 miles per gallon. There's a nice little inner growl, the engine's exhaust note a bit deeper than most BMW inline sixes. The horsepower is 230 at 6300 rpm, with a solid 234 pound-feet of torque peaking at 3200 rpm, a good low range for efficient acceleration. And 80 percent of that torque is available at a rock-bottom 1400 rpm. You'd only need a V8 if you tow a boat or horses or something, and then not even necessarily. The least expensive LR3 costs nearly $8000 more than the LR2 and uses an older V6 engine with only 213 horsepower, making the LR2 look even better. The new six-speed automatic transmission brings the most out of the engine. It's got three modes: Drive, Sport and Command. Slide the lever to the left for Sport, and the shifts get quicker and come later; after you make one shift manually you're in Command mode, and it stops shifting by itself (most of the time). But if you forget you're in Command, it won't always help you. We were in sixth gear one time, and slowed down for a 35-mph speed zone in a town; when we got through the town and accelerated, nothing happened because the gear was too high. It wasn't just slow, really: nothing happened. We downshifted two gears and all was well again. Okay, we were punished for forgetting; but we like that better than a transmission whose programming is annoyingly overprotective, because it invariably does things you don't want it to, and doesn't do things you do want it to. On the other hand, you can simply select Drive and the transmission does everything automatically. The ride is excellent, maybe even exceptional. Our 400 hard miles with no stiffness or soreness attests to that. Way out in the country on a long straight road, we hit a series of deep long dips at 100 mph, and the LR2 stayed true, even when the front wheels got a bit light at the top, once. Land Rover says the LR2's monocoque structure is nearly twice as rigid as the competition (whomever that might be), and is exceeded by only the Porsche Cayenne. This airborne test was our way of finding out. The LR2 passed. Land Rover tested the LR2 on the 13-mile Nurburgring circuit in Germany, where the best and sportiest go for their development. We drove miles of curvy roads more suited to a sports car, and the LR2 handled the challenge remarkably well for an SUV, thanks again to the chassis rigidity, the rubber-mounted front and rear subframes, and the long travel and large diameter of the gas shock absorbers. Corner Brake Control (CBC) helped keep the rear end stable when we were braking in a corner. The anti-lock brakes (with electronic front-to-rear distribution and brake assist) use big vented rotors, 12.5 inches in diameter in front and 12.0 inches in rear, and they took all the pressure we put on them for the slow corners, some of which came after long straights at high speed. The all-wheel-drive system is exclusive to the LR2, and is as high-tech as anything else available, including from Land Rover. It's designed by Haldex, the leader in the field. Most systems use hydraulic coupling of the driveshaft to the rear differential, but in the LR2 it's electronic. On dry pavement, 97 percent of the torque goes to the front wheels, but the rear wheels can accept 100 percent of the torque, for short periods, if it's needed there. The sensors detect slippage after a wheel spins a mere 15 degrees. And they transfer the torque in just 150 milliseconds. Land Rover instructors took us around an off-road course they had set up, which included a number of technical challenges. We used all three off-road modes of the Terrain Response System: Grass/Gravel/Snow, Mud/Ruts, and Sand. Turn the knob to the appropriate icon, and a number of dynamic settings are adjusted, including the response of the engine, transmission, differentials, stability control and hill descent control. Traction was never an issue, nor was ground clearance; we crossed a stream that was 20 inches deep, the stated maximum for the LR2. It was the Hill Descent ontrol that seemed most magical. We paused at the top of what seemed like a cliff, and inched over the edge, letting the HDC do its thing to keep the speed at less than 6 mph but controlling the throttle and ABS. The LR2's HDC has an added element that prevents the vehicle from accelerating from 0 to 6 mph too quickly; Gradient Release Control (GRC) simply keeps the brakes applied a bit longer. And we could have gone over the cliff backwards, because HDC works in reverse, too. Land Rover has been putting this technology thoroughly to the test for many years and it shows.

Summary

The LR2 is a ground-up new model from Land Rover, and it's a technological tour-de-force. It's the smallest and least expensive Land Rover, offering the most bang for the buck. It has a sensational new inline six-cylinder engine built by Volvo, and a smooth six-speed automatic transmission with obedient manual mode. The ride is beyond reproach in all conditions, the cornering is superior for an SUV, the brakes are huge, and the off-road capability is typically Land Rover. The safety structure breaks new ground, with ultra-high-strength steel, crumple zones, seven airbags and electronic safeguards galore.


Model Line Overview

Model lineup:	Land Rover LR2 ($33,985)
Engines:	230-hp 3.2-liter I6
Transmissions:	N/A
Safety equipment (standard):	ABS/EBA/EBD, Directional Stability Control (DSC), Active Roll Mitigation (ARM), Terrain Response, Hill Descent Control (HDC), Gradient Release Control (GRC), frontal airbags, side-impact bags in front, airbag curtains, driver's knees airbags
Safety equipment (optional):	bi-xenon adaptive headlamps
Basic warranty:	4 years/50,000 miles
Assembled in:	Liverpool, England


Specifications As Tested

Model tested (MSRP):	Land Rover LR2 ($33,985)
Standard equipment:	leather seats, air conditioning, power doors, power windows, remote entry, keyless starter button, panoramic dual panel sunroof, front and rear foglamps, power headlamp washers, rain-sensing wipers, rear park distance control, 18-inch alloy wheels, dual-zone climate control with pollen filter and humidity sensor
Options as tested (MSRP):	N/A
Destination charge:	($715)
Gas guzzler tax:	N/A
Price as tested (MSRP):	$34,700
Layout:	4-wheel drive
Engine:	3.2-liter 24-valve I6
Horsepower (hp @ rpm):	230 @ 6300
Torque (lb.-ft. @ rpm):	234 @ 3200
Transmission:	6-speed automatic
EPA fuel economy, city/hwy:	N/A
Wheelbase:	104.7 in.
Length/width/height:	177.1/85.7/68.5 in.
Track, f/r:	N/A
Turning circle:	37.1 ft.
Seating capacity:	5
Head/hip/leg room, f:	40.2/NA/41.9 in.
Head/hip/leg room, m:	N/A
Head/hip/leg room, r:	39.4/NA/36.4 in.
Cargo volume:	58.9 cu. ft.
Payload:	N/A
Towing capacity:	3500 Lbs.
Suspension, f:	independent, MacPherson struts
Suspension, r:	independent, multi-link
Ground clearance:	8.3 in.
Curb weight:	4255 lbs.
Tires:	235/60R18
Brakes, f/r:	disc/disc with ABS, EBD, Brake Assist
Fuel capacity:

New 2008 Mercedes Benz C-Class Review

Fleetrates News 1-888-861-8080 — Tue, 03 Apr 2007 13:29:00 GMT

2008 Mercedes-Benz C-Class
All-new, fourth-generation C-Class grows up.

Overview
The 2008 Mercedes-Benz C-Class brings all-new versions of these entry-luxury sedans. Longer and wider than last year's models, they accommodate four or five occupants with much more interior room than before. They also offer improved performance and better fuel economy than last year's models. The small family sedan that started out as the "baby Benz" in 1982 and morphed into the C-Class has matured through three generations into the company's most popular model worldwide, with more than 6 million units sold. This latest generation of the smallest Mercedes-Benz sedan marks a big step in its maturation. The C-Class comes in two distinctive personalities: Sport and Luxury. Each gets its own exterior styling and interior design. The C300 and C350, which replace the previous C280 and C320, indicate their more powerful V6 engines. And 4MATIC all-wheel drive is available. The 2008 C-Class is now much closer in size, looks, and behavior to the larger E-Class, yet with a lighter touch and feel all its own. We found the 2008 Mercedes C350 Sport feels strong but light, zippy but substantial. Handling is crisper than with the previous models. It feels sportier, less plush than before. And these cars are quick. Mercedes says the C300 can accelerate from 0-60 mph in about 7.2 seconds, which is quite zippy, while the C350 can reach 60 from a standstill in just 6.2 seconds, which is quite quick. We found the C350 Sport comfortable, with seats that were containing when cornering. The layout of the controls is very good, without a lot of learning labor involved in operating the car. And the available Harman Kardon stereo sounds fantastic. Initially, the U.S. market will get only these two sedan models, and in due course, the U.S. model range will expand to include diesel-engine versions, 4Matic all-wheel-drive versions, and a high-performance AMG model with a V8 engine. No coupe version is planned, and there will be no station wagon version for the U.S. market. An AMG Sport package of exterior and interior trim items, wheels and tires will be available as an option when the car reaches the U.S. market in August 2007.

Model Lineup
The entry-priced 2008 Mercedes-Benz C300 comes with a 2.8-liter V6 and a choice between a seven-speed automatic and a six-speed manual. The C350 uses a 3.5-liter V6 with the seven-speed automatic. The C300 4MATIC features a full-time all-wheel-drive system. Standard wheels and tires are 17-inch, with 18-inch wheels optional. Options include leather upholstery, Thermotronic automatic climate control, navigation, Panorama roof, AMG Sport package, Adaptive Light System, Advanced Agility Control, bi-xenon lamps, Bluetooth, Comand APS with storage for up to 1000 music tracks, the Intelligent Light System, Keyless Go, multi-contour seats, Parktronic, TeleAid emergency communications, twin-sunroof Panorama roof, and 18-inch AMG split-spoke alloy wheels. Package P1, standard on the C350, contains the satellite radio, heated seats, autodimming lamps, folding mirrors, a garage door opener and rain-sensing wipers. Package P2 adds bi-xenon headlamps, cornering fog lamps, a split folding rear seat for cargo versatility, and a rear sunshade. The Multimedia package adds Comand navigation with a larger seven-inch screen, a six-disc DVD changer with a PCMCIA slot, Harman Kardon Logic7 surround sound system and voice controls. An Advanced Agility Package features variable shock absorbers and revised transmission shift points. Safety features include seven airbags: two adaptive airbags for the driver and front passenger, a kneebag for the driver, two sidebags in the front seat backrests and two large windowbags which extend from the A to the C-pillar during a side impact. The driver, front passenger and outboard rear seats all have belt tensioners and belt force limiters. The standard head restraints operate on the Neck Pro system. During a rear-end collision, the padded surfaces are pushed forward to support the heads of the driver and front passenger, reducing the risk of whiplash. Active safety equipment that comes standard includes ABS, traction control, Brake Assist, Electronic Brake-force Distribution, and an Electronic Stability Program. An Adaptive Brake system primes the braking system in panic situations, and, whenever the windshield wipers are on applies light, continuous contact to dry the brake discs.
Walkaround |
The fourth-generation, 2008 Mercedes-Benz C-Class looks sporty, with all-new styling. The new C-Class is wider and longer than the outgoing model, a tauter, sportier design, addressing complaints that it was just too small for many Americans. With an overall length of 180.4 inches, the sedan is more almost four inches longer than its predecessor. Body width has increased more than an inch and a half to 69.7 inches, overall height increased almost one and a half inches, and the wheelbase has increased 1.8 inches to 108.4 inches.Two completely fresh grilles are used, one for the Luxury model with the traditional horizontal bars and hood-mounted star, one for the Sport version with a large, surrounded star in the grille. The Sport will have six- or seven-spoke alloy wheels and staggered tires (the rears larger than the fronts), and will carry a decklid spoiler. The Luxury version will have the same size tires all around, riding on five-spoke alloy wheels. The bold new front ends are amplified by a striking, rising line in the bodyside sheetmetal from front to back, flowing directly into a set of new and more aerodynamic taillamps. Even in this larger size, the drag coefficient of the new C-Class is a mere 0.27, among the best in the world. Improved safety comes via the new bodyshell, 70 percent of which is high-strength and ultra high-strength steel. Compared to the previous series, Mercedes-Benz has larger deformation zones and improved energy flows. The front-end structure of the new C-Class has four independently acting impact zones, which enable forces to be distributed over a wide area around the passenger cell. The hood, fenders, and decklid are aluminum. According to Mercedes-Benz, the static weight balance of the new C-Class is 52 percent front and 48 percent rear, awfully close to the magic 50/50 spread. The body is 13 percent stiffer in torsion and 12 percent stiffer in bending than the old car, and the chassis features a new rear axle and suspension design. The 2008 C-Class is the first car in history to be designed, engineered, developed, and tested on Mercedes-Benz's proprietary virtual and digital design and engineering system. That includes every single part, component, and system in the car as well as the interior and exterior design, the complete powertrain, and the chassis. The time saved in development on the computer was devoted to additional real-world testing, to the tune of 24 million kilometers, three times more than the previous model had accumulated. So these cars should be fully sorted.

Interior Features
The interiors of the '08 C-Class are all-new as well. Front shoulder room has increased by 1.6 inches. Trunk space has grown by a cubic foot. For 2008, the Mercedes C300 and C350 come with a revised instrument package design, a new steering wheel with two sets of auxiliary controls on the horizontal spokes, and a new center stack that includes a pop-up five-inch screen on the dashtop that displays all the necessary vehicle, navigation and entertainment system data. The Sport version has a three-spoke steering wheel, aluminum metallic trim panels, aluminum floor pedals with black rubber studs, and black birdseye maple trim with special stitching on the upholstery, while the Luxury version has a four-spoke steering wheel, traditional burl walnut interior trim and more traditional interior colors. The cabin of the C350 Sport is more elaborate than before, with a new standard power sunroof and standard power eight-way driver and passenger seats, with a power lumbar support on the driver's seat. The door panels have more brightwork, and it is tasty. A console-mounted push-and-twist wheel controls all of the display functions for navigation, entertainment, climate and communications. The dual-zone climate control is located at the bottom center of the dash, easy to read, understand and use. Whether the three-spoke or four-spoke steering wheel, both have a new layout, with two large multi-function controllers and two smaller buttons to control 12 different functions. The instrument pod itself, newly dressed up in aluminum trim with a white-on-black color scheme, houses a 4.5-inch information display inside the speedometer that can be changed at the touch of a button. The center stack features a hooded, retractable five-inch color display at the top center as the main display unit for the Comand system, big enough to see and shaded from the sun's rays. Other electronic features include a standard eight-speaker sound system with six-CD and MP3 player, a standard auxiliary plug-in spot for your iPod, and standard Bluetooth connectivity for your cell phone. The Harman Kardon digital 5.1 surround sound system that came in our C350 Sport featured 450 watts of power and 12 speakers, and it was nothing short of fantastic in reproducing the familiar sounds we brought along on our iPod, with automatic volume control and excellent imaging.

Walkaround
The fourth-generation, 2008 Mercedes-Benz C-Class looks sporty, with all-new styling. The new C-Class is wider and longer than the outgoing model, a tauter, sportier design, addressing complaints that it was just too small for many Americans. With an overall length of 180.4 inches, the sedan is more almost four inches longer than its predecessor. Body width has increased more than an inch and a half to 69.7 inches, overall height increased almost one and a half inches, and the wheelbase has increased 1.8 inches to 108.4 inches. Two completely fresh grilles are used, one for the Luxury model with the traditional horizontal bars and hood-mounted star, one for the Sport version with a large, surrounded star in the grille. The Sport will have six- or seven-spoke alloy wheels and staggered tires (the rears larger than the fronts), and will carry a decklid spoiler. The Luxury version will have the same size tires all around, riding on five-spoke alloy wheels. The bold new front ends are amplified by a striking, rising line in the bodyside sheetmetal from front to back, flowing directly into a set of new and more aerodynamic taillamps. Even in this larger size, the drag coefficient of the new C-Class is a mere 0.27, among the best in the world. Improved safety comes via the new bodyshell, 70 percent of which is high-strength and ultra high-strength steel. Compared to the previous series, Mercedes-Benz has larger deformation zones and improved energy flows. The front-end structure of the new C-Class has four independently acting impact zones, which enable forces to be distributed over a wide area around the passenger cell. The hood, fenders, and decklid are aluminum. According to Mercedes-Benz, the static weight balance of the new C-Class is 52 percent front and 48 percent rear, awfully close to the magic 50/50 spread. The body is 13 percent stiffer in torsion and 12 percent stiffer in bending than the old car, and the chassis features a new rear axle and suspension design. The 2008 C-Class is the first car in history to be designed, engineered, developed, and tested on Mercedes-Benz's proprietary virtual and digital design and engineering system. That includes every single part, component, and system in the car as well as the interior and exterior design, the complete powertrain, and the chassis. The time saved in development on the computer was devoted to additional real-world testing, to the tune of 24 million kilometers, three times more than the previous model had accumulated. So these cars should be fully sorted.

Driving Impressions

On our initial test drives over a couple of days on the highways and mountain roads surrounding Valencia, Spain, we could feel a new edge of precision and sportiness that the old C-Class simply didn't have. The new C-Class is altogether sharper, more precise, and quicker in terms of handling and steering. The ride is more controlled and sporty and less plush, all of which we liked. The brakes are extremely powerful and the pedal is nicely progressive. The steering of the new C-Class is more direct than the previous model's. The standard Agility Control suspension controls the shock absorber forces according to the driving situation. When driving normally with low shock absorber inputs, damping forces are reduced, with a noticeable improvement in ride comfort. In faster driving, maximum damping forces come into play. Mercedes-Benz has developed an Advanced Agility Package that offers the driver a choice of two programs, Sport and Comfort. The shock absorber for each wheel has infinitely variable electronic control. A new speed-sensitive steering with a more direct ratio, variable centering, and adaptation to acceleration and automatic transmission shift points will be included.

Summary

After 25 years, 6 million cars, and a lot of lessons learned, Mercedes-Benz has gone the extra mile with the new 2008 C-Class to provide American buyers with more room, more style, more standard content, more performance, and more substance in a pretty package at what we expect will be reasonable and competitive prices. If the quality holds up, this should be a winner.


Model Line Overview
Model lineup:	Mercedes-Benz C300; C350
Engines:	228-hp 2.8-liter V6; 268-hp 3.5-liter V6
Transmissions:	7-speed automatic; 6-speed manual
Safety equipment (standard):	frontal airbags, side-impact airbags, curtain airbags; electronic stability control, traction control, ABS, EBD, Pre-Safe
Safety equipment (optional):	none
Basic warranty:	4 years/50,000 miles
Assembled in:	Sindelfingen, Germany


Specifications As Tested

Model tested (MSRP):	Mercedes-Benz C350 Sport
Standard equipment:	N/A
Options as tested (MSRP):	N/A
Destination charge:	N/A
Gas guzzler tax:	N/A
Price as tested (MSRP):	N/A
Layout:	rear-wheel drive
Engine:	3.5-liter dohc 24-valve V6
Horsepower (hp @ rpm):	268 @ 6000
Torque (lb.-ft. @ rpm):	258 @ 2400
Transmission:	7-speed automatic
EPA fuel economy, city/hwy:	N/A
Wheelbase:	108.7 in.
Length/width/height:	180.4/69.7/57.0 in.
Track, f/r:	60.4/60.5 in.
Turning circle:	35.4 ft.
Seating capacity:	5
Head/hip/leg room, f:	37.1/52.3/41.7 in.
Head/hip/leg room, m:	N/A
Head/hip/leg room, r:	36.9/54.9/33.4 in.
Cargo volume:	17.6 cu. ft.
Payload:	N/A
Towing capacity:	N/A
Suspension, f:	independent, coil springs, gas struts, stabilizer bar
Suspension, r:	independent. five-link with coil springs, gas shocks, stabilizer bar
Ground clearance:	N/A
Curb weight:	3498 lbs.
Tires:	P225/40ZR-17 front; P245/40ZR-17 rear
Brakes, f/r:	disc/disc with ABS, EBD, Brake Assist
Fuel capacity:	17.4 gal.

New 2007 Infiniti FX45 Review

Fleetrates News 1-888-861-8080 — Mon, 02 Apr 2007 14:28:00 GMT

New 2007 Infiniti FX45

In January 2002, when Infiniti unveiled the production version of its new SUV at the Detroit auto show, the senior vice president of design, Shiro Nakamura, called his Infiniti FX45 a "bionic cheetah." This might have seemed like hyperbole, had we any idea what Nakamura was talking about. But there's no denying that the ultra-sleek FX45, which went on sale a year later as a 2003 model, certainly set a precedent. Check out the new Ford Edge and Lincoln MKX, and even the Saturn Outlook and GMC Acadia, and they look a bit like a bionic subspecies of the cheetah. Even Nissan co-opted the design for its own Murano, which is less extreme than the FX45, but still regarded as a template for handsome SUV styling. Now, more than four years after the FX45's introduction, it still looks great, and it still doesn't make a lot of sense as an SUV. The "Sport" is there, but the "Utility" -- not so much. Despite the 4.5-liter, 320-horsepower V-8, it will tow only 3,500 pounds. The FX45 weighs nearly 4,500 pounds, and the weight, the power and the full-time all-wheel-drive conspire to guarantee miserable fuel mileage -- the EPA rating is 14 miles per gallon in the city, 18 mpg highway, and premium gas is required. Inside, the X45's swoopy shape does not make for massive load-carrying space. This is why some SUVs, such as Infiniti's own truck-based QX56, are shaped like boxes: Boxes, after all, are pretty efficient for carrying stuff. But obviously, that isn't what the FX45 is about. Yes, it's all-wheel-drive, but the big 20-inch tires and wheels are for grip on pavement, not mud. And while the FX56 is no fun on winding roads, the FX45, built on a chassis shared with the Nissan 350Z sports car, is. Inside, the FX45's cockpit was trendy in 2003, and seems a little dated now. Front and center is a 7-inch color screen for the navigation system, but the controls around it aren't particularly intuitive. Otherwise, this is a very comfortable place to be. I recall complaining about the too- rough ride in the original FX45, but the company has smoothed that out without giving up the handling. The V-8 engine has plenty of power, and the five-speed automatic transmission makes good use of it, though shifting is a little jerky at lower speeds. If you can live with less power, there's the less-expensive FX35, with a 3.5-liter, 275-horse V-6. The FX45 is absolutely loaded with standard equipment, but the test model still had lots of options, including a rear-seat DVD player ($1,400) and a "technology package" that added the nav system, satellite radio, active cruise control and a few other features, pricey at $4,200. Shipping and a few lesser options brought the $49,850 base price to a heady $56,570. You want cheetah? Expect to pay for it.

New 2007 Lexus LS 460 Review

Fleetrates News 1-888-861-8080 — Mon, 02 Apr 2007 14:24:00 GMT

New 2007 Lexus LS 460

Lexus' new LS 460 flagship sedan has captured a lot of attention for one feature in particular: its ability to park itself. I'll detail the Advanced Parking Guidance System later in this review, but even if you don't choose this optional system, the LS 460 improves upon its predecessor in numerous ways and remains an exceptional choice for car buyers looking for a personal sanctuary on wheels.

Ride & Handling
Cars.com Senior Editor Joe Wiesenfelder once dubbed the LS a "cloud on wheels," in reference to its plush ride quality. The new LS 460 remains a comfortable long-haul cruiser, as evidenced by a fatigue-free round trip between Chicago and Detroit, but it's not comfort at all costs. The standard suspension has some firmness to it, and it's especially evident when driving on concrete highways; they can make for a choppy ride. The optional air suspension available on the extended-wheelbase model is impressively smooth riding. It has three modes — Normal, Sport and Comfort — and drivers looking for a firmer ride need only select the Sport mode. Regardless of which model you choose, the LS 460 feels like it's just starting to wake up at 70 mph and suggests it could sustain triple-digit cruising speeds with ease. Like other high-end luxury sedans, the LS 460 brings more capability to the table than most owners will ever take advantage of in their everyday commute. The sedan's steering wheel spins freely with little hint of friction, and while the car goes where you point it, the emphasis here — as with the car as a whole — is on preventing the road from disturbing the driver, so feedback is minimal. The system's power assist is pretty high, so you'll never be taxed turning the wheel. The long-wheelbase model's optional variable-ratio steering system changes how much the front wheels turn for a given spin of the steering wheel in order to change steering properties at various speeds. However, it's hard to tell the difference between the standard steering system and this one.

Going & Stopping
There's not much to dislike about the LS 460's drivetrain. The 4.6-liter V-8 makes a robust 380 horsepower and 367 pounds-feet of torque. It's an incredibly smooth engine; there's not a hint of vibration and, at lower speeds, relatively little to indicate there's anything of a mechanical nature under the hood. It remains unobtrusive even on the highway, unless you open it up — warn your passengers before you floor the gas pedal, though, because you'll throw them back in their seats; the acceleration is rather astonishing. Lexus says this full-size sedan can go from zero to 60 mph in 5.4 seconds. The V-8 drives the rear wheels through an eight-speed automatic transmission. Lexus one-upped Mercedes-Benz and its seven-speed automatic by going with eight speeds, but it probably won't be long before other luxury brands come out with their own. Gear changes are barely perceptible under most driving conditions — they're heard more than felt. The seventh and eighth gears are overdriven, which keeps engine rpm low on the highway — at 70 mph, the tachometer shows about 1,700 rpm — and contributes to the sedan's respectable gas mileage estimates of 19/27 mpg (city/highway) for the regular-length model and 18/27 mpg for the stretch version. These figures rival the 2006 LS 430's 18/25 mpg rating even though the LS 460's new engine makes 102 hp more than the V-8 in that model. The all-disc antilock brakes feature Lexus' new Electronically Controlled Brake system, but they aren't especially satisfying to use because they lack linearity. Smooth stops are possible if you're delicate with the pedal, but achieving them requires a lot of concentration; that shouldn't be necessary, and it isn't in competing cars like the Mercedes-Benz S-Class. The LS 460's brakes are powerful, though, and have no trouble stopping this big car.

The Inside
While nice, the interior of the now-retired LS 430 was showing its age and being shown up by newer designs from competitors. The LS 460's new cabin is more contemporary and puts it near the top of the luxury sedan pack in terms of material quality and ergonomics. Unlike the leading German luxury car manufacturers, Lexus has not developed a knob-based control system for managing accessories like the audio and navigation systems and vehicle settings. While Audi's Multi Media Interface, BMW's iDrive and Mercedes-Benz's Comand become easier to use with time, they introduce some issues that the LS 460 manages to avoid by staying the course with tried and true dashboard knobs and buttons. While the dash isn't as clean as a BMW's, the Lexus' learning curve is much shorter. Besides, even once you've learned one of the knob-based control systems, there are some things — like changing the radio station — that buttons are always better at. The heated, leather front seats are wide and provide good support that's welcome on long trips. The cushioning is on the firm side, but it's not uncomfortable. Stout side bolsters do a good job holding you in place when taking a corner aggressively. The driver's seat has three-position memory, and cooled front seats are optional. Even though the sedan is rather low-slung, visibility is good. Tall occupants may find the car short on headroom, though. I rarely have the need to use a car's auxiliary interior lights, but Wiesenfelder found the ones in the LS 460 especially dim. The LS 460 spoils rear-seat occupants with its spacious accommodations. The long-wheelbase LS 460 L is even roomier, but you don't have to choose that trim level to comfortably carry adults in the back — the standard-wheelbase model does just fine. If you really want to live like a blue-chip king, LS 460 L buyers can opt for the Executive Class Seating Package, which transforms the rear cabin into a mobile den with features like a cool box for keeping food and drinks chilled, a power-reclining right-side seat with a massage feature and leg rest, a DVD entertainment system with a flip-down 9-inch screen, and dual-zone climate control. A chauffeur is not included, but you might as well hire one so you can enjoy this $12,000-plus option.

Safety
As of publication, the Insurance Institute for Highway Safety had only subjected the LS 460 to its frontal-offset crash test; it received a Good overall rating, the best possible. Standard safety features include side-impact airbags for the front seats, side curtain airbags, front knee airbags and an electronic stability system. Rear-seat side-impact airbags, front-and-rear parking sensors, a rearview camera and Lexus' Pre-Collision System are optional. PCS can ready the LS 460 when a collision becomes imminent by priming the brake system, tightening the seat belts and stiffening the air suspension (when equipped).

Cargo
Regular- and long-wheelbase models have an 18-cubic-foot trunk. The rear-seat backrests don't fold, which is common in this class, but there's a pass-thru to the rear seats that can be used for transporting long, skinny items inside the car.
The standard trunk's size is competitive, but long-wheelbase buyers who choose the Rear Seat Upgrade Package or Executive Class Seating Package get a trunk that's only 12 cubic feet — smaller than a Toyota Corolla's — and no pass-thru. The culprit is the rear air conditioning system included in those packages.

Advanced Parking Guidance System
Lexus' optional Advanced Parking Guidance System can parallel park the LS 460 or back the car into a parking spot. The system takes care of the most difficult aspect of parking — deciding when and how much to turn the steering wheel to make a maneuver — but it requires that the driver remain engaged in the process. APGS is pretty easy to use. To parallel park, you pull up in front of the space and put the car in Reverse. An image from the rearview camera will appear on the navigation system's dashboard screen, and pressing the parallel park icon on the screen activates the system. Once activated, a box appears on the screen that the driver can position as necessary so that it overlays the parking spot. A green box means it is properly aligned, while a red box means there's a problem with the spot and the vehicle will not park; Lexus says pressing the OK button on the screen will describe the issue. Pressing the OK button when the box is green starts the parking maneuver. The driver remains responsible for controlling the car's speed with the brake pedal — it'll disengage if you go too fast or press the gas pedal — and finishing the parking maneuver by pulling the car forward if necessary after it's in the spot. The system's other maneuver — backing into a parking space — functions similarly. Wiesenfelder found that APGS' Achilles heel is that it's easily foiled by inclines — even modest ones. As mentioned, stepping on the gas defeats the system, so if there's not enough power at idle to push the car backward up a slope, you won't go anywhere. The coolest thing about APGS is watching the steering wheel spin on its own as you back up the car; it's a surefire way to impress your friends until the next novelty comes along. Drivers who despise parallel parking and avoid it at all costs are sure to love APGS, but I don't see accomplished parallel parkers considering it. APGS is bundled with the LS 460's optional navigation system, which costs $3,815. If you're considering the LS 460 L, which already includes a navigation system, APGS costs $700. To get APGS, you must also opt for the $500 Intuitive Park Assist, which lets you know — via audible and visual warnings — how close the car's bumpers are to nearby objects.

LS 460 in the Market
With a starting price north of $61,000, the LS 460 is fairly expensive. Compared to some of its prime rivals, though, like the Audi A8, BMW 750i and Mercedes-Benz S-Class — which range in price from around $69,000 to more than $85,000 — the LS 460's base price looks more reasonable. Brand heritage is an important intangible in this section of the luxury car market, though, and BMW and Mercedes have it. Lexus doesn't have that kind of renown yet, but it's well on its way there by producing cars like this.

BMW 4WD Models To Get Dynamic Performance Control

Fleetrates News 1-888-861-8080 — Mon, 02 Apr 2007 13:53:00 GMT

BMW 4WD Models To Get Dynamic Performance Control

MUNICH, Germany — BMW is preparing to upgrade all of its four-wheel-drive models with an advanced new torque-vectoring system aimed at improving on-road agility. Called Dynamic Performance Control, the new system was developed with German engineering specialist ZF. It's based around BMW's four-wheel-drive xDrive arrangement but adds a series of additional electromagnetic clutches in a modified rear-mounted differential housing to further enhance its operation.

Dynamic Performance Controls works in conjunction with sensors in the ABS system that measure steering angle, yaw rates, road speed and torque developed by the engine. They are capable of apportioning drive between the front and rear axles as in today's models, as well as from side to side at the rear for what BMW describes as a more neutral cornering stance. The idea is to direct drive to where it can be used most effectively, in an operation not dissimilar to that of a traditional locking differential on a rear-wheel-drive car. If the car understeers, for example, xDrive will redirect more drive to the rear wheels and, if required, the Dynamic Performance Control system will then load up the outside rear wheel with greater torque for improved balance. During oversteer, it reverses the action, sending the majority of drive through the front wheels and, if necessary, increasing torque to the inside rear wheel to stabilize the car during cornering. Unlike similar systems developed by rival carmakers, BMW's Dynamic Performance Control operates both under load and on the overrun, meaning the car continues to be stabilized even when the driver steps off the throttle at midcorner. BMW is remaining tight-lipped on when Dynamic Performance Control will be introduced. However, signs are it will appear first on the upcoming X6 before heading into other models, including the X3, X5 and four-wheel-drive versions of the 3, 5, and next-generation 7 Series. Also earmarked to accept the new system is BMW's as yet unnamed seven-seat MPV and a secret new junior four-wheel drive that's tipped to slot into the German carmaker's lineup beneath the X3.

What this means to you: A subtle but worthy improvement that adds an X factor of control to BMW's X cars.

New 2007 BMW Z4 Review

Fleetrates News 1-888-861-8080 — Mon, 02 Apr 2007 13:50:00 GMT

2007 BMW Z4 Roadster
High-Style Sun-Worshipper

The BMW Z4 Roadster is quick, agile and fun to drive, just as a roadster should be.

The BMW Z4 Roadster embodies a tried-and-true sports-car formula: six-cylinder power with sharp handling and a soft top. It comes in two models, the Z4 Roadster 3.0i and the more-powerful Z4 Roadster 3.0si, which gets an extra 40 hp. The BMW Z4 Roadster got a few (very) minor updates since its mid-cycle face-lift for 2006, like a new tire-pressure monitor and an auxiliary input jack for playing iPods and other portable devices through the car’s audio system. The optional BMW Assist communications/safety system now includes a four-year subscription. A Saddle Brown finish is added to the range of Extended High Performance Leather interior treatments on the Z4 Roadster 3.0si.The six-cylinder engine in the BMW Z4 Roadster makes use of lightweight magnesium construction. A six-speed manual transmission is standard; a six-speed automatic gearbox is optional. The automatic can be taken through the gears manually via steering-wheel-mounted paddle shifters.

The BMW Z4 Roadster rides on run-flat tires with a fairly stiff, corner-hugging suspension. Run-flat tires allow a driver with a flat to keep driving at a reduced speed far enough to reach a safe place to pull off the road, and/or to reach a service facility where the tire can be repaired or changed. BMW’s responsive Servotronic electric speed-sensitive power steering is standard. An optional Sport Package includes Dynamic Driving Control, which allows the driver to select quicker throttle action, reduced power-steering assist and a sport mode for the automatic transmission (if so equipped). It also comes with different front/rear tire sizes, an even tauter sport suspension and a lower ride height for crisper cornering.BMW’s Dynamic Stability Control system is included. It uses throttle and brake control to help minimize wheel spin and prevent a loss of control during extreme handling maneuvers. This system further incorporates an expanded range of braking functions. Brake Standby reacts when the driver suddenly lifts off the accelerator, anticipating hard braking, and snugs the brake pads against the rotors. Start-Off Assistant automatically engages the brakes on an incline to prevent the car from rolling back when the driver lifts off the brake pedal to depress the accelerator.

The BMW Z4 Roadster comes standard with a soft top that opens and closes manually without much fuss. A power-operated top is available as a stand-alone option or as part of a Premium Package of options. Heavily bolstered M Sport seats are also available.The base BMW Z4 Roadster and Coupe are also offered as higher-performance M Roadster and M Coupe models.BMW covers all factory-recommended maintenance for four years or 50,000 miles, whichever comes first.

Is the BMW Z4 Roadster for You?

Buy the Z4 Roadster if
You're looking for a second or third car and want a sporty convertible geared toward spirited driving more than long-distance cruising; you don't want to compromise fuel efficiency for performance.

Who Fits?
As with most small sports cars, interior space is at a premium and it takes some dexterity to climb in and out with the top up — if you’re 5 feet, 9 inches or taller, you’re guaranteed to bump your head on the way in.

Closest Competitors
Audi TT Convertible, Chrysler Crossfire Convertible, Mercedes-Benz SLK, Nissan 300Z Convertible, Porsche Boxster

Did You Know?
BMW’s current Z4 line dates back to 1996, when it was called the Z3 and made a big splash by debuting (if only briefly) as James Bond’s ride of choice in the film GoldenEye. It was recast for the 2003 model year as the Z4, with a totally different look, along with other upgrades. As with the previous generation, it’s built in the automaker’s U.S. manufacturing facility in Spartanburg, S.C.

New 2007 Lincoln MKX Review

Fleetrates News 1-888-861-8080 — Mon, 02 Apr 2007 13:45:00 GMT

2007 Lincoln MKX
X Marks the Spot

The Lincoln MKX aims squarely at the growing market for somewhat smaller, luxury-minded SUVs with a car-like ride.

The Lincoln MKX is the brand’s first entry into small luxury SUVs with a car-like ride — a segment that is probably best exemplified by the car-based Lexus RX model. The MKX essentially replaces the truck-based Aviator, which was derived from the former Ford Explorer. The MKX shares its platform, powertrain and most components with the equally new Ford Edge, though the MKX carries additional standard equipment and dressier trim.The Lincoln MKX is designed to compete in the growing market niche of small luxury crossover models, called “crossovers” because they look like trucks but drive like cars. Besides the Lexus RX, other competitors include the Acura RDX and Land Rover LR2.The MKX distinguishes itself from boxier-looking SUVs with a more stylish-looking exterior that’s highlighted by a sleek roofline that sweeps gracefully rearward (like the Lexus). The Lincoln MKX has a tall beltline, short front and rear overhangs, wide wheel wells and black lower-body rocker panels. Large projector-beam headlamps flank a wide cross-hatch bright grille up front, while a bar of LED taillights runs across the tailgate.

Power comes from a V6 engine under the shortened hood. The engine is mated to a six-speed automatic transmission. The MKX’s car-like underpinnings, combined with a sport-tuned suspension, afford a smooth ride with more nimble handling than most truck-based SUVs. Front-wheel drive comes standard. The optional “intelligent” all-wheel drive is tuned for both nimble cornering and secure foul-weather traction; it can transfer power front to rear and side to side as needed. The AWD lacks low-range gearing, so it’s not capable of extremely heavy-duty off-roading.As befits a family-oriented vehicle, safety systems are plentiful. The MKX includes dual-stage front airbags, seat-mounted front side airbags and Safety Canopy side-curtain airbags for both rows of seats. The AdvanceTrak stability control system with Roll Stability Control is likewise standard; it uses brake and accelerator intervention to help keep all four wheels firmly planted.

Inside, the MKX is fairly spacious. The five-passenger cabin is trimmed in leather with wood and satin accents. A 60/40 split rear seat can either fold flat to maximize cargo room or recline for added comfort. Lincoln claims best-in-class head and legroom. A reconfigurable center console is large enough to hold a laptop computer and includes a 12-volt power outlet; an input jack is optional for connecting portable audio players to the sound system. Options include a dual-panel panoramic Vista Roof, a remote fold-flat release for the second row of seats, a reverse-sensing system to make parallel parking easier, adaptive headlamps to illuminate the road through the curves at night, heated and cooled front seats, heated rear seats, a premium audio array, navigation, and rear DVD player.

Is the Lincoln MKX for You?

Buy the MKX if
You want a stylish and comfortable SUV that’s more powerful and luxurious than the norm.

Who Fits?
Four passengers fit comfortably in the MKX’s spacious interior, with a fifth rider able to squeeze in the back when necessary; shorter motorists benefit from a low ride height and a standard tilt/telescoping steering wheel, though adjustable pedals are not yet offered.

Closest Competitors
Acura RDX, BMW X3, Land Rover LR2, Lexus RX

Did You Know?
While the concept-car version of the MKX was originally branded as the Aviator, the vehicle was given its current designation to follow Lincoln’s new European-flavored, all-letter naming system. Beginning with 2007 models, most Lincolns, with the notable exception of the Town Car and Navigator, now begin with the prefix “MK.” (The former Zephyr sedan is thus recast as the MKZ.) Originally this was said to represent the word “Mark,” in deference to a classic line of Lincolns that date back to the post-war era, being consistent with Lincoln’s Mark LT full-size luxury pickup. Thus, the vehicle’s name was to be pronounced “Mark X.” However, Lincoln’s dealer body found this pronunciation tended to confuse customers and more recently convinced company executives to simply refer to it as it’s spelled, namely “M-K-X.” (To confuse matters, the Mark LT will not be renamed the MKLT.) Lincoln also used the name “Mark X” for a concept car that was first shown in 2004; it was a two-seat convertible that featured a power-folding retractable glass roof.

New 2007 Jaguar XKR Coupe Review

Fleetrates News 1-888-861-8080 — Mon, 02 Apr 2007 13:41:00 GMT

2007 Jaguar XKR Coupe
Ferocious Feline

A revamped, performance-minded Jaguar XKR Coupe adds a growl to the brand's luxury two-seater.

The XKR Coupe is the high-performance version of the most technically advanced Jaguar ever built. For all its sophistication, it harks back to the classic XKE from the 1960s, with seductive, flowing lines, a low-to-the-ground stance, a long sloping hood and an oval mesh grille. On top of the standard XK Coupe, the XKR goes a step further styling-wise, adding a unique color-keyed front bumper with integrated fog lamps, aluminum-finished side “power vents,” hood vents, exclusive wheels and optional rims, and a specific rear bumper treatment with quad exhaust tips. Passengers are treated to extra-supportive sport seats, and the cabin is dressed up with “weave” patterned aluminum trim (more-traditional burl walnut is a no-cost option).

The most significant enhancements to the Jaguar XKR Coupe lie beneath the surface. Foremost is a supercharged version of the standard XK’s V8 engine, which produces 40 percent more power.The Jaguar XKR Coupe shares the same extensive use of aluminum as the standard XK Coupe. The rigid unibody structure affords sporty but secure vehicle dynamics and a quiet, sophisticated ride. A six-speed automatic transmission allows manual operation via Formula One racing-style paddles mounted on the steering wheel. The transmission's fully automatic drive mode adapts to individual driving styles, while a sport mode can also be selected for more-aggressive automatic shifts.

The Jaguar XKR Coupe rides on stiffer springs and dampers than the XK Coupe, and the car’s steering system has been upgraded for improved handling. Settings for Jaguar’s Enhanced Computer Active Technology Suspension have been recalibrated to handle the supercharged engine’s added muscle. As with the standard model, the system in the Jaguar XKR Coupe also lets the driver switch between comfort and sport modes. The XKR Coupe gets larger brake rotors at the front and rear as well as an improved braking system. Electronic brakeforce distribution and hydraulic brake assist afford quick and confident stopping. Dynamic stability and traction control systems are included to maintain directional stability.

Is the Jaguar XKR Coupe for You?

Buy the XKR Coupe if
The standard XK Coupe is sporty enough; you prefer a high level of comfort and luxury in a sports car.

Who Fits?
Two adults will be cozy in the XKR’s nicely trimmed, two-seat cabin; like most low-to-the-ground sports cars, however, getting in and out can be a problem.

Closest Competitors
BMW M6, Cadillac XLR-V, Mercedes-Benz CL-Class, Porsche 911 S

Did You Know?
Back in the early 1960s, during a time when Americans were developing a fascination with all things British — from James Bond to Twiggy and the Beatles — Jaguar was best known for one of its largest and most sophisticated models to date, the E-Type. Better known in the U.S. as the XKE, it debuted to universal accolades in 1961 and fast became an icon for the company. Pretty much decimated power-wise by federal anti-pollution regulations in the 1970s, it would be discontinued in 1975 and replaced by the XJ-S. That model lasted until 1997, when Jaguar, by then owned by Ford, introduced the XK8, which was designed to capture the essence of the original E-Type. The higher-performance XKR version was added to the line for the 2000 model year.

First Drive: 2007 Mercedes-Benz E320 Bluetec

Fleetrates News 1-888-861-8080 — Mon, 02 Apr 2007 13:34:00 GMT

First Drive: 2007 Mercedes-Benz E320 Bluetec

Mercedes-Benz wants you to wipe its rear end. The company has so thoroughly cleaned up the exhaust emissions of its latest diesel baby, the 2007 E320 Bluetec, Mercedes says you can hold a white handkerchief over its tailpipe and it will stay white. Bluetec, DaimlerChrysler's moniker for its advanced diesel exhaust after-treatment system, makes its world debut on the 2007 E320 Bluetec. So it's not just a car; it's the company's way to make the planet less stinky. And it quashes once and for all the outmoded prejudices the American motoring public holds toward diesel engines. Smoke? Gone. Noise? A memory. Sluggish acceleration? How does zero to 60 mph in 6.6 seconds grab you? Perhaps to contrast with the car's eco-groovy nature, Mercedes chose hedonistic Las Vegas as the location to let us loose in its latest diesel wundercar. Several hundred miles later, we came away with a renewed appreciation for modern diesel engines.

45-state availability
Mercedes is touting the E320 Bluetec as the only diesel-equipped passenger car available as a 2007 model. Stricter EPA emissions standards, known as Bin 8, affect all 2007 models. To meet Bin 8 standards, the 2007 Bluetec exhaust system consists of three specialized catalysts and a particulate filter that handles nearly every last trace of smoke. NOx, a persistent by-product of diesel combustion, is controlled by a NOx storage catalyst and an SCR catalyst. These four devices scrub the exhaust gases squeaky clean, allowing the Bluetec to be sold Bin 8-compliant. That turns out to be 45 states. California, Maine, Massachusetts, New York and Vermont leave Bluetec out in the cold for 2007 due to their adoption of even more stringent Bin 5 standards that take effect in the rest of the U.S. in 2009. Meeting Bin 5's tighter NOx limits requires the injection of a nontoxic solution commonly known as urea — "AdBlue" in Mercedes-speak — into the exhaust stream. A reservoir containing AdBlue will require periodic refilling, which Mercedes reps say will be performed during the car's normal maintenance. Equipped with AdBlue injection, 50-state-legal Bluetec versions of the E-Class — as well as R-, ML- and GL-Classes — will be available as 2009 models. In the U.S., the trigger for these high-tech diesels is Ultra Low-Sulfur Diesel (ULSD), which is much more catalyst-friendly than non-ULSD fuel. Bluetecs require ULSD, but that won't be much of a problem. ULSD is already widespread in Europe, and the EPA mandated that it be available in 80 percent of U.S. retail outlets by October 15 of this year. Bluetecs started trickling into dealer lots immediately thereafter.

Diesel dichotomy
Replacing the inline 3.2-liter diesel in the outgoing E320 CDI, the E320 Bluetec employs an aluminum-block DOHC 3.0-liter diesel V6. It's also the same basic engine used in the 2007 GL320 CDI and ML320 CDI. This mill is already available in non-U.S. markets in 13 different Mercedes and Chrysler models, including the 300C and Jeep Grand Cherokee and Commander. Due to packaging considerations, this engine has an unusual 72-degree "V" angle, so a counterrotating balance shaft is employed to smooth out the power delivery. This is one refined, smooth engine, and most people wouldn't even realize it was a diesel if they weren't told. Generating 208 horsepower at 3,800 rpm, this diesel gives up 60 hp to the gasoline-powered E350, but that only tells part of the story. Remember, this is a diesel, so it's got heaps of torque. Oh, Lordy, the torque. Thanks to an advanced fuel system and a Garrett GT20V variable-geometry turbocharger, the Bluetec belts out 388 pound-feet of torque from 1,600-2,400 rpm. That's a whopping 130 lb-ft more than the E350, and it makes its presence known when you plant your right foot. From a standstill, there's only a brief soft spot in the power delivery before the turbo generates meaningful boost, followed by that beefy slab of torque that hauls the Bluetec forward with authority. Mercedes says it's only 0.1 second off the E350's sprint to 60 mph. Once underway, the always smooth corporate seven-speed auto does a fine job of keeping the Bluetec in the meaty part of its powerband. To account for the diesel's inherently lower-revving nature — redline is 4,600 rpm — engineers fitted the taller 2.65 final drive found in the E550 and E63 AMG. With their gentler combustion characteristics, gasoline engines are typically quieter in operation than diesels. However, the Bluetec is so completely free of diesel clatter and turbo whistle that the only way to tell it doesn't burn gasoline is to note the glacial movement of the fuel gauge.

Easy on the Gatorade
The Bluetec carries a preliminary EPA rating of 26/37 city/hwy mpg, which beats out the E350's 19/26 by a huge margin and even out-economizes hybrids like the Lexus GS 450h. Base price for the Bluetec is $52,325 with destination, which is only $1,000 more than a similarly equipped E350. Factor in the Bluetec's fuel savings and this premium will be offset in about two and a half years at today's (low) fuel prices. Not bad, and when fuel prices climb, the investment pays off sooner. Sorry, wagon lovers — the 2007 E320 Bluetec will only be available in sedan guise, and 4Matic all-wheel drive will not be offered. The comparison of the gasoline E350 to the diesel Bluetec draws similar parallels among hybrids, but with a startlingly different outcome. For example, the $55,615 hybrid Lexus GS 450h is rated at 25/28 city/hwy mpg. It shares its V6 engine with the $44,865 GS 350, rated at 21/29 mpg. Adjusted for differences in standard equipment, the hybrid commands a premium of $8,565 over the GS 350. But since the hybrid only saves $150 per year in fuel costs, it will take 57 years to recoup the purchase price difference. Use real-world fuel economy numbers, and a solely economic argument for opting for the hybrid gets even feebler. This real-world value is part of the reason for Mercedes' big diesel push, although global markets also play into the equation. With penetration exceeding 60 percent in several countries, diesels have huge presence in Europe's passenger cars. Nevertheless, Mercedes' economies of scale reaped by commonizing hardware between European- and U.S.-bound vehicles allow diesel sticker shock to be minimized.

The right choice
For 2007, all E-Class models sport mildly tweaked styling. It's hard to spot the changes. Look closely and you'll find a deeper airdam and a new front bumper, resulting in a pointier nose and more pronounced intakes at the corners. The headlights, taillights and rear bumper are new, too. Overall, the look remains dignified, if generic from the rear. The only way to distinguish a Bluetec from an E350 (besides the badge, of course) is by its smaller wheels — the Bluetec rides on 16-inchers with 225/55 tires instead of 17s with 245s. As a result, the Bluetec wears 12.3-by-1.1-inch front brakes, the smallest of any E-Class model. In some respects the 2007 Mercedes-Benz E320 Bluetec renders the company's E350 redundant. It offers a similar driving experience at a similar price, and in the bargain you get the Bluetec's bladder-busting 700-plus-mile range, and much better fuel economy. Neither one is a hard-core back-road burner, so if you've got a $50-grand craving for an E-Class and live in the right state, we say skip the E350 altogether in favor of the Bluetec. By nearly any measure, the Bluetec acquits itself as the entry-level E-Class of choice.

New 2008 Audi TT Review

Fleetrates News 1-888-861-8080 — Wed, 28 Mar 2007 17:07:00 GMT

With graceful curves and a minimalist interior, the Audi TT created a sensation at its 1998 debut. More importantly, the Volkswagen Golf-based coupe helped reestablish the primacy of great design in automobiles, a movement that still reverberates today.

The TT looked so artful, so inarguably right, that it seemed almost beside the point to criticize its modest power and tepid front-drive handling. Later editions, including a convertible, improved matters with an optional V6 and quattro all-wheel drive. However, the TT was plagued with reliability problems since its inception.

Now comes the TT part two. Longer, wider and more manly, the new coupe will go on sale in late spring 2007 as a 2008 model, followed later by a new convertible. It’s a car that looked and felt at home in the green alpine passes of Austria, where the press launch was and where a person half expects to see Julie Andrews running and singing over the nearest hilltop. Against this snowcapped backdrop and over creamy-smooth, super-swift roads that are any driver’s dream, we sampled every flavor of the new TT coupe.

Exterior

While the original TT’s design garnered enormous praise, a few critics groused over its VW-derived underpinnings or cute-and-cuddly personality. The new model does look more purposeful, but without losing the TT’s iconic shape.

This TT is more than five inches longer and about three inches wider, and it’s more aerodynamic. Naturally, its front is adorned with the yawning grille that’s the calling card of all new Audis.

Wheel arches bulge more than before and accommodate wheels that run from standard 16-inch or 17-inch alloys (in 2.0 and 3.2 quattro models, respectively) to optional 18-inch and 19-inch wheels that add even more visual heft. High-intensity Xenon headlamps are standard on the 3.2 model; adaptive lights that pivot to illuminate curves are an option.

Significantly, the TT’s structure combines steel with the strong yet light aluminum space frame similar to the one that Audi pioneered on its full-size A8 sedan in the early ’90s. Two-thirds of the body shell’s weight is aluminum, and the TT ends up weighing about 200 pounds less than the outgoing model, despite its expanded size.

Where the previous car’s rear end essentially mirrored the front, the new one is notably reshaped — the rear deck lid is shorter; the roof and cabin pulled further back. The tail features large, dual exhaust pipes (separated left and right on the 3.2 quattro), a central fog light and the TT’s signature aluminum gas cap.

When the original TT was involved in some high-speed — and highly publicized — Autobahn crashes, a rear spoiler was added to quell worries over instability. This time around, a subtle spoiler rises automatically from the rear deck at 75 mph and tucks back in below 50 mph. It can also be raised via a console switch.

Interior

The TT’s Bauhaus-inspired interior was a visual feast, though it’s also a bit cramped and claustrophobic, especially for bigger bodies. If the new version seems far less groundbreaking — call it tastefully conservative — it’s also more spacious and luxurious. You still sit low in the TT, and the thick rear roof pillars create significant blind spots for the driver.

As we’ve come to expect from Audi, materials and craftsmanship are beyond reproach. Seats are especially firm and well-positioned, and the thick, flat-bottomed steering wheel looks and feels terrific. As before, several interior bits have an aluminum-look finish, including door pulls and the chunky industrial-style air vents that recall the original.

The 3.2 quattro model gets standard heated seats trimmed in leather and alcantara. Power-adjustable seats are an option. A pair of usefully shaped cupholders is in the center tunnel.

An optional navigation system is operated by Audi’s Multi-Media Interface (MMI), the rotary-knob controller with menus on a dash-mounted screen. It’s similar to BMW’s iDrive but easier to use, though techno-phobes may still want to stay clear and forgo the navigation system; TT’s without it don’t have MMI.

The backseats are strictly for small, good-natured children, though in contrast to a pure two-seater, it’s nice to have a space for bags, briefcases and smaller items. And if the rear is stingy for people, it’s generous for cargo space: Fold down the rear seat backs and there’s 25 cubic feet of storage accessible through the long and somewhat-narrow rear hatch.

Performance

Our Austrian adventure included both engine choices that will be offered in the U.S.: A 2.0-liter turbocharged four-cylinder with 200 hp, and a 3.2-liter V6 with 250 hp.

Buyers can choose a six-speed manual shifter or Audi’s optional S Tronic automatic (formerly called Direct Sequential Gearbox or DSG), a unique dual-clutch transmission that’s simply the best and most technically advanced on the market. The S Tronic can be driven like a typical, no-fuss automatic; drivers can also shift for themselves via either the console shifter or steering-wheel paddles. It’s far smoother and faster-shifting than automated manuals found on vastly more expensive BMWs and Ferraris .

The TT actually accelerates faster with the automatic transmission: The 2.0-liter model scoots from zero to 60 mph in a respectable 6.4 seconds; the V6-equipped TT does so in 5.7 seconds.

On the undulating, snaking roads of the Austrian Alps — a telling test of a car’s handling prowess — the TT proved a reasonably entertaining companion. The new TT feels more athletic than before, with improved steering and stability, especially when the roads opened up and we stormed again and again to triple-digit speeds.

Yet when the curves get tight, the TT remains limited by its nose-heavy nature. The Audi’s front tires begin to squeal and scrub off speed when pressed to their limits, displaying the understeer that better-balanced cars avoid. Bottom line, the TT is still not a purebred sports car in the mode of Porsche Caymans and Chevrolet Corvettes, or, for that matter, a Nissan 350Z.

In some ways, the less-expensive 2.0-liter turbocharged engine, with its versatile punch, is the better choice and more suited to the car’s nature. (It’s the standard engine on everything from the Audi A3 and A4 to the VW GTI and Passat.) In most real-world situations, it feels nearly as quick as the V6, yet its lighter weight and free-revving style make the TT seem more nimble and frisky.

Unfortunately, the TT that many enthusiasts and budget-conscious buyers might prefer — a 2.0-liter model with quattro AWD — isn’t initially available, though Audi has hinted that it will rectify that situation. Pricing wasn’t announced as of publication time, but we expect there to be quite a leap in price from the 2.0-liter front-driver to the top-dog 3.2 quattro model.

An optional adaptive, adjustable suspension uses the same fast-acting, magnetically charged system found on the Corvette (tiny metal particles are suspended in the shock-absorbers’ fluid and allow the dampening rate to vary based on a magnetic current). Two settings, normal and sport, adjust ride and handling accordingly: The sport setting limits body roll through turns and sharpens the steering response. It’s a terrific system, though I felt the TT’s sport setting made the ride a bit too firm without dramatically boosting cornering ability.

Shortcomings aside, the TT is far from an all-show, no-go machine. It looks good, feels genuinely luxurious and is plenty quick enough to show the driver and passenger a good time.

Quattro models (those with AWD) give the TT a performance edge that’s often overlooked: Add the lightest sheen of rain, sleet or snow to the equation, or a typically dusty, crumbled back road, and the TT can keep hammering where rear-wheel-drive performance cars are forced to back off the pace. Only you can decide whether that’s worth the extra dough, though.

New 2008 Volvo V70 Preview

Fleetrates News 1-888-861-8080 — Fri, 23 Mar 2007 14:46:00 GMT

2008 Volvo V70

On Sale: Early 2008
Expected Pricing: $35,000

An all-new 2008 Volvo V70 wagon goes on sale early in 2008 offering improved safety for young children along with advancements in interior design and powertrain.

The next Volvo V70 will offer dual built-in child booster cushions that can be height adjusted in two stages to put young children in the proper position to be protected while also having a better view out the side windows. One setting is designed for children 42-55 inches in height and between 48 and 79 pounds in weight. The other is for children between 33 and 55 pounds and 37-47 inches.

The side-curtain airbags have been extended by more than two inches to provide enhanced protection in the event of a collision.

Collision protection will be enhanced in the 2008 V70 through the use of a stronger body structure, says Volvo. The V70 will come with the new side-impact airbags introduced on the latest generation of the company's S80 luxury sedan. These new airbags have two chambers: one for the hip area and the other for the chest.

The V70 will also benefit from the second generation of Volvo's WHIPS (WHIPlash Protection System) designed to diminish injuries when the vehicle is struck from behind.

The redesigned interior gets new seats, a larger rear seat, new instrumentation, Volvo's slim-line center console, and an upgraded audio system. A sliding rear cargo floor and a storage compartment under the luggage area that locks when the tailgate closes will be available, along with a power tailgate.

The 3.2-liter inline six-cylinder engine is rated at 235 horsepower and is also used in the Volvo S80 luxury sedan and XC90 sport utility vehicle.

Adaptive cruise control with a collision warning system will be available, as well as technology that will warn drivers when a vehicle is in the driver's blind spot. Hydraulic Brake Assist will be used to help the driver stop in the shortest possible distance.

The 2008 V70 features a new exterior design with vertical chrome bars on the black egg-crate grille, a climbing waistline that gives the car a more dynamic appearance in profile and a tailgate with a deeper backlight to give the driver better rearward visibility and with more pronounced VOLVO lettering and high-mounted vertical stoplights.

The exterior features a raised hood with a honeycomb internal structure designed to better protect pedestrians or bicycle riders who might collide with the vehicle.

Indeed, drivers who want a safe wagon should watch for the upcoming V70. Volvo notes that since launching its first station wagon, the PV 445, back in 1953, it has put in more than five decades of refinement and improvement in station wagon design and engineering. All that experience and expertise, it says, will be showcased in the 2008 Volvo V70.

New 2007 Jaguar XJ-Series Review

Fleetrates News 1-888-861-8080 — Fri, 23 Mar 2007 14:21:00 GMT

2007 Jaguar XJ
Distinctive and blissfully uncomplicated.

Overview

Feature for feature, the Jaguar XJ sedans represent one of the best values among full-size luxury cars. It offers features and comfort comparable to the top-line luxury sedans from Audi, BMW, Lexus, and Mercedes-Benz for thousands less. Yet it makes a strong statement of luxury when it rolls up to a five-star hotel, stronger than some of those other marques muster.

For 2007, the XJ value equation improves further, with front and rear heated seats and Bluetooth wireless cell phone capability standard on all models.

As automobiles tend more toward generic and distinctions get harder to draw, even at the top of the market, the XJ sedan seems unique. It remains a true statement of luxury. Roll up in one of these and you'll be treated like royalty. The XJ's lithe, elegant lines ooze class, but not excess. Its cabin retains the charm of an upper-crust clubroom: nicely stuffed seats with piping, lots of polished wood and wool rugs underfoot.

Underway in town or on the highway, the XJ is smooth, quiet, stately and powerful, and it handles quite well for its size. It's easier to operate, certainly less complicated, than the BMW 7 Series, Audi A8, and Mercedes S-Class. It's less burdened with systems and processes that can frustrate with their complexity. The five XJ models are loaded with sophisticated safety and performance technology, mind you, but all that technology is tucked away in a less obtrusive fashion, and it generally works without much annoyance or distraction. The XJs deliver the best EPA fuel mileage ratings in this class, and none carries a gas-guzzler tax.

The XJ sedan comes in regular and long-wheelbase versions. Stretched five inches, the long-wheelbase models offer enough rear-seat room to recline and watch a movie after lunch on a flip-down wooden tray. Yet these longer, roomier Jaguars are for practical purposes as quick, nimble and fuel-efficient as the shorter wheelbase versions. The supercharged XJR is the quickest and nimblest of all, but it doesn't add nearly the price premium that competitors' high-performance models require.

We could point out half-a-dozen specific things that other cars in this class do better than the XJ. The Jaguars are neither the quickest nor the quietest, for example, and they lack some safety features offered in others. If all wheel drive is important, you won't find it in the Jaguar XJ. But none of that may amount to much for many buyers. Indeed, the Jaguar XJ might be the friendliest and most charming of the luxury sedans.

Model Lineup

The 2007 Jaguar XJ sedan is available with a normally aspirated or supercharged 4.2-liter V8, and a short or long wheelbase. All five XJ models seat five, and all are equipped with a six-speed automatic transmission.

The standard XJ8 ($63,585) is powered by the 300-hp, normally aspirated V8, and it's comprehensively equipped. Standard features include heated front and rear seats, Bluetooth cell-phone interface and Xenon headlights with power washers, which are often options, even in the full-size luxury class. The standard leather seats have contrasting piping. The 140-watt audio system features eight speakers and a single-CD player, and 18-inch wheels come standard.

The XJ8 L ($67,085) is equipped like the XJ8, but its wheelbase is five inches longer, which means considerably more legroom in the back seat. It also comes with an electric rear sunblind.

The long-wheelbase Vanden Plas ($74,835) is the quintessential luxury Jaguar, adding British niceties such as a twin-stitched leather dashboard, Peruvian boxwood inlays in the standard burl walnut trim, rear-seat picnic trays and deep-pile lamb's wool rugs. It comes standard with a DVD-based navigation system and a 320-watt Alpine stereo with 12 speakers and a six-CD changer.

The XJR ($79,930) is the high-performance model, built on the short wheelbase and powered by the 400-hp, supercharged version of the V8. The XJR also gets a firmer suspension with steel springs, rather than air springs, larger Brembo brakes, 19-inch Sabre alloys wheels with Z-rated performance tires, R Performance sport seats and special trim inside and out. It comes with the Alpine audio and Jaguar's touch-screen navigation system.

The Super V8 ($91,335) is the luxo-hotrod of the line, or the long-wheelbase Vanden Plas with the 400-hp V8 and Brembo brakes. It also features four-zone climate control, adjustable rear-seats and a DVD-based rear seat entertainment system with two 6.5-inch display screens.

Options are few, given the level of standard equipment. A Warm Climate Package ($1,350) includes four-zone climate control and rear sunblinds. The Multimedia Package ($2,950), touch-screen navigation ($2,300) and Alpine audio ($1,600) are offered for models that do not include them. Single options include Front Park Control ($250), Sirius Satellite Radio hardware ($450) and a range of special wheels ($1,200-$4.500)

The XJ's standard safety features match the class baseline: dual front airbags, front occupant side-impact airbags, curtain-style head protection airbags front and rear, advanced four-channel anti-lock brakes (ABS) and electronic stability control. Some other full-size luxury sedans offer driver's knee airbags and rear side-impact airbags.

The XJ's tire-pressure monitor, however, is one of the most sophisticated available, measuring absolute pressure in each tire. Most systems rely on the ABS system to measure tire pressure, which means they measure each tire relative to the other. Theoretically, if all four tire loose pressure at the same rate, the system might not report a pressure loss.

Walkaround

The crucial element in the 2007 Jaguar XJ's design and construction isn't visible from 20 paces, or even up close in its lacquer-look paint. But it's one thing that separates the XJ from most other full-size luxury sedans available today.

Most automobiles are using more aluminum parts all the time. Aluminum is light, and in most cases, light is good, as long as it's also strong. Many luxury sedans have a couple of aluminum fenders or an aluminum hood; a few have complete aluminum bodies. The XJ, on the other hand, is made almost entirely of aluminum from the chassis crossmembers up. It has a conventional unit-body design, meaning the body and chassis are a single, assembled piece, with some visible elements of the exterior serving as structural, load-bearing components. But the XJ's unit-body is entirely aluminum, with steel subframes that cradle the engine and suspension.

The XJ L and other long wheelbase models are the longest cars in this class. They're a fraction of inch longer than the Mercedes Benz S-Class, and 1.4 inches longer than the longest BMW 7 Series. Yet the XJs are also the lightest, thanks to their aluminum intensive construction. Other things equal, lighter means better performance and better fuel economy.

Of course, no one will be thinking about the aluminum when they're sizing-up the XJ in a showroom. We suspect many buyers choose Jaguars for the styling, and there's no mistaking this big sedan for anything other than a Jaguar. The XJ looks as though it's ready to pounce even when it's standing still. The hood has the traditional curves that flow back from the top edges of four round headlights. The wide grille protrudes forward slightly and the leaping jaguar, called the Bonnet Leaper, sits on top of the hood. The rear is uncluttered and features iconic triangular taillight clusters.

From the side, the XJ has a high belt line, the trend at least partly because people feel safer with taller side panels. This makes the side windows appear shallower. The windshield is set at a modern, raked angle. The subtle way in which the belt line edges up as it runs toward the rear gives the car a purposefully crouched look. All the glass is laminated, with two layers separated by an ultra-thin acoustic interlayer, which cuts interior noise and protects trim from the damaging effect of UV radiation. Jaguar also claims that the laminated side glass makes smash-and-grab thefts more difficult.

All XJs now feature the wire-mesh grille introduced on the high-performance XJR, though the R model still sports a unique body-color grille surround and other design tweaks that give it a more aggressive look. These include thin-spoke, 19-inch wheels.

Wheel packages range from 18 to 20 inches in diameter. For appearances sake, we generally say bigger is better, and that applies with the XJ. On the other hand, larger wheels (and therefore shorter tire sidewalls) tend to produce a slight decrease in ride quality, or at least more tire noise.

Interior Features

Inside, the 2007 Jaguar XJ exudes tradition and good taste. It may not be as avant-garde precise as its German competitors or as Zen-like or techie as some from Japan, but it looks and most importantly smells like success.

All XJs feature polished burl walnut trim and contrasting piping on the leather seats. Some have soft, long-pile wool rugs in the footwells, which make you want to ride with your shoes and socks off (even if those rugs are harder to brush off or clean). The walnut in the Vanden Plas and Super V8 is hand inlaid with chunks Peruvian boxwood, and a lighter elm trim is offered on all models at no cost.

The XJ dashboard sweeps across the front of the cabin in a fairly high position. Three primary gauges are clustered in front of the steering wheel, with the speedometer slightly larger in the center, tach to the left and fuel and temperature gauges combined on the right. The center stack features a seven-inch LCD touch screen for managing climate, audio and navigation functions. Jaguar has made the controls easy to operate and avoided the temptation to include a host of gee-whiz computer controls. We find the control center in general, and the touch-screen navigation system in particular, far preferable to the point-and-click devices in German competitors.

While the XJ is a large car, everything adjusts to accommodate drivers from tiny to almost huge. All seats feature sixteen-way adjustment, and foot pedals can be moved up to 2.5 inches at the touch of a switch. The XJR and Super V8 feature more heavily bolstered sport seats. We'd recommend them to drivers who like the occasional blast down a canyon road, but the standard seats are just fine.

The current XJs are roomier than ever. Gone are the days when the unmistakable Jaguar styling brought an obvious (obviously cramped) payback inside, compared to German cars. While the long-wheelbase versions have proven popular with American consumers, they were originally developed for Europe's chauffeur-driven executive class. Five extra inches in the car's length is entirely behind the B-pillars (between the front and rear doors), so inside it means a lot more rear seat room.

The rear seatbacks also recline, and there's a switch provided for the person riding in the right-rear seat to power the front passenger's seat forward. This allows plenty of room to stretch out and enjoy such things such as wooden picnic trays that flip down from the backs of the front seats. The Super V8 comes standard with separate climate controls for each side in back, as well as the dual-screen DVD entertainment system. The 6.5-inch LCD monitors are embedded in the back of the front-seat headrests, with a control panel located in the rear center armrest that operates the screens independently. One person can be watching a DVD while the other plays a video game or looks at snapshots from a camera.

The XJ's trunk offers 16.6 cubic feet of volume, which is more than the Audi A8 (14.6 cubic feet) and BMW 7 Series (16.3), but less than the Lexus LS460 or Mercedes S-Class (both 18.0). To be sure, we wouldn't expect buyers in this league to choose primarily on trunk size, and the XJ's trunk is large in any case. It will swallow lots of luggage, and at least a couple really large golf bags.

Driving Impressions

The Jaguar XJ series makes an appealing alternative to the German and Japanese mainstays among full-size luxury cars. Those who embrace the XJ's distinct styling and finish won't pay an obvious price in performance, smoothness or ease of function, and its retail price is attractive relative to obvious competitors. Most XJ models are tuned with emphasis on a supple ride, which is probably not a bad thing in a big luxury car. Yet all handle in steady, predictable fashion, and are quite nimble for cars of their size. Indeed, we'd say they offer some distinct advantages over their German counterparts.

One is the XJ's all-aluminum monocoque, or integrated body/chassis. It weighs about 400 less than a similarly sized unit-body fashioned of conventional steel, which is the equivalent of leaving two good-sized passengers at the curb. Rest assured that that the aluminum body is as crashworthy, as strong, as steel (stronger, actually, at a given weight). The Jaguar's body is built in essentially the same fashion as the airframe of a commercial airliner: riveted (with about 3200 rivets) and bonded (120 yards of adhesive) to form a stiff shell that is the foundation for everything the car does. Other things equal, this rigidity and reduced weight promote a better-riding, better-handling car.

Toss the big XJ into a tight corner on a narrow winding road and you'll find that it tenaciously grips the surface, with nary a complaint. The power steering is precise without being too heavy, and the XJ goes where it's aimed. The tires stay pressed to the road thanks to its double-wishbone suspension design and Jaguar's Computer Active Technology Suspension (CATS), which continuously and instantly adjusts damping according to forces pushing the wheels up toward the car. CATS promotes stability and a nice, even body height whether the car is accelerating or braking hard or traveling over an undulating road surface.

Through several hundred miles on a variety of different roads and surfaces, the XJ was stable at all times, with predictable handling. It didn't matter whether we were in the standard or long-wheelbase versions. The only intrusion in the smoothness was a bit more vibration through the steering column than we'd expect in a super luxury car.

The XJs are also quick, and again we see the value of aluminum. The XJ8's 300-horsepower V8 is down on power at least a bit to all its competitors, yet its acceleration figures (0 to 60 mph in about 6.3 seconds, according to Jaguar) are as good as or better than many, thanks to relatively light wieght. In the XJ, the V8 engine delivers plenty of acceleration-producing torque at all engines speeds, and it also delivers the best EPA mileage rating (at 18/27 mpg City/Highway, equal to the Lexus LS460) in the class.

The engine works nicely with the six-speed automatic transmission, which we still consider one of the best in the class, despite a proliferation of seven-speeds. Shifts are smooth, almost seamless, during sedate driving, yet positive under hard acceleration. Most importantly, the transmission is almost intuitive. In most cases, its electronic brain decides to change gears at almost the precise moment we would, if we were doing the shifting with a manual.

We're not fans of Jaguar's J-Gate manual shift selector, however. This device is a throw-back to the days before transmissions had advanced electronic controls, and engineers sought alternative means to give automatics a sportier, manual feel. We find the more familiar up/down sequential manual feature on most other automatics to be more effective than J-Gate. Regardless, the XJ's power band and the automatic's excellent response make manual shifting seem superfluous.

The XJR and Super V8 models add a supercharger that forces more air into the engine, raising both horsepower and torque by at least 100 units. This propels the XJR from 0 to 60 mph in 5 seconds, according to Jaguar, which moves into high-performance sports car territory and surpasses just about every V8-powered car in this class. Yet as much as the acceleration, it's the dynamic, full-throttle whir of the supercharger that sets the XJR and Super V8 apart from the rest of the pack. Enthusiast drivers really enjoy it, and the supercharged XJs suffer no gas-guzzler tax penalty.

The XJR is also the XJ tuned more for handling response than comfort. These rockets get a firmer suspension (with conventional steel coil as opposed to air springs), bigger brakes and fat 19-inch Z-rated tires (the highest speed rating available). It all serves to sharpen the XJR's steering response and allow it to grip the pavement more tenaciously. The ride, in our view, is not excessively harsh, even with the ultra-low profile tires.

Braking is what we expect in this class: powerful and generally smooth. The ABS system is effective in balancing brake force, even on rough roads, and the parking brake is elegant. It engages electronically, with a lever switch to set it, and releases automatically when drive or reverse is selected.

Summary

The Jaguar XJ line holds its own with the best luxury cars in the world, and it's attractively priced compared to Audi, BMW, Lexus and Mercedes. This sedan is both beautiful and stately. It swaths its occupants in traditional British club-room luxury, with contrasting seat piping, lots of polished wood and deep-pile wool rugs, and it spares us the excessive gadgetry. Its rigid aluminum chassis and sophisticated suspension offer a smooth ride and good grip. The long-wheelbase versions offer more rear seat space without significant trade-offs in response or ease of handling.


Model Line Overview

Model lineup:	Jaguar XJ8 ($63,585); XJ8 L ($67,085); Vanden Plas ($74,835); XJR ($80,835); Super V8 ($91,335)
Engines:	300-hp 4.2-liter V8; 400-hp supercharged 4.2-liter V8
Transmissions:	6-speed automatic
Safety equipment (standard):	dual front airbags, front occupant side-impact airbags, full-cabin head-protection airbags, anti-lock brake system (ABS) with emergency brake assist, electronic stability control, traction control, tire pressure monitor, rear park distance control
Safety equipment (optional):	front park distance control
Basic warranty:	4 years/50,000 miles
Assembled in:	Coventry, England


Specifications As Tested

Model tested (MSRP):	Jaguar XJ Super V8 ($91,335)
Standard equipment:	leather upholstery, burl walnut trim, deep-pile lamb's wool rugs, electrically adjustable heated front and rear seats, heated wood/leather power tilt steering wheel, four-zone automatic climate control, power moonroof, electrically adjustable foot pedals, 320-watt Alpine AM/FM audio system with six-CD changer and 12 speakers, rear-seat DVD video system with two 6.5-inch screens, DVD-based navigation system, power door locks, mirrors and windows, remote keyless entry, remote trunk/fuel door release, electronic parking brake, rain sensing windshield wipers, Xenon headlights, halogen fog lights, 19-inch alloy wheels
Options as tested (MSRP):	Sirius satellite radio receiver ($450); 20-inch Sepang spoked alloy wheels ($4,500)
Destination charge:	($665)
Gas guzzler tax:	N/A
Price as tested (MSRP):	$96,950
Layout:	rear-wheel drive
Engine:	4.2-liter dual overhead cam 32-valve supercharged V8 with variable valve timing
Horsepower (hp @ rpm):	400 @ 6100
Torque (lb.-ft. @ rpm):	413 @ 3500
Transmission:	6-speed automatic
EPA fuel economy, city/hwy:	17/24 mpg
Wheelbase:	124.4 in.
Length/width/height:	205.3/83.0/57.3 in.
Track, f/r:	61.3/60.9 in.
Turning circle:	39.5 ft.
Seating capacity:	5
Head/hip/leg room, f:	38.4/NA/43.1 in.
Head/hip/leg room, m:	N/A
Head/hip/leg room, r:	38.6/NA/39.3 in.
Cargo volume:	16.6 cu. ft.
Payload:	N/A
Towing capacity:	N/A
Suspension, f:	independent, double wishbone with air springs and stabilizer bar
Suspension, r:	independent, double wishbone with air springs and stabilizer bar
Ground clearance:	5.1 in.
Curb weight:	4001 lbs.
Tires:	P255/35R20
Brakes, f/r:	vented disc/vented disc with four-channel ABS, brake assist
Fuel capacity:	22.3 gal.

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Exterior

Interior

PerformanceOur Austrian adventure included both engine choices that will be offered in the U.S.: A 2.0-liter turbocharged four-cylinder with 200 hp, and a 3.2-liter V6 with 250 hp.

New 2008 Volvo V70 Preview

New 2007 Jaguar XJ-Series Review

Performance

Our Austrian adventure included both engine choices that will be offered in the U.S.: A 2.0-liter turbocharged four-cylinder with 200 hp, and a 3.2-liter V6 with 250 hp.