Top Luxury Car

Rolls Royce 100EX

2008-01-15T16:06:00.001-08:00

It's been awhile since we've heard from Rolls Royce about the 100EX concept, which had been announced as one of two new vehicles the ultra-exclusive brand would be bringing to market soon, the other being the long wheelbase Phantom. The 100EX debuted at Geneva in 2004 and production of a four-door convertible based on the concept is scheduled to go on sale in late 2006 as a 2007 model. Though the 100EX is motivated by an epic 600-hp powerplant displacing 9.0L throughout 16 cylinders, the production model, likely to be called the Corniche, will supposedly make do with the Phantom's 453-hp V12. RR has just released these pictures of the 100EX rolling around the isle of Manhattan increasing property value wherever it roamed.

The 100EX is the first Experimental Car to be produced by Rolls-Royce Motor Cars since BMW Group became the custodians of the marque in 1998 and launched the all-new Phantom at the company’s new home in Goodwood in January 2003. Based on a lightweight aluminium space-frame, this open-top, four-seat, two-door drophead has been designed and produced to celebrate the 100-year anniversary of Rolls-Royce, which falls in May 2004. There is no plan to produce it as a series model. Experimental models have long been a feature of Rolls-Royce, particularly between 1919 and 1957 when a number of motor cars were given the ‘EX’ name. Unlike a concept car, an experimental car functions more fully and was originally used by Rolls-Royce to test and evaluate new systems, components and features.

While the design of the 100EX and the choice of its special construction materials resonate strongly with Rolls-Royce tradition, both its aesthetic qualities and its technological content place it squarely in the 21st century. A strong nautical theme runs throughout, with bleached teak decking featuring both inside and outside the car. Polished aluminium also features heavily, particularly on the bonnet and windscreen surround, while the composite body is finished in Dark Curzon.

The design team that shaped the new Experimental Car was based in Southern California, at BMW Group’s studio, Designworks – an entirely natural setting for a luxurious convertible. Here research was conducted into the Rolls-Royce design language specific to open-top motoring. A number of designs were proposed with the ultimate choices progressing to the clay stage. After final selection, the build process began, this time at BMW’s specialist design and build facilities in Munich.

Rolls Royce Phantom Drophead

2008-01-08T15:50:00.000-08:00

The Rolls Royce Phantom Drophead is the type of car most of us will never be able to park in our driveways, which makes watching reviews like this latest clip from Top Gear the only chance to get an idea of what it would be like to own one.

Rolls-Royce doesn’t manufacture cars. It hand crafts motorcars. Similarly, the two-door open-air version of the Phantom sedan is no mere convertible, but a drophead coupé. No matter what you call it though, it is a striking automobile to behold. The styling evokes traditions of past Rolls-Royce cars without slumming the retro ghetto. The wood is plentiful, the chrome finishes are mirror-like, and every interior surface that isn’t wood or metal is covered with hides from a small herd of identical cattle. You don’t drive this car, you motor.

This Rolls-Royce is an ostentatious car. Even the name—Rolls-Royce Phantom Drophead Coupé is pretentious. Puhleese. Call it a Roller Convertible, and be done with it, already. It sounds like an entry at the Westminster dog show.

The affectations start early and are deliberate. Only 200 a year will be built, 40 percent of which will come here, and the first year’s allotment is sold out. Why, of course it is! Its price is a cool half-mil when the teak decking, stainless-steel hood and chromed, oversized wheels are bespoken and befitted with tax, license, destination and gas-guzzler tariff. That doesn’t account for the shooting locker, humidor or wine cellar they’ll gladly fit should you desire. Throw in another $30 grand, and you can have a gold Spirit of Ecstasy hood ornament (and who wouldn’t want that?). Niiiice.

Even though we've known the Phantom Drophead Coupe has been coming ever since Rolls-Royce unveiled the convertible 100EX concept three years ago, the sight of one out here in the real world is still enough to drop the jaw. From its sweeping profile to its striking face with that angled, jutting radiator, Rolls' second new product since BMW bought the name in 1998 sees the company still in no mood for understatement. It is ostentatious like no other car on the road, the most visible declaration of wealth on four wheels.

But if any car can get away with this, surely it is one with the Spirit of Ecstasy riding high on its nose. For when you get past the overtness of its detailing, such as the stainless steel bonnet, teak deck (both technically optional but, to date, with a 100% take-up) and those gimlet-eyed headlamps, what remains is a magnificently imposing vehicle. For any other car manufacturer, it would be too brave an approach, but for a Rolls it seems natural and conspicuously desirable, which is perhaps just as well given its £305,500 price tag.

Get beyond its DC Comics appearance and what lies beneath is almost pure Phantom. Sure there's 25cm taken out of the wheelbase but it's still the same spaceframe chassis, beefed up in key areas to replace most of the rigidity lost in the decapitation process. Overall it weighs just 70kg more than the Phantom, a tribute to how hard the engineers have worked to keep its weight down. Even so, at 2,620kg, it's not going to be winning slimmer of the year any time soon. The engine is the same 6.75-litre V12 with the same 453bhp, its gearbox an unchanged ZF six-speed automatic. Rolls calls the car a full four-seater, more of which in a minute.

There is only one car capable of mounting credible opposition to the Phantom Drophead Coupe and it is Bentley's more powerful, more spacious £222,500 Azure, which has everything the Rolls has except perhaps the most important thing of all in the rarefied world of the ultra-high luxury convertible: an unrivalled sense of occasion.

Mercedes-Benz R320

2008-01-03T21:51:00.000-08:00

For 2007, Mercedes-Benz chose to upgrade its R-Class by adding a high-performance model, the R63 AMG, and a diesel version, the R320 CDI.

Introduced for the 2006 model year, the automaker says the R-Class "grand sports tourer" is the company's first model to blend the merits of a sport utility vehicle, sports sedan and luxury wagon. In addition to the new AMG and CDI versions, two more trim levels are available: the R350, equipped with a V-6 engine; and the R500, powered by a V-8. A seven-speed automatic transmission works with an all-wheel-drive system.

The R-Class evolved from the Grand Sports Tourer concept of 2000, and Mercedes said the production model didn't change much. Marketers promote the R-Class for its style, sophistication, luxury and spacious six-passenger capacity.

Exterior

Front and rear design cues are modeled after Mercedes-Benz coupes and sedans. Rounded and squat at the rear, the new model flaunts a relatively long profile.

The unibody R-Class wagon is about an inch longer than Mercedes' flagship S-Class sedan. Two distinct sunroofs are optional: a conventional glass panel or a double-sized panoramic unit with a 5-foot-7-inch glass panel. When opening the panoramic sunroof, half of the panel moves atop the other so headroom isn't affected. Powered roller blinds in this roof protect occupants from the sun.

Privacy glass is standard, and a single-lift tailgate is installed. The R-Class' fully independent suspension uses double wishbones up front and a four-link setup at the rear. A load-leveling rear air suspension is standard, and the driver can select from three operating modes: Normal, Comfort or Sport. Dealer-installed roof rails are available.

Interior

The R-Class provides space for up to six occupants courtesy of three pairs of seats. Space between the first and second row measures 34 inches, with 30 inches between the second and third row. There's enough space between the second-row seats to walk through to the third row, and individual seats in both rear rows can be folded. An optional second-row console contains additional cupholders, and bottle holders are located in each door pocket. The seats have leather inserts, and brown bird's-eye maple wood trims the doors, dashboard and center console.

The four-spoke multifunction steering wheel features brushed-aluminum accents, and a new electronic gear selector is mounted on the steering column. The upper section of the two-tone dashboard arches over the instrument cluster, which holds two cylindrical binnacles for the speedometer and tachometer.

Weather-band reception is included in the standard radio, which has a single-CD slot and controls for optional satellite radio. An auxiliary plug in the glove box connects to MP3 players. Optional flat-screen monitors built into the back of the front head restraints can provide entertainment for rear passengers.

Under the Hood

The R63 AMG makes the biggest splash in this department, pumping out 507 horsepower and 465 pounds-feet of torque. A 3.5-liter V-6 in the R350 develops 268 hp and 258 pounds-feet of torque. The R500's 5.0-liter V-8 produces 302 hp and 339 pounds-feet of torque. The R320 CDI will produce 221 hp and 398 pounds-feet of torque.

All the engines team with a seven-speed automatic. The transmission is able to skip as many as three gear ratios during downshifts to get the transmission in the proper gear. All-wheel drive includes three differentials.

Safety

Side curtain airbags protect occupants in all three rows of seats, and door-mounted side-impact airbags for front occupants are standard. A rollover sensor can activate seat belt pretensioners and the side curtain airbags. Antilock brakes and an Electronic Stability Program are standard, and a tire pressure monitoring system is installed.

Driving Impressions

The refined, versatile, luxurious R-Class yields a lush ride even when surfaces get rough. Few drivers could ask for a more satisfying luxury tourer for long hauls.

Handling is no less impressive. Steering feels just right for this new class of car, and it requires moderate effort with utterly satisfying response. The R500 stays on course through twisting roads without undue effort, and it behaves graciously with no unpleasant displays. Though not especially sporty in nature, it exudes luxurious confidence. Body roll occurs in curves, but it's not excessive and isn't too affected by the choice of suspension mode.

Acceleration with the V-8 is always abundant, with power that is refined, if short of startling. The automatic transmission functions effortlessly and always seems to know which gear to be in and for how long. The V-8 becomes taxed on steep grades, but downshifts are so smooth and appropriate that you hardly notice. The R350, with its V-6 engine, can scamper up grades almost as assertively, issuing only a little more engine noise.

Just a touch of driveline and road sound is evident, but the engine is nearly silent unless pushed hard. A nest of headrests impairs the rearward view, which is otherwise OK and helped by ample mirrors. The seats offer magisterial comfort and support, are wholly adjustable to suit one's physique, and remain appealing even after hours of driving. Reflections are evident in the steep windshield, but they're not too distracting. Cylindrical gauges are big and easy to read.

2007 Mercedes Benz E320 Bluetec

2007-12-24T02:44:00.000-08:00

2007 Mercedes Benz E320 Bluetec

Road Test Review

Looking back at their history in the United States, I can understand why most Americans have never shown a lot of interest in diesel power for their automobiles.

The best of the diesel cars – no doubt Mercedes-Benz products – have traditionally been sluggish and noisy, with a proclivity for belching a stream of nasty-smelling, noxious black smoke out the exhaust pipe.

Their strength and their appeal to a loyal band of followers were their fuel-sipping habits and their exceptional longevity. The German-made diesel cars routinely provided hundreds of thousands of trouble-free miles. During the 1980s, Mercedes-Benz diesel cars actually became popular among the well-to-do and accounted for 80 percent of the German manufacturer’s U.S. sales. Some of those cars are still on the road today.

The worst of them – arguably the General Motors diesel cars developed quickly after the gas shortages of 30 years ago – were powered by converted V-8 gasoline engines that had all the negative traits of the German powerplants plus a general reputation for unreliability.

When the fuel crisis finally abated, even buyers who had been swayed by the fuel efficiency turned away and diesel-powered cars pretty much faded from the picture. Mercedes-Benz continued selling diesel cars in the United States through the 1999 model year, but never in great numbers.

Dirty, sluggish, smelly, noisy polluters – not exactly a recipe for big-time sales success.

But what if you could have the important fuel-saving advantage of a diesel car and none of the disadvantages? Actually, you can, thanks to Mercedes-Benz. which introduced diesel power to the automobile more than 70 years ago in its 1936 260D sedan.

After an absence of five years, the German manufacturer re-entered the U. S. market in 2004 with an E class diesel sedan powered by a 3.2-liter turbocharged, in-line six-cylinder engine.

Nearly as quiet as a gasoline engine, except at start-up, it produces 201 horsepower and a hefty 369 pound-feet of torque. It can match the acceleration of the gasoline-powered six-cylinder E class sedan and return an EPA-rated 27 miles per gallon of fuel around town and 37 mpg on the highway.

A common-rail injection system that squirts fuel directly into the cylinders under extremely high pressure eliminates mostly of the diesel clatter and reduces the emissions of nitrous oxide and soot into the air.

But, the pollution problems were not completely solved and the E320 CDI, as the car was called, could not be sold in five states, including California and New York.

For the 2007 model year, Mercedes has introduced a new diesel powerplant, which it calls Bluetec. It is a 3-literV-6 engine, again featuring turbocharging and direct rail injection. Like its predecessor, it is quiet, smooth and lively.

This one produces 209 horsepower and 400 pound-feet of torque, enough to propel the E class sedan from a stop to 60 mph in 6.6 seconds and return EPA-rated fuel mileage of 26 mpg city, 37 mpg highway.

The V-6 diesel’s use in the United States was made possible by new regulations that require the sale of low-sulfur fuel. The 2007 sedan is cleaner than its predecessor but still legal only in those 45 states.

That is about to change. For the 2008 model year, one more pollution prevention step will be added to the Bluetec. It involves adding AdBlue, liquid urea, to the exhaust stream to reduce nitrous oxide by 80 percent. That should make the car legal in all 50 states. The only hang-up is that the supply of AdBlue must be replenished at regular maintenance intervals.

And what about the rest of the car?

In every other respect, the Bluetec is essentially identical to all of the 2007 E class sedans.

It has the same heavy, solid feel. The steering is accurate, the brakes are strong, acceleration and passing power are brisk. It is not sporty, nor is it intended to be, but it is a satisfyingly comfortable cruiser.

Over a weekend, I took the car on a journey of 426 miles. The long stretches of open road were interrupted by several lengthy traffic jams and the rest of the time was spent in small towns with red lights, stop signs and a 25 mph speed limit.

I averaged 32 miles per gallon, with a high of 36 mpg during one easy-driving stretch, and a low of 26 mpg in the small towns. When I returned home, the trip computer advised me that I still had 256 miles to go to empty. Credit that in part to the 21 gallon fuel tank.

Inside the Mercedes, a maximum of four adult passengers are treated to first-class accommodations featuring comfortable and supportive leather seats; elegant burl walnut trim; a first-class sound system; automatic, dual-zone climate control; and sound-proofing that isolates them from the annoyances of the outside world.

Other comfort and convenience accessories include a power sunroof, 10-way power front seats, rain-sensing wipers, auto-dimming rear and side-view mirrors and an in-dash, 6-cd player.

Safety is given the highest priority, with front and side airbags for front-seat passengers, side airbags for rear-seat passengers, side-curtain airbags to protect the heads of all four passengers, a rollover sensor, traction control, stability control, the four-wheel, antilock disc brakes, and an advanced feature known as PRE-SAFE.

If PRE-SAFE sensors detect an impending collision, the seatbelts are automatically tightened to hold the occupants more securely in place. If they detect that the front passenger seat is too close to the dashboard, or the seatback is too far reclined, or the seat cushion is positioned wrong, the system will automatically adjust them to safer settings. If the vehicle goes into a skid that signals a possible rollover, PRE-SAFE will automatically close the sunroof and side windows.

And, if an accident is averted, the system will automatically ease the tension on the seatbelts.

When a collision does occur and the seat-belt tensioners and/or air bags deploy, the Mercedes-Benz Tele Aid emergency communication system automatically calls 9-1-1 to tell emergency personnel the vehicle’s location, plus its model and color.

In addition to the new engine, a new, smoother, seven-speed automatic transmission replaces the former diesel’s five-speed shifter. When full acceleration is required, It has the ability to skip several gears to a ratio that offers maximum power.

Base price of the Mercedes-Benz E 320 Bluetec is $51,550, a $1,000 premium over an E 350, which has a V-6 gasoline-engine that offers comparable performance.

The suggested price jumps to $58,375 with the addition of platinum blue paint ($700), walnut and leather steering wheel ($540), electronic trunk closer ($520), Premium II package ($4,290), and delivery charge ($775).

The Premium II package includes a navigation system, satellite radio, heated front seats, power rear-window sun screen, hands-free communications system, keyless door locks and ignition, Bi-Xenon headlights with curve illumination and headlight washers.

Mercedes-Benz appears to be on a mission to convince American motorists of the many benefits of the new diesel technology.

In addition to the E Class sedans, diesel power is now available in the ML and and GL sport-utility-vehicles and its R class luxury wagons. Because of their high prices, these vehicles will never bring diesel power into the American mainstream regardless of their proven benefits.

But Mercedes has also has worked out an agreement with Jeep, Audi and Volkswagen, which sold diesel cars in the United States through 2006, to bring the Bluetec name and technology to their diesel products. Many of these vehicles will certainly cost a lot less.

All are betting that Americans will change their long-held opinions about automotive diesel power once they get a chance to experience it.

And why shouldn’t they? It’s hard to think of anybody who wouldn’t prefer a significant reduction in fuel consumption and pollution with no sacrifice in comfort, convenience or performance.

The E320 BLUETEC is the diesel-powered version of Mercedes' revamped E-Class. While the outgoing E320CDI used a 3.2 liter inline-six, the E320 BLUETEC uses a new 3.0 liter V6 engine; BLUETEC denotes Mercedes' new clean-diesel technology. Why go diesel? Fuel economy. The E320's EPA numbers are 26 MPG city/37 highway, the latter holding the promise of 700+ miles on one tank. And with a starting price of $52,550, just $1,000 more than a gas-powered E, it's easy to make up your investment.

First glance: How long can I keep handing you the same old line?

Writing reviews of diesel cars is more and more becoming an exercise in frustration. It goes something like this: A manufacturer comes out with a new diesel car. I drive it, then write an article saying "You'll never believe this is a diesel car." Then the manufacturer comes out with a new diesel that's even less diesel-like, so I write another review that says "This time you really won't believe this is a diesel car." This was all well and good when there were only a handful of diesels, but the new E320 BLUETEC is just one of three diesels Mercedes plans to start selling in the US this year. Worse yet, it's the most un-diesel-like diesel I've ever driven. Now what the heck am I supposed to write?

I thought about simply writing the phrase "This is what I've been talking about" over and over again. The About.com article template has space for about 170 properly-punctuated repetitions of this phrase. All the reasons I think diesels are superior to gasoline cars are embodied in the E320 BLUETEC. For all intents and purposes, you may as well be driving a gasoline-powered E350 -- except you won't have to visit the gas station nearly as often.

Continued below...

In the Driver's Seat: E320 makes it easy to forget you're riding in a diesel car

Inside, the E320 BLUETEC is equipped identically to the E350 Luxury

Photo © Aaron Gold

Inside, the E320 is virtually indistinguishable from the E350 Luxury. (Alas, the diesel will not be offered in Sport trim.) The interior of the E-Class has become a much more pleasant place to spend time now that Mercedes includes a 6-disc CD changer and a sunroof as standard equipment. The seats are covered in "MB Tex", a rather convincing (and durable) faux leather (real cowhides are a $1,500 option), and the interior is elegantly trimmed with genuine wood. Dual-zone climate control and power everything are also standard. Mercedes puts their power-seat controls up on the door panel, and it wasn't long before I had both the seat and the electric steering column, which tilts up-and-down and telescopes in-and-out, adjusted to my preferences. Aside from the stereo, which still has too many buttons for my liking (photo), I found it easy to get comfortable in and familiar with my surroundings.

Driving the E320 BLUETEC is little different than driving the gasoline-powered E350. The E320 idles almost as quietly and by 30 MPH or so the rumble of the tires eclipses any noise from the engine. At lower speeds you can sometimes hear the familiar diesel growl, but just barely -- it almost sounds as if it's coming from the car next to you. The E320 uses the steel-sprung suspension of the E350; the E550's wonderful air suspension is, sadly, not available with the diesel.

On the Road: Excellent mileage and clean BLUETEC technology

The E320's 3-liter V6 may sound sedate at 208 horsepower, but it's the 400 lb-ft of torque that makes things happen. (Horsepower is a function of RPM; diesels spin slower than gasoline engines, hence the seemingly low hp numbers.) Mercedes claims a 0-60 time of 6.6 seconds, but that doesn't tell the whole story. Floor the E320 from a standstill and you'll be unimpressed -- but stomp on the accelerator to pass a slow-moving truck and you'll be blown away. The E320 accelerates from a standstill like a gas-powered V6, but it passes like a V8. The E320's engine is coupled to a 7-speed automatic transmission which helps with the fantastic passing power and awesome mileage: My driving partner and I averaged between 31 and 34 MPG on most segments of our drive through the Nevada desert.

The BLUETEC system refers to the E320's system of emissions controls. (For more information, see my article How Mercedes-Benz BLUETEC works.) The result is green power: The E320 BLUETEC uses low-sulfer "clean" diesel, available at most filling stations in the US and Canada, and meets emissions standards in 45 states (all except California, Maine, Massachusetts, New York and Vermont). A 50-state version of the E320 BLUETEC will arrive in 2008.

Journey's End: Return on investment

New 3.0 liter V6 replaces the 3.2 liter inline six in the outgoing E320CDI

Photo © Aaron Gold

I mentioned earlier that the E320 BLUETEC diesel only costs $1,000 more than an identically-equipped E350. How fast you will recoup your investment depends on fuel prices, but chances are E320 owners will be ahead after 25,000 or 35,000 miles.

Of course, old-guard Mercedes diesel owners will tell you they don't keep their cars for 25,000 or 35,000 miles. They keep them for 250,000 or 350,000 or more. Often a lot more. Diesels are durable and mechanically simple, and when it comes to lifespan they are the giant tortoises of the automotive world.

Diesels also offer the opportunity to run biodiesel, a clean fuel derived from vegetable oil. With no set standards for biodiesel formulation, Mercedes will only condone the use of BD5 (5% biodiesel, 95% petroleum diesel) without voiding the warranty, but plenty of diesel owners run mixes from BD20 all the way up to 100% biodiesel. (Visit http://www.biodiesel.org/ to learn more.)

Were I in the market for an E, the E320 BLUETEC is definitely the one I'd buy. It's better to drive, more economical, and holds the promise of reduced reliance on foreign oil -- the embodiment of all I love about diesel cars. This is so what I've been talking about! --

MERCEDES E320 BLUETEC DIESEL

Torquey, Efficient, Teutonic Luxury

By Steve Purdy

TheAutoChannel.com

Detroit Bureau

A 700-mile cruising range? Wow. I like that. That means fewer stops at the fuel pump, but it’ll be mighty costly to fill ‘er up. This week regular unleaded gasoline is $2.45, here in mid Michigan and diesel is $2.85. Fuel tank capacity is 21.1 gallons and EPA estimates are 27-city and 37-highway. I’m going to get through the week without having to add fuel in spite of two trips into the big city and lots of running around from my rural base of operations.

Back in the late 60s and through the 70s older brother, Gary, had Mercedes diesels. My favorite was his first, a powder blue 220D. He was an on-the-road sales guy and could go forever on a tank of fuel, and he could go hundreds of thousands of miles without engine attention. Yes, it started hard in cold weather, and it was a bit smoky, and noisy, and slow. And your hands would stink forever if you accidentally splattered while refueling. But it was a Mercedes with unquestioned quality and class.

One of our pals at the time, a character named Leonard, was a home builder of sorts and was proud of being able to drive his 220D from Michigan to Georgia and back on a tank of fuel each way just to select his carpets from the mill. We could do that with this E320 Bluetec if we wanted to.

These diesel problems have all been addressed. The E320 Bluetec we’re driving this week is about $58,000. Base price is $51,000. Ours has a few options. But, of course, for an E-Class (mid size) Mercedes I guess we shouldn’t fault it for price. It’s only a grand more than the V6-powered gas E-Class. Common rail fuel delivery, turbo charging, multiple valves and other engine technology make for plenty of power and speed, more insulation has made it much quieter and there are no longer any cold-start problems. The big deal these days, of course, is emissions, especially particulates (soot) and oxides of nitrogen (NOx) . How do they clean it up? Well, let’s take a look at the “Bluetec” system. That’s the interesting story here.

Certifiable in 45 states this year (not California, Maine, Massachusetts, New York and Vermont) the Bluetec diesel has multiple scrubbers in the exhaust system - two catalysts and a particulate filter. First in line as the exhaust leaves the engine is an oxidizing catalytic converter, then a diesel particulate filter and finally a selective catalytic reduction unit for reducing NOx. When the particulate filter gets to a certain degree of saturation the engine management computer will turn up the heat of the exhaust gasses to burn those darned particles off.

Next year, there will be one more element added that will result in certification in all 50 states. Urea (not cow pee – but a synthetic urea called AdBlue – essentially nitrogen and demineralized water) will be injected into the exhaust as it leaves the manifold and will somehow clean up that last bit of ugliness in the diesel exhaust - some kind of chemical magic, I guess.

Both of these systems must start with a state-of-the-art diesel engine and must use the low-sulfur diesel fuel, now becoming available at more and more outlets. This 3-liter, V6 turbodiesel has 4-valves/cylinder and replaces the trusty in-line six Merdedes used until last year. Instead of the old-fashioned troublesome injector pump and unit injectors this new engine features a common rail fuel delivery system pressurized to 23,000-psi. The fuel injector for each cylinder is positioned exactly in the center of the combustion chamber dome for maximum efficiency. This smooth diesel with a chain-driven balance shaft makes an impressive 388 lb.-ft. of torque though only 210 horsepower. It’s the torque, of course, that gets us going so expeditiously. And, I really mean expeditiously – zero-to-60 in 6.6 seconds. Gary’s diesels couldn’t have done that even with an afterburner.

The next step in getting the power to the road is the new 7-speed Speedshift™ automatic transmission with manual mode. So many gears, so little time. Nice and smooth, it shifts quickly enough but doesn’t kick down quite as quickly by itself as I would like for back road passing. That’s what the manual mode is for. It is, however, driver adaptive. The 7-speed is not available with the 4matic four-wheel-drive, but the 4matic is not available with the diesel anyway.

Fortunately the E-Class is due for a design update next year. Our Flint Gray sedan is so plain-looking on the outside it’s almost invisible. A redesign is in order. The evolving Mercedes design language will, I’m sure, invigorate the E-Class. Don’t get me wrong. The E-Class is plenty elegant but perhaps a bit too understated, at least for my tastes. For someone who wants the classiness of the Mercedes without calling attention to themselves, the E-Class is a good choice. It doesn’t take much to dress it up nicely though. Take a look at the “designo” edition with extra body cladding, dual exhaust, dressier wheels and special colors. It’s amazing what a little trim will do.

The ride and handling are just what we might expect from this Teutonic cruiser – tight but compliant, firm and purposeful. With front engine and rear wheel drive the E-Class features a 4-wheel multilink system with 5-arm arrangement in the rear. The entire front axle assembly, front suspension and steering gear are preassembled along with the engine. Unsprung weight is minimized using lots of aluminum. The resultant feel on the road is of great balance and poise. While it doesn’t feel like a performance car on hard cornering, it wasn’t meant to. Get the 500-hp, stiff, AMG version of the E-Class for that. This is, after all, meant to be a sedate and efficient luxury sedan.

All available chassis dynamics are standard on any of the E-Class cars: Airmatic Semi-active Suspension, Adaptive Damping, speed-sensitive steering, Electronic Stability Program, Brake Assist, Pre-Safe impending crash sensing, ABS, Traction Control. The car even comes with a system that dries the brake rotors in wet conditions.

Easing into the cabin we find the E-Class practical and elegant, certainly not flashy or ostentatious. The wood and leather trim blend easily with the plastic parts for a quality feel. Controls are easy to manage with a tactile feel of perfection. I’m not fond of the navigation system controls, just too complex and obscure, although I suppose one would get used to them in time. They are not as intuitive as they should be. Perhaps if I was German I would understand them better. The 10-way adjustable leather seats with lumbar support and 3-position memory are generous and comfortable. For a few extra bucks we can have heat and ventilation in our front seats. Feedback from all the controls – steering, brakes, stalks, and so on – are excellent. Driving this Mercedes is unusually pleasurable. I feel like I’m at the controls of a fine machine.

Warranty period is 4 years/50,000 miles. Customers can purchase more coverage.

The only time we could tell this is a diesel is on hard acceleration and at idle, when we can barely hear and feel the muffled tell-tale diesel clatter, and when we gas it up, because we have to go to the special pump. We could also tell whenever we calculate our fuel mileage, were we prone to do so.

The good: A powerful yet phenomenally fuel-efficient diesel engine, a great stereo, and the usual upscale Mercedes interior trim makes the 2007 Mercedes-Benz E320 BlueTec an attractive package.

The bad: The E-class navigation system suffers from poor design and poor placement. Lack of nationwide availability means some customers will have a long drive home from the dealer.

The bottom line: With a comfortable cabin (albeit with some uninspiring tech), solid performance, and an astonishingly economical drivetrain, the 2007 Mercedes-Benz E320 BlueTec is an impressive newcomer to the luxury sedan segment.

Specs: Body style: Sedan; Trim levels: E320 BLUETEC; Available Engine: Diesel

The good: The 2008 Mercedes-Benz ML550 combines sharp styling with even sharper performance, courtesy of its punchy 382-horsepower V-8. Its optional adaptive-damping system gives drivers the ability to optimize the ride based on driving environment.

The bad: As with many Mercedes-Benz models, the ML550's cabin tech lags behind that of the luxury competition. Its iPod interface is particularly bewildering. Fuel economy is disappointing for a car with such an advanced power train.

The bottom line: The 2008 Mercedes-Benz ML550 is a brawny midsize SUV with some admirable on- and off-road performance capabilities. But its optional--and expensive--cabin technology lets it down.

Mercedes-Benz Vision GL320 BLUETEC

2007-11-21T21:54:00.000-08:00

Mercedes-Benz Vision GL320 BLUETEC Concept

Mercedes-Benz innovation: from diesel to BLUETEC:
BLUETEC ? the technology for the cleanest diesel in the world

Detroit,
Jan 08, 2006 Mercedes-Benz is launching a unique initiative at the NAIAS 2006
in Detroit. The Stuttgart-based manufacturer with the world's longest diesel tradition
is unveiling two vehicles that pave the way for an all-new diesel vehicle genera-tion:
the E 320 BLUETEC and the Vision GL 320 BLUETEC. Mercedes-Benz has modified specific
aspects of the economical, powerful and robust 320 CDI en-gine, adding state-of-the-art
emission-control technology to make it the cleanest diesel in the world. Mercedes-Benz
has thus transformed the diesel engine into a clean and future-compatible system.
That system is called BLUETEC.

Offering its customers the very best
has become something of a maxim at Mer-cedes Benz, not least when it comes to
designing and constructing vehicles. This is especially true in the case of diesel,
a drive technology which now accounts for more than 50 percent of the European
market thanks mainly to the fact that it offers excellent economy, longevity and
robustness without compromising on driving enjoyment. Economically state-of-the-art
diesel vehicles from Mercedes-Benz are one answer to the unstoppable rise in fuel
prices, including in the US.

Now, the brand's innovative BLUETEC technology
makes the already economical diesel alternative cleaner than ever before. Mercedes-Benz
was the first to implement Rudolf Diesel's combustion principle in a passenger
car engine some 70 years ago. This technology is far more efficient than the gasoline
engine and has been optimized over a period of many years.

One innova-tion
in particular ? the common-rail direct injection system in conjunction with four
valves per cylinder introduced in 1997 ? has had a major impact on the development
of the modern diesel engine. Since then, the abbreviation CDI has come to stand
for unsurpassed fuel economy and a major boost in torque ? which means it has
better pulling power and is more fun to drive, meaning that diesel vehicles are
often superior to similarly powered gasoline models. If diesel models previously
had any disadvantages compared to their gasoline counter-parts, then these related
to specific diesel emissions, especially particulate matter and nitrogen oxides.

However, since the introduction of the maintenance-free particulate
filter for its diesel passenger cars in autumn 2003, Mercedes-Benz has also brought
about a substantial reduction in particulate matter. And although it has succeeded
in cutting nitrogen oxide emissions by some 75 percent through engine modifications
alone in the past 15 years, Mercedes-Benz wants to go even further still.

The objectives are clear: innovative exhaust gas aftertreatment methods give
Mercedes Benz diesel engines the potential to comply with the world's most stringent
emission standards and to be available in all 50 US states. In other words, Mercedes
Benz will be able to offer the cleanest diesel in the world in every vehicle category.
BLUETEC is the name for this new generation of high-tech diesel drives that will
initially be launched in the US.

Today's Mercedes-Benz diesel engines
also stand for agility, sportiness and reliability, as demonstrated before a world
public last spring when three standard-specification E 320 CDI models broke a
clutch of impressive records in Laredo (Texas). For one, a new average speed record
of 224.823 km/h (139.699 mph) was set in a 30-day endur-ance test covering over
100,000 miles (160,934 km). These vehicles were also fitted with a sophisticated
emission-control system, including a standard-specification main-tenance-free
particulate filter. This meant that they were easily able to undercut the currently
applicable EU 4 emission limits ? a feat confirmed in the tests conducted by the
Tܖ (German technical inspection authority) following the grueling record-breaking
drives.

The first BLUETEC vehicles available to customers in the US will
be E 320 BLUETEC models, due for launch in autumn 2006. As well as delivering
renowned economy, performance and reliability, these models comply with the world's
most stringent emission standards.

Diesel has never been cleaner ? thanks
to BLUETEC

The world's most stringent nitrogen oxide limits ? set by
the US 50-state emissions standard ? are just the type of challenge on which Mercedes-Benz
thrives. The solution to this challenge is BLUETEC, a new generation of high-tech
diesel systems which are the cleanest in the world in every vehicle category.

Mercedes-Benz is launching the BLUETEC initiative at the Detroit Motor Show.
In addition to the world premiere of the brand new Mercedes-Benz GL-Class ? a
full-size SUV ? the company is also presenting the GL 320 BLUETEC, a further vision
for the future of diesel engines. With this latest concept vehicle, the Stuttgart-based
car manufacturer proves that it is possible to combine excellent fuel economy
and minimal emissions in every vehicle category, including full-size SUVs. The
Vision GL 320 BLUETEC has a V6 diesel engine developing 155 kW/211 hp and 540
Nm torque. With this performance the expected consumption is 9.4 l/100 km (25
mpg). It is the most economical full-size SUV in the US, offer-ing a fuel saving
of between 20 and 40 percent compared to gasoline engines with equal power rating.

Low-sulfur diesel fuel helps to reduce emissions

By the
time the BLUETEC generation is launched in the US in autumn 2006, low-sulfur diesel
with a maximum sulfur content of 15 ppm will be available, thus reduc-ing the
previous upper limit of 500 ppm by a factor of 33. The US Environmental Protection
Agency (EPA) has therefore laid the foundations for establishing sophisticated,
fuel-efficient diesel vehicles in the US. This will result in a dramatic and immediate
reduction in the emissions of all diesel vehicles in the US, representing a major
step towards cutting emission levels in general. Sulfur, which occurs in mineral
oil to varying degrees, has a corrosive effect in the engine as well as being
a major cause of particulate matter. The introduction of a low-sulfur diesel fuel
will enable the use of particulate filters and efficient nitrogen oxide aftertreatment.

BLUETEC ? leading-edge drive system for the US

High torque
and pulling power even at low engine speeds, impressive range and economic efficiency
are decisive factors in the buying decisions of most motorists, including those
in the US. Vehicles equipped with sophisticated diesel engines made by Mercedes-Benz
are ideal for fulfilling these criteria, since they minimize fuel consumption
while maximizing torque, range and driving enjoyment. In addition, they are extremely
robust. Accompanied by innovative BLUETEC technology, this power-train has the
potential to fulfill even the most stringent of emission requirements world-wide
and specifically, in all 50 US states. Furthermore, it is ideally suited to the
vehicle genres that are popular in the US such as large luxury sedans, SUVs, mini-vans,
trucks and pickups. In addition, diesel really comes into its own in the traffic
conditions that prevail in the US; steady cruising speeds on highways and long
city-to-city distances.

This is even more important in a global situation
in which energy and crude oil costs are expected to rise over the longer term.
Diesel engines consume between 20 and 40 percent less fuel than their gasoline
counterparts. In Western Europe, where fuel prices are double what they are in
the US, a large number of motorists have already made the switch. More than half
of European customers now opt for diesel passenger cars. As fuel prices continue
to rise in the US over the longer term, fuel economy will become a more important
criterion when buying a new car. This is why analysts ex-pect demand for clean
diesel drive systems such as Mercedes-Benz BLUETEC to increase in the US, as in
other countries. J.D. Power and Associates, a leading market research institute,
forecasts that the market share for diesel passenger cars in the US, which currently
stands at around 3.4 percent, will quadruple by the year 2015. Mercedes-Benz is
convinced that, once BLUETEC technology has established itself, this forecast
will appear conservative rather than optimistic.

Customers who opt for
diesel models are especially appreciative of their excellent fuel consumption
figures in real day-to-day driving conditions, which are very close to and sometimes
even better than the officially quoted fuel consumption figures. One example of
this was seen in a long-distance coast-to-coast fuel consumption test involving
a Mercedes-Benz ML 320 CDI, carried out in the US by a German car magazine. On
the route from New York to San Francisco, the all-wheel drive SUV consumed an
average of just 9.2 liters per 100 km (equivalent to 25.6 mpg).

Diesel
vehicles reduce dependence on oil imports

BLUETEC is not just the cleanest
diesel technology in the world. It also ensures low fuel consumption in real terms,
helping customers to make tangible fuel savings and, therefore, reducing the economy's
dependence on oil imports. In the US, where there are concerns about ensuring
fuel supplies over the longer term, this technology is set to play a key role,
especially when one considers the fuel consumption advantages for the extremely
popular SUVs and pickups (light trucks) which, as it stands, are pre-dominantly
powered by large-displacement V8 gasoline engines.

Margo Oge, Head of
the Office of Transportation and Air Quality at the US Environmental Protection
Agency (EPA) presented the following figures back in March 2004: "If we had a
light duty vehicle population that was one third diesels, that could save up to
1.4 million barrels of oil per day in the US, the amount of oil the US currently
imports from Saudi Arabia. If we made these vehicles diesel hybrids, the oil savings
would about double or up to 2 times the amount of oil Saudi Arabia ships to the
US every day."

BLUETEC ? the emission-control technology from Mercedes-Benz

The Mercedes-Benz development engineers have been advancing emission-control
solutions for a number of years, one of the main aims being to ensure compliance
with future emission standards in the US, Europe and Asia. One focus of these
activities is devising effective and economical methods for reducing nitrogen
oxides ("denoxing"). This technology for the cleanest diesel in the world is called
BLUETEC.

In order to bring together all these technologies within a single,
appropriate package, Mercedes-Benz is following a graduated plan that includes
the following phases:
Optimization of the engines and their combustion processes
to minimize untreated emissions. This includes electronic engine management, four
valves per cylinder, third-generation common-rail direct injection with piezoelectric
injectors, a turbocharger with variable nozzle turbine and exhaust gas recirculation.

Oxidizing catalytic converters to minimize emissions of carbon monoxide (CO)
and unburned hydrocarbons (HC).
The particulate filter, fitted as standard
in all Mercedes-Benz diesel cars in many countries since summer 2005, reduces
particulate emissions by as much as 98 percent, thus easily undercutting even
the current EU 4 particulate limits (0.025 g/km). This technology also ensures
compliance with the US limits currently in force.
Nitrogen oxides ? whose
concentration is higher than in the exhaust gases of gasoline engines due to the
specific combustion process in diesel engines ? are reduced to such an extent
that even the world's most stringent exhaust gas limits can be complied with.
Here the so-called BLUETEC technology is utilised. This reduction is achieved
either with an advanced DeNOx storage catalytic converter, available in the E
320 BLUETEC from autumn 2006, or with the more complex but even more effective
AdBlue injection. This, combined with Selective Catalytic Reduction (SCR) creates
the most effective method of exhaust gas aftertreatment currently available. This
enables nitrogen oxide levels to be reduced by up to 80 percent. The Mercedes
Benz engineers will be show-casing the combination with AdBlue injection in the
Vision GL 320 BLUETEC at the Detroit show and are developing the process for use
as a standard system in passenger cars.

The SCR process is based on the
injection of the reducing agent AdBlue into the exhaust gas stream. AdBlue is
an aqueous urea solution that is carried in a separate tank. Since an average
of around 0.1 liters per 100 km (2352.15 mpg or 1 to 3 percent of diesel consumption)
is all that is required, the tank can be designed so that it only needs to be
refilled when service staff are carrying out regular, scheduled mainte-nance.
When AdBlue is injected into the pre-cleaned exhaust gas, ammonia (NH3) is released,
causing the nitrogen oxides to be converted into harmless nitrogen (and water)
in a downstream catalytic converter. The decisive factor in ensuring that the
catalytic converter works extremely efficiently is precise metering in line with
the current engine operating state. Choosing which technological solution to use
depends both on the vehicle concept concerned and on the required "denoxing" rate.

BLUETEC already a success in commercial vehicles

However, BLUETEC
technology is not altogether new as, in Europe, it has already been employed extremely
effectively in Mercedes-Benz commercial vehicles with a GVW above six tonnes.
This technology has proved a resounding success in more than 10,000 vehicles such
as the Actros, Axor and Atego trucks. In this case, BLUETEC reduces the nitrogen
oxide levels considerably, meaning that these vehicles already comply with the
emission standards due to come into force for trucks from 2009. In Europe the
AdBlue supply network already comprises some 1,500 filling points.
End of
Mercedes-Benz Vision GL320 BLUETEC Concept review.

The GL450 made its North
American debut at the Detroit show and was joined by a diesel version, the GL320
BlueTec. The GL320 diesel goes on sale this fall and provides a Mercedes-Benz
claimed average of 26 mpg. With 221 horsepower the GL320 BlueTec should have enough
power to move the large SUV with some authority. Unlike the identical 3.0-liter
V-6 engine in the E320 BlueTec, the GL320 BlueTec will not have a particulate
trap but will instead employ urea injection (yes, that's the same urea that's
in urine) to reduce emissions. Mercedes is working on getting the diesel GL and
a diesel ML into showrooms before the year's end. Also, the new engine will pass
stringent 2007 diesel emission standards and will be available in all 50 states.

The 2010 Porsche Panamera

2007-10-03T16:47:00.001-07:00

The 2010 Porsche Panamera

The 2010 Porsche Panamera borrows some components from Porsche's Cayenne SUV, and has a similar mission in life. Porsche conceived the Cayenne to bolster its bottom line and supplement its traditional sports-car business, where sales swings tend to be more severe than in the SUV segment. Though Porsche purists greeted it as heresy, the Cayenne has done just what Porsche intended. As a result, this small, independent company is now the most profitable automaker in Europe. One of the most influential too, as it's also the largest shareholder in Europe's largest automaker, Volkswagen AG. Porsche relies on VW for Cayenne components and production, and wanted to protect those assets by insuring that VW could never be a takeover target, however remote the prospect. Now that's done, and Porsche can diversify its lineup even further, starting with the Panamera.

Spy photos of late prototypes show the Panamera to be a low-slung "four-door coupe" like the Mercedes CLS, but looking like a stretched version of Porsche's flagship 911 sports car. The engine is up front, where it should be in a high-dollar sports sedan, and the sloped tail incorporates a liftgate, a novelty in this class. The Panamera should be a bit smaller and lighter than the CLS, and in line with promises of Porsche-level performance and handling.

Performance should be plentiful, thanks to a pair of Cayenne V-8s. The mainstay 2010 Porsche Panamera S gets a 4.8-liter unit expected to deliver 400 horsepower, 0-60 mph in about 4.5 seconds, and 180 mph all out. An uplevel Panamera Turbo version is tipped to pack some 520 horsepower, enough grunt to challenge the BMW M5 and Mercedes CLS AMG 63 for the title as world's fastest sedan. Both models will offer a six-speed manual transmission and a seven-speed sequential manual. The latter is a new Porsche-designed twin-clutch unit with automatic shift mode, similar to VW's DSG transmission. Those choices should also apply to an expected base Panamera using a VW-sourced 3.6-liter V-6, tuned for around 300 horsepower.

The 2010 Porsche Panamera will launch with rear-wheel drive, but there's talk of an all-wheel-drive option, again based on Cayenne components, arriving in the second or third year. There's also talk that the base model will be a gas-electric hybrid instead. The system reportedly allows low-speed running on battery power alone, but can also provide an extra 100 horsepower in short bursts to juice acceleration.

Porsche will show a concept of this vehicle, a four-door coupe, at this
fall's Frankfurt auto show. However, the production version has not
received final approval, and reports suggesting that the vehicle will be
called the Panamera remain unconfirmed.

Porsche Cayman

2007-10-03T16:44:00.000-07:00

Porsche Cayman

One of the finest of these new offerings is Porsche's forthcoming Cayman two-seater, which is a modified version of the company's Boxster convertible. The Cayman will go on sale on Jan. 14 in the U.S., with a price of $58,900. That's $14,000 more than an entry-level Boxster and $12,000 less than an entry-level, two-door Porsche 911.

Forbes.com recently traveled to Siena, Italy to take the first spin in the Cayman. The Cayman arrives at perhaps the busiest time in Porsche's history. The company now sells an SUV, the Cayenne, in addition to sports cars. It recently announced that in 2009 it will offer a sedan, the Panamera, which will take on BMW's 6 Series and Mercedes-Benz's CLS-Class in a segment that blends sports-car performance and styling with luxury-car interiors. The Panamera will have a front-mounted engine, unlike Porsche's sports cars, the engines of which are behind the passenger compartment. It will have rear-wheel drive and a new platform, or basic mechanical architecture.

The 3.4-liter version of Porsche's M96 flat-six engine family from the Boxster and the 911 does duty here and is tweaked to deliver 295 hp and 255 lb-ft of torque, versus the 280 hp and 236 lb-ft in the Boxster S's 3.2-liter engine. (And versus the 325 hp in the 3.6-liter base 911 Carrera.) It propels the Cayman S from 0 to 60 mph in 5.1 seconds and on to a top speed of 171 mph. Porsche's famed test driver and former World Rally champ Walter Rhrl gets the Cayman S around the Nrburgring's Nordschleife track in eight minutes, eleven seconds, which is four seconds faster than a published time for the base 911 Carrera, again with Rhrl driving.

All of the Boxster's chassis systems, which themselves are largely shared with the 911, have, of course, migrated to the Cayman S, including PASM, which is an option, and Porsche Stability Management (PSM), which is standard. The Cayman also will be offered with the Sport Chrono package and its nifty lap-time counter built into the dash. Without PASM, Rhrl's trip around the 'Ring would be three seconds slower. The ceramic brakes are another option. At 13.2 pounds each, the ceramic brake discs are exactly half as heavy as the standard cast-iron units, but that particular decrease in unsprung weight also decreases your net worth by about eight grand. In general, the Cayman's brakes are identical to those of the Boxster, but Porsche modified the front dam to bring a bit more cooling air to the discs, and the ABS has been mildly tweaked.

The Cayman's exterior is very clearly derived from the Boxster's, and in fact most body panels back to the haunches are identical. Prominent round foglamps distinguish coupe from roadster in the front profile, and the Cayman side view--not its prettiest angle, we feel--is notable for the domelike steel roof and the unique side air intakes. The rear quarter-windows are the same shape as the 911's but are turned on end. When you move to the rear, there is no mistaking the Cayman for a Boxster, a 911, or anything else on the road. The rapidly sloping hatch dives deeply between the rising hip lines of the rear wheel arches in obvious homage to the 550 Spyder of James Dean fame. At the trailing edge of the hatch lid, just below the "Cayman S" script, a subtle rear wing is ready to deploy once the car reaches 75 mph.

The Cayman will be a hit. As a classic two-seat, mid-engined Porsche sports car, it is as safe as the Cayenne was risky, and the company is too conservative to build it if they weren't sure the demand was there. Its executives speak candidly about the gap it will fill.

Porsche Carrera GT

2007-10-02T17:06:00.000-07:00

Porsche Carrera GT

Porsche Carrera GT is an amazing start to a new era of supercars. The Enzo may have beaten the Carrera GT to market -- the Porsche only went on sale this past January -- but Porsche clearly wanted to take enough time to develop the $440,000 GT and show the other car makers how it's done.

The 2008 Carrera GT is capable of ushering in a new standard in its class with its overall impressive performance with due importance to safety. Key innovative technologies that went into the making of the 2008 Porsche Carrera GT include a ceramic composite clutch and brakes beneath the body, a nickel and silicon combination coating improving the wear resistance while minimizing the internal friction of the engine etc. The vehicle comes with a slim trunk that comes handy in holding the stuff for a weekend getaway. Using lightweight materials such as magnesium for the car's wheels and the frames make the Carrera GT more swift and dynamic thereby helping it deliver a fabulous performance. Substantial attention to detail has been paid to the design of this uncompromising super sports car.

Called Project S1 internally, the new Carrera GT was to be Porsche's next factory effort for Le Mans in 2000. Then race plans were dropped, but S1 went forward as a street car. The Carrera GT production version was unveiled at last in March 2003 in Geneva.

Cut to the Gross Dölln, an ex-Russian Army base in the German hinterlands along the Polish border. Runway No. 1 -- the one I am to use for high-speed runs -- is two miles long. Russian Tu-95 bombers and MiG fighters used these runways up to and for a while after the fall of the Berlin Wall in November 1989. Today, here on the tarmac are parked three shimmering, $440,000 Porsche Carrera GTs -- one red, one black and one silver.

2008 Porsche Carrera GT Specifications

Engine Specs:

5.7L V-10 605 HP

Transmission:

6-speed man w/OD

Key Dimensions and Capacities:

Length: 181.6 inches

Width: 75.6 inches

Height: 45.9 inches

Wheelbase: 08 inches

Key safety features:

4 channel 4-wheel anti-lock braking system (ABS)

Dual airbags

Driver and passenger side airbag head extension

Seatbelts with 2 front pretensioners

Ignition disable security

Security system

Dual door mounted side airbags

Center high mounted stoplight

Key standard features:

AM/FM stereo, seek-scan, with in-dash CD

Bose speakers

Concealed antenna

Power door locks

Remote keyless entry

Power remote hatch/trunk release

Power remote fuel release

Power front windows

Navigation system

In-dash clock

Engine temperature gauge

Analog instrumentation display

Exterior temperature gauge

Redundant digital speedometer

Water temperature warning

Key in ignition warning

Brake fluid warning

Low tire pressure warning

Light tinted windows

Variable intermittent front windshield wipers

Front windshield sun visor strip

Illuminated entry

Interior concealed storage

Driver and passenger door bins

Carpeted cargo area

Leather-wrapped sport steering wheel with telescopic adjustment

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Porsche Cayenne

2007-10-02T17:05:00.001-07:00

Porsche Cayenne

The 2006 Cayenne carries over virtually unchanged. A 2007 model is likely to debut mid-2006 with revised styling and added power. With sales sagging 23.2 percent year-to-date, the Cayenne needs some spicing up, no longer able to rest on its laurels as high fuel prices help force SUVs out of favor.

Being small (for an automotive manufacturer) and traditionally dedicated to sport coupes and convertibles, Porsche partnered with Volkswagen to develop the Cayenne. It shares the platform and some mechanicals with the VW Touareg. The forthcoming 2007 Audi Q7 will be yet another iteration of this platform (VW owns Audi).

While the Cayenne has a profile similar to the Touareg's, Porsche designers did their best to infuse it with Porsche styling cues. This is most noticeable at the front end, where large air scoops under the headlamps mimic those of Porsche's 911 Turbo and GT2 models. The result is less than cohesive, and some find the Cayenne ungainly.

The base model comes with a 3.2-liter V6 engine that delivers 247 horsepower, which is adequate, but uncharacteristically ordinary by Porsche standards. Meanwhile, the Cayenne S version features a much more powerful 340-hp, 4.5-liter V8, which launches this 6,750-pound vehicle from zero to 60 miles per hour in a respectable 6.8 seconds.

There's an even more extreme Turbo model with a twin-turbocharged V8 cranking out 450 hp. It can sprint from zero to 60 mph in just 5.2 seconds, but costs $33,000 more than the Cayenne S.

An available turbo-power kit boosts the turbocharged V8 engine's output to a staggering 500 hp, and adds upgraded brakes and suspension components to handle the extra power.

A five-speed manual transmission comes standard on the base model. An optional Drive-Off Assistant system, available with this transmission, automatically applies the brakes when the vehicle comes to a halt on steep grades to prevent it from rolling back when the driver takes his or her foot off the brake to engage the clutch and begin moving. A six-speed automatic gearbox with Tiptonic manual-shift capability is optional on the base Cayenne and standard on S and Turbo models.

Porsche designed the Cayenne to be as capable off-road as it would be on asphalt, if only to silence SUV traditionalists who would otherwise dismiss it as an SUV poseur. In reality, few owners likely take their Cayennes anywhere close to a trail and the vehicle would probably sell just as well (or better) as a sportier car-based crossover.

Porsche didn't sit still after the Cayenne's launch in 2003, adding a V6 drivetrain that opened the model to a larger group of buyers and more useful standard equipment and option packages. For 2006, in synch with its philosophy of adding even more power during a model's life cycle, Porsche offers the 510-horsepower Cayenne Turbo S, which takes the concept of a SUV muscle car to a highly rewarding extreme.

New features for 2006 include a new ignition key with separate lock and unlock buttons; new front airbag technology; an electronic logbook; an update to the Porsche Communication Management system that allows it to play MP3-encoded CDs; and a cellphone module that hooks into PCM. Optional equipment includes Offroad Navigation that lets drivers trace their way back to a starting point, even when the area doesn't appear on the nav's system's internal map. Wider rear 20-inch SportTechno wheels, an independent interior pre-heating and pre-ventilation system, new Dark Olive Metallic exterior paint, a new Sand Beige leather-wrapped steering wheel and seats with the Porsche crest embossed on the headrests are among other new options.

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Porsche Boxster

2007-10-02T17:03:00.001-07:00

Porsche Boxster

The Boxster is a sports car distilled to its purest form: sleek, seductive and uncluttered body wrapped around a superbly balanced chassis and exciting engine. The Boxster’s mid-engine layout is considered by many enthusiasts to be the quintessential sports-car setup, allowing for ideal weight distribution in aid of excellent handling.

Unlike the original, the current base model is powerful: it has a 240-horsepower, 2.7-liter six-cylinder engine controlled through a slick-shifting five-speed manual transmission. With a relatively low curb weight of around 3,000 pounds, the base Boxster sprints to 60 mph from a standstill in an impressive 5.9 seconds.

For those who want more, the Boxster S features a 280-hp, 3.2-liter six-cylinder and a six-speed manual transmission that allows a zero-to-60 mph dash in 5.2 seconds. Both models can be equipped with a five-speed Tiptronic automatic transmission that offers manual gear selection.

Handling is impressive, thanks to the rear-wheel drive, mid-engine layout. The car rides on a sophisticated suspension and has variable-ratio power steering. Traction and stability control are standard — the latter can be disabled for those who like spinning the tires to slip and slide through turns — as is four-wheel antilock disc brakes with an Active Brake Differential to help modulate brake force.

Porsche’s Active Suspension Management System is optional and allows the driver to select suspension stiffness and ride height (variable by 10 mm). Seventeen-inch wheels and performance tires are standard, with optional sizes up to 19 inches in diameter.

The powered top is easy to use and features full sound and weather insulation and a heated glass rear window. An optional removable hard top is available for winter driving. Two trunks — one front and one rear — provide a surprising amount of storage.

Boxsters come well equipped with a long list of standard features, including head-curtain airbags, the power-operated top, heated washer nozzles and a speed-dependent extendable rear spoiler. The options list is extensive enough, but Porsche goes a step further, allowing owners to customize exterior and interior trim with a plethora of paints, finishes and materials.

Acceleration always produces mechanical music, while a shifter that only reeks of positive engagement and a progressive, user-friendly clutch pedal mean you'll never get tired of shifting up and down the range. Keeping up the revs unleashes the flat 6 engine's 240 horsepower (up from 225), which has even this slowest-of-all-Porsches breaking 60 MPH in a tidy 5.9 seconds. Take it up to 159 if you dare, then erase all that speed through the powerful, readable antilock brakes. Whenever you're ready.

But one cannot play boy racer every minute. Truthfully, the Boxster's first impression isn't all favorable. The engine fires to life with a loud, raspy hum right behind your ears. Exiting your parking space proves a chore by hefty steering effort at low speeds, complimented by brakes that are stiff at all speeds. The 2.7-liter engine's ordinary low-end torque doesn't infuse the car with instant motivation. In the city, the long-throw shifter sort of feels like it's been doused in Krazy Glue.

Porsche returned to $40,000 territory with the Boxster, its first new car in two decades. While never less than a thrilling machine, the Boxster's performance was merely peppy instead of pulverizing. The passing of time showed the other three Germans, then an American, then a Japanese all nipping at its heels, often beating its pants off on several fronts. High on price, middling in performance and low on interior elegance, Porsche found itself turning into, well, the Lincoln of sports cars.

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BMW Z9

2007-10-01T17:09:00.001-07:00

BMW Z9

BMW Z9, which will probably feature two seats and a mid-engine layout. In terms of engine options, BMW already has the V10 from the M5, which would easily provide more than 500hp, or even consider two specs with a V8 version taken from the current M3, which still produces over 400hp. The Z9 is also expected to use BMW’s own dual clutch transmission technology, which can shift gears in 100 milliseconds.

Not to be outdone, Mercedes is also considering a similar project with the P8, in collaboration with its AMG tuning house. But with the SLR already in its stable, Mercedes may simply be looking for a mid-engined alternative to the Mercedes-McLaren SLR. There are rumours that the P8 could have gullwing style doors similar to the 300SL, and that the engine would be the 6.2L V12 from the CL63. The P8 is expected to cost around €150,000.

Audi, BMW, and Mercedes will all use lightweight aluminum and space frame construction, and with the choice of engines that these manufacturers have there is no doubt that these cars will be devastatingly quick – after all, an M5 engine used to propel a four-door luxury sedan would be like a sledgehammer in a lightweight two-seater sports car. We can’t wait.

Though the body panels on this prototype probably have some small German village wondering what happened to all of its trash cans, there is much we can deduce about the successor to the limited production Z8 (below right), thought by many to be one of the most beautiful cars in BMW’s illustrious history.

For starters, obviously, this is a two-seat convertible. But rumor is that a folding hardtop will be an option, and we have on relatively good authority that the Z9 will be offered as a curvy coupe, too (the better to go after the Ferrari 599GTB with, we surmise). We imagine both cars will share the B-pillarless windows—which include the trademark “Hoffmeister Kink” in the C-pillar area. It appears that the vehicle is a bit less than 180 inches in length, while weight estimates put it in the same league as the Chevrolet Corvette.

The long nose further suggests that, like the Z8, the engine will be front-mid-mounted, with rear-wheel drive. The portholes on the side indicate that it will be yet another vehicle to feature trendy fender vents, although at least BMW can claim to have been doing them ever since the legendary late-50s 507 roadster (the car which itself provided the inspiration for the Z8 and thus the Z9).

As for what’s lurking beneath what’s certain to be a more lovingly sculpted hood than the one we see here, we estimate that base Euro-market models could get the 335i’s turbocharged, 300-hp 3.0-liter inline-six, while U.S. models would get the upcoming M3’s V-8 delivering over 400 horsepower to start, with the M5/M6’s splendid 5.0-liter 500-hp V-10 and possibly a 6.3-liter V-12 with more than 600 horsepower available as upgrades. BMW’s SMG is certain to be offered, but whether BMW will give us a traditional manual transmission is unclear at this point.

The BMW Z8

2007-10-01T17:06:00.000-07:00

The BMW Z8

The exotic styling of Z8 will echo the Z07 concept car very closely. The broad kidney grille and small xenon headlights faired in by glass covers flow into a long bonnet with muscular wheel arches and wide doors rounded off by a shapely yet purposeful tail with four large tailpipes. The Z8 will even bear the typical 507 air scoops on its front wings whilst a luxurious leather interior will be set off by a central instrument binnacle redolent of the great era of convertible cars.

Under the skin of its flowing body, the Z8 is pure technology. Built on an aluminium alloy spaceframe and carrying an all-aluminium body, with the exception of the bumpers, the Z8 will ride on aluminium suspension components, as pioneered on the BMW 5 Series. The entire front axle and subframe of the Z8 is fabricated from this weight-saving material. New rack and pinion steering provides outstanding road feel whilst new double spoke 18 inch alloy wheels (8 inch front, 9 inch rear) are mounted with 245/45 R18 and 275/40 R18 run flat tyres.

The power unit for the BMW Z8 is no less than the five litre eight cylinder engine from the M5. Producing 400 bhp and 500 Nm of torque and driving through a manual six speed gearbox, the Z8's performance more than matches its looks - 0-62 mph in under five seconds, whilst 0-62 mph and back to zero in less than eight seconds proves it stops as well as it goes.

The Z8 comes equipped with a 4.9 liter V8 with a monster 394hp. Standard features include leather, ABS, 18 inch alloys, 6 speed manual transmission and vehicle navigation system.

The Z8 is a reincarnation of the 1957 roadster called the 507. I must admit, before the Z8, I had never heard of the 507 and now that I have seen pictures, I wonder what took BMW so long to bring this classic back from the dead. The 507 was similar to the E type Jaguars of that time and I found it more appealing than the mighty M1 minus the drive train.

The Z8 features numerous meticulously crafted features such as the all aluminum frame and body. The body is assembled similar to today's jet aircraft in that it requires several rivets and the frame is assembled by hand with several series of tig welds. The end result is super light and strong integral frame and body. You don't see many rivets in today's automobile construction largely because there is only one other all aluminum automobile on the market, the Audi A8. BMW put everything into this car; it appears they would stop at nothing by creating this wonderfully crafted roadster that will be compared to several vehicles that are more expensive. This car is also a “daily driver”; if you can contain your pedal pressure, it will perform in a civilized manor without any complaints. In short ,the Z8 has everything except the stunning blonde that this babe mobile demands. The end result is a body that is smooth, slippery and most of all sexy.

The Z8's most attractive feature, in my opinion is the all aluminum 5.0 liter V8. This is same engine that launches the M5 minus a few extra pounds, almost 500 pounds depending on the few options available in either car. This smooth and quiet screamer features dual overhead cams and 4 valves per cylinder. This engine has 11 to 1 compression ratio that helps the little 302 put out a hefty 400 bhp and 369 lb-ft of torque. The valve train utilizes Double VANOS, which is BMW's version of variable valve timing that is partially responsible for the split personality of a little toy at idle and a more than capable racer on acceleration.

Bentley Continental

2007-10-01T17:05:00.000-07:00

Bentley Continental

First Impression - the Bentley's Traction Control

John Crawford, Director of Public Relations for Bentley in the US, smoothly stopped the shiny red Bentley Continental GT, pulling over into the gravel on the side of the road. We got out and swapped sides, and with a frisson of excitement, I sat behind the impressive steering wheel. John noticed me admiring it and proudly told me 'A master craftsman spends 13 hours to hand stitch the leather on the steering wheel alone - about as many man hours as it takes to make an entire Ford Taurus'.

I wondered who was more nervous at me being cut loose behind the wheel of the 552 horsepower twin turbo-charged W-12 (two V-6's mounted side by side on the same crankshaft) super sports car. I adjusted the mirrors, and thought about what every person must surely dream of - a full throttle start in gravel.

I dialed a firm sports setting into the computerized suspension management system - just in case....

'This thing really does have traction control?'

'Yes, it is an all wheel drive vehicle with full traction control on all wheels' John replied.

'Okay, so hang on!'

I gripped the steering wheel tightly, ready to react to the car fishtailing wildly out of control, then firmly pushed the accelerator all the way, hard to the floor boards.

So what did the six litres, twelve cylinders, 552 horsepower and 479 ft lbs of torque do? They behaved perfectly. With only the slightest bit of wheel chatter, the car smoothly accelerated, almost without disturbing the gravel. Amazing.

I steered the car onto the road, and with the better traction, the car took full advantage of its incredible power. I blinked and almost missed the rev counter whip around to touch the red line at 6600 rpm in first gear, then in a silky smooth change under full power, it really started to work in second gear and quickly climbed up to red line again before shifting into third.

By this time, something more than the 4.7 seconds it takes the Continental GT to rocket up to 60 mph had passed, and I'll plead the Fifth Amendment rather than disclose the number indicated on the speedometer when I eased off the gas pedal several seconds later. The car has a rated top speed of 198 mph, and several people claim to have exceeded 200 mph.

I had a quick look in the rear vision mirror - as if any other car would be anywhere in sight behind us after that take-off! I noticed something new reflected back at me. The Bentley has an automatic aerofoil that deploys above a certain speed, and we were definitely now traveling above that 'certain speed', although I had to rely on the speedometer to be sure of this. It felt much slower.

As we continued along the road at a speed State Troopers rarely see on their radar guns, the interior was quiet and the ride perfectly smooth and self-assured. Classical music from a local radio station bathed us in beautiful sound. Monster sports car it may be, but not in a sense of unrefined brute strength - the Bentley is utterly luxurious to look at and to drive in.

Wow. First impression - overwhelmingly positive.

Second impression - The Continental GT's transmission

Now for the fun part of the drive (and you thought a full throttle start from gravel was fun!). We were approaching a windy section of road, going uphill and with a lovely hairpin halfway up. I'd been driving slowly for a while so as to ensure we'd then have an open road ahead with no cars to interfere with the high speed hill climb.

The lovely ZF automatic transmission has six forward gears, and shifts between them almost imperceptibly. But for what I had in mind, I wanted to be in control of the gears myself. The Bentley Continental GT has two ways to over-ride the auto transmission, and I moved the shift lever from its 'Auto - Drive' position across to the manual shifting 'Tiptronic' setting, where you control the gears and the shifts manually.

John noticed and made a suggestion. 'Why don't you use the paddles, instead? You have much more control and don't need to take your hands off the wheel at all.'

Similar to two more turn indicator stalks, there were levers on either side of the steering wheel; what Bentley call 'paddles'. You press the left one down to shift down a gear, and the right one to shift up a gear. If 18 seconds pass with no more gear change requests from you via the paddles, the car settles back into full auto mode.

On one of the two multi-function computer displays, it shows the gear that is being used. Currently it was showing 5, and I experimentally flipped the left hand paddle. The rev counter climbed, the indicator shifted to 4, and presumably we had changed down a gear. It was hard to tell, because the shift was so smooth. I flipped the left paddle again, and this time noticed a change in engine noise along with the further increase in revs, and the indicator now read 3.

Okay, so with that as a mini training course in operating the paddles, I concentrated on enjoying the curves ahead. John had been steadily talking away - there's so much to say when the topic is the new Continental GT, after all - but his voice trailed off as we headed into and around the first corner. Brave man that he is, he never once demurred as we whipped around the corners, and I found myself absolutely loving the paddles, as well as every other part of the car, flipping the gears up and down as we snaked around the hill. Neither the car nor the passenger complained, and the car was stunningly sure-footed, giving no hint of the 5200 lbs of body weight that it carries.

Wow again. Second impression - I want one!

Third Impression - Demure and well behaved

Disaster struck! Well, don't get the wrong idea, please. In this context, disaster was defined as coming up behind another car and being forced down to its speed.

Allow me to speak hypothetically for a moment... If one was driving a Bentley Continental GT and found oneself stuck behind a slow vehicle (and, let's face it, compared to the 198 mph maximum speed of the Continental GT, all other cars are slow!), then the amazing power and low down torque could get you past the car in front, even if only a very small amount of clear road ahead existed, and even if there was a double yellow line, which surely only applies to normal cars and drivers, not to Bentley Continental GTs and those privileged to drive them!

Anyway, back to the narrative, and with the other car now behind us and receding into the background....

We were approaching a built up area, so we slowed down to a safe slow speed. I wondered how the car would react when being asked to behave 'normally' at low speeds in urban areas.

It was perfectly docile. It was as controllable as a regular car, and was easy to smoothly slow and stop, and then to gently start up from the lights again just like the other cars around.

Wow again - but, uh oh, this is a car the wife will want to drive just as much as the male driver in a household. Maybe we'll have to buy two!

Fourth Impression - A crowd pleaser

We parked and left the Bentley for a bite to eat. When we returned, three ladies were crowded around and admiring the car. Plainly, they had no idea what exactly a Bentley Continental GT was, but they knew a good looking super-car when they saw one.

How proud I was to walk up to it and step inside, looking for all the world as if I owned it. Which, alas, I do not.

Still more wow.

A quick history of Bentley

Like most people, I was vaguely aware that Bentley was formerly part of Rolls-Royce, and both Rolls-Royce and Bentley had now been sold to German companies. Now I know more, and you can, too.

The company was founded in London by Walter Owen Bentley immediately after the First World War, in January 1919. WO Bentley had designed two very successful airplane engines for the war effort and was given an £8000 gratuity for doing so - a huge amount of money in those days, and enough to fund the establishment of Bentley Motors.

The first car went into full production in 1922, and in 1924 Bentley scored the first of a series of five wins at the 24 hr Le Mans Endurance Race, with its record for the most wins standing until being bested by Jaguar in the 1950s. The new Bentley organization returned to Le Mans and won a sixth time in 2003.

Bentley built up a deserved reputation based around what we'd call in these times a 'mission statement' but what was simply a statement of WO's - he said his goal was to build 'a fast car, a good car, the best in its class'.

The depression affected Bentley's sales and the company was bought by Rolls-Royce in 1931. This acquisition was primarily a defensive move by Rolls-Royce, preventing Bentley from becoming a revived competitor as would have been the case if the other bidder for the company (Napier) had succeeded in its tender.

For much of its Rolls-Royce ownership, the Bentley marque languished, with Rolls-Royce often simply rebadging its own cars as Bentleys. Although Bentley sales originally represented as much as 60% of combined sales, this number steadily diminished and at the low point in the late 1970s represented a mere 5% of total factory production.

Then Roll-Royce rediscovered Bentley's roots - high quality high performance sports touring - and brought out, in 1980, the Bentley Mulsanne. The public received this car, and its future derivatives, with enthusiasm, and Bentley's share of total Roll-Royce production steadily climbed. By 1989 it represented half of all cars made.

Bentley's success continued, and in 2002 - the final year for Rolls Royce production at the Crewe, England factory, Bentleys outnumbered Rolls Royce cars by ten to one.

In 1998 it was the turn of Rolls-Royce to be sold, and the company ended up having its Rolls-Royce brand sold to BMW and the Bentley brand plus its Crewe factory sold to Volkswagen.

Volkswagen proved sympathetic to Bentley and in large part limited its role to providing funding and encouragement, with an investment of £500 million ($900 million) being made into updating the factory, re-engineering the cars and developing an all-new car model.

This new car model became the Continental GT. It was designed in record time, and first appeared at the Paris Motor Show in September 2002. Deliveries started in the UK in late 2003, by which time there had already been more than 1000 orders placed in the US.

95% of these buyers ordered and paid a deposit on the car without ever seeing or driving one - a great leap of faith when you consider that 85% of buyers have never owned a Bentley before.

More about the new Continental GT

I'm not going to recite all the countless features of the car, nor point out its very occasional shortcoming. Plenty of traditional reviews will do both these things for you.

Instead, I want you to understand the distinctive feel of driving a Bentley. If - like in my own wilder moments - you love to drive a powerful car hard and fast, you'll delight in this car. It has an extraordinary torque curve - more like a flat line, with maximum torque being reached at only 1600 rpm and staying constant all the way to redline at 6600 rpm.

There is almost no lag and no fuss when the twin intercooled turbochargers respond to your request for power, and no complaint if you step hard on the massive brakes that quickly arrest the vehicle's forward motion. It handles obediently and obligingly, and its electronic traction and stability controls together with all wheel drive act to get you out of problems in an almost miraculous way.

If your preference is to enjoy a luxurious and ultra-reliable every day driving experience (at last, this need not be an oxymoron!), then the Bentley is also the car for you. The car I drove already had 4500 miles on the clock, but looked and felt brand new with no sign of any wear and tear.

The car is perfectly willing to quietly amble along in regular traffic, with only the occasional throaty burble (which you can hear if standing by the side of the road, but not when inside the car) giving hint to the untapped reserves of power under the hood. It is easy to park and maneuver, and I'm told the car is proving very reliable as a daily driver. For this reason, many purchasers are using their car for exactly this purpose - as a regular driving car, rather than a special occasions car.

Ground clearance - a problem with some super sports cars - is normal, and can be raised if necessary, and automatically lowers at speed. It has front air-bags, and both mid and top level side airbags.

Inside, everything is double stitched leather, solid wood, or metal. There is no plastic or vinyl. Even the headliner is leather, and in total, 11 hides go into finishing every car.

The two rear seats are nicely contoured for comfort, and while leg room is not generous, it is adequate if the front seat is not all the way back. A surprisingly roomy trunk has room for luggage of two or more people, plus golf clubs or skis as well.

Plenty of electronics are available to play with if you wish, but you don't need to read the user manual before stepping in and driving off. However, if you do want to read the user guide, it is available online in the car's computer system as well as in traditional printed manual form. The electronics assist rather than interfere with the driving experience.

The car is best considered as the latest example of a 'Grand Touring' car - a vehicle designed for the best compromise between maximum comfort and performance. This is a car to enjoy on long road journeys. It feels reliable and unbreakable, while still having the panache and performance to make it a worthy vehicle to star in the next James Bond movie.

The Bentley Continental GT was named '2004 Car of the Year' by The Robb Report, who said, in bestowing the honor 'no other high-performance vehicle [that] delivers this amount of security at speed and this level of distinction, elegance, and comfort.' I agree with their choice and comments.

The Continental GT - available for sale, but not delivery

So now you probably want to rush out and buy one?

US deliveries commenced in late May 2004, and some 800 have been delivered by early October 04. There remains a six month waiting list on getting a car, although I've seen people offering to sell their waiting list places on eBay for $25,000 or more, and a local luxury car company is selling a 'second hand' (but never driven) car for $50,000 more than the new car dealer list price.

The car lists at the 37 Bentley dealers in the US for about $150,000.

Update, April 2006 : The car is now listed for $165,000. And the waiting list is now nine months long, and a staggering 18 months if you want one of the new convertible GTC cars, just released this month.

$150,000 - A good value?

Readers will know I'm usually fairly cynical about highly priced products. But in the case of the Bentley Continental GT, I find myself enthusiastically accepting its $150,000 sticker price as a great value.

My current car is a Jaguar XJS and a new replacement Jaguar would cost $74,330. So the Bentley is almost exactly twice the price.

Is it twice the car? Well, it goes 33% faster, has nearly twice as many horsepower and 50% more torque, and weighs almost 50% more.

But these numbers don't describe the driving experience. I love my Jaguar very much indeed and have proudly owned it for ten years, and just a couple of days earlier had taken it for a lovely 550 mile drive to Spokane and back on Wednesday, glorying in its comfort and power.

Alas, my wonderful Jag pales beside the new Continental GT. Yes, the C-GT is indeed twice the car (or more).

Sure, the Bentley costs more than a medium sized condo or good sized boat, but if you're considering such a car, you probably already have all the real estate and boats you want or need. The $150,000 sticker price is also very much less than the other current Bentley - the Arnage, which costs between $200,000 - $250,000, and by Bentley standards, the Continental GT is the lowest priced and best value Bentley ever produced. It is also the first all Bentley car released in 73 years, and the only Bentley ever to have all-wheel drive.

By borrowing technology from family members such as all-wheel drive from the Audi A8 and the basic chassis from the VW Phaeton, the Bentley design team have been able to develop the car far more quickly and for much less cost than would otherwise have been the case. And by commendably choosing to sell at a lower price point and in larger numbers, Bentley have ended up being able to sell a car at $150,000 that could credibly be priced at $200,000 or more.

You will probably buy the car without any options, but if you so desire, several options are available, including massaging front seats and a jeweled gas tank filler cap!

A curious and disappointing contradiction on the value and qualify issues was the pathetically short warranty offered. It offers a 3 year/unlimited mile warranty - the unlimited miles sounds generous, but few people are likely to put a huge number of miles on their car during the three years of coverage.

Why only three years? Why not four or five, same as for many other upmarket cars? Indeed, why not make a statement and make is six or more years!

The Continental GT and the Continental Flying Spur

The Continental GT has few competitors. Perhaps one of its strongest competitors is its stable-mate, the Continental Flying Spur. Read our review of the Flying Spur to understand the similarities and differences between these two wonder-cars.

The Bentley Continental is fast yet poised and graceful, and it doesn’t hurt that the car sports a prestigious badge either. The Continental is the fastest four-door production car in the world, and is expected to out sell all of the marques saloons.

Bentley has strategically positioned the car in a gap in the market between common luxury saloons and the extremely expensive Maybach and Rolls Royce.

Essentially Bentley, have managed to not have any real competitors in its sector.

The Bentley Continental is not cheap by any means, but the purchase price is offset somewhat by the high level of standard specification that is offered. The car offers buyers a whole lot more in the way of power and style as well.

The Bentley Continental impressive 6-litre twin turbocharged W12 engine provides 552bhp with four wheel drive and a paddle operated gearbox. The car is mechanically sound and impressive in all aspects.

The car’s interior is equally impressive and fully lives up to Bentley quality. All of the instrumentation is quality made with a premium feel. The Continental is sure to impress even the toughest critic.

Bentley Arnage

2007-10-01T17:04:00.000-07:00

Bentley Arnage

The Arnage Diamond Series resurrects Bentley’s “Flying B” hood ornament, which hasn’t seen use since the T Series of the late 1970s. Seven paint colors — called “heritage” because they were available on Bentleys in the past — are unique to the Diamond Series. But customers can opt for any of the 41 exterior paint and 27 interior leather options available on other Bentleys.

More than half of all Bentleys are customized beyond the staggering standard list of choices, with the company’s Mulliner division able to satisfy virtually any whim. Bentley even offers armoring for VIPs seeking extra protection.

The Arnage R Diamond Series is mechanically identical to the regular Arnage R, equipped with a twin-turbocharged 400-hp 6.75-liter V8 and a double-wishbone front and rear suspension.

A four-speed automatic is the only available transmission. The Arnage gets an estimated 10 mpg city/14 mpg highway and therefore is subject to a federal gas-guzzler's tax.

The Bentley Arnage has no trouble competing in one of the most exclusive markets in the world. The luxurious saloon is not just about luxury, it delivers exceptional performance as well. The car’s exterior is all about style and taste and is sure to give the competition something to think about. The Bentley Arnage is based primarily on past technology, a continuous process of improving and enhancing has helped to keep the car modern and at the top of its class. The exterior has managed to change very little over the years but has included some very modern touches such as the smart 19-inch alloy wheels and high intensity headlamps. The Arnage has a strong sense of tradition that is a large part of the car’s appeal. Inside the Bentley Arnage is even more appealing, thanks to the luxurious interior. The interior is composed of only the highest quality material. Many colours are offered to suit the tastes of buyers, and the cabin boasts a hidden sat-nav screen, climate control and audio systems. The Bentley Arnage can be specified to suit the particular requirements of the buyer. As well as choosing an exterior colour and wheel options, the buyer may select a main and secondary leather colour, the colour and finish of the wood, stitching, carpeting and even door panels. This is a very generous offer on the part of Bentley and most manufacturers do not offer such a deal.

The new Bentley Arnage looks very much like the Rolls-Royce Silver Seraph. The body shape is the same but the difference is in the detailing. There is less chrome on the bumpers and the Arnage has massive 17-inch five-spoke alloy wheels. The best bit is definitely the grille, which seems to change shape as you view it from different angles.

The monstrous V8 engine which has the ability to reach maximum speeds of a 150mph and accelerating from 0-60 at a whopping 6 seconds is not always just a mean machine, it has the luxury of a rolls royce and the driving sensation of that of a porsche 996 carrera.

Bentley Azure

2007-10-01T17:01:00.000-07:00

Bentley Azure

The 2007 Bentley Azure continues the classic English fashion of beautifully finished leather and wood surroundings arranged for a classic old-world feel, and the extensive selection of carpets, wood and hide colors leave ample room for a personal touch. The impression of unfettered luxury is somewhat spoiled by cheap-feeling switchgear, a steering wheel that can't telescope and aesthetically mismatched stereo and navigation systems that are difficult to use. Such are the complications of installing modern electronics in an interior that was never designed with such technology in mind.

The new Azure is slightly longer than the four-door Arnage on which it’s loosely based, with the body being all-new from the A-pillar back. The shallower windscreen is raked further back and the B-pillars have disappeared completely, resulting in the side-glass being completely frameless. The overall effect is of a lavish, rakish convertible that looks strikingly better than the Arnage roof-up, and roof-down exposes the sumptuous new full-four-seater interior to the outside world.

Peer underneath the car and you’ll see signs of the engineering that’s gone into the Azure to restore the body stiffness lost during the decapitation process. There are two cross-braces, made from carbonfibre (the 21st century’s wonder material’s first appearance on a roadgoing Bentley), one linking the deeper sills to the front subframe, the other connecting the sills to a reinforced rear subframe. The result is a 300 per cent increase in stiffness compared with the previous Azure, to the point where the new car is as near as dammit as stiff as the Arnage. The result is brilliant refinement and a real sense of robustness when driven over broken tarmac.

Blasting along some Italian autostradas with the hood up showed how far the Azure has progressed. Wind noise was surprisingly low, only becoming apparent at speeds above 110mph, while the nose of the car felt far more agile than that of any 2.7-tonne car has any right to. And with the venerable 6.75-litre V8 pumping out 450bhp and 645lb ft of torque, performance remains on the idiotic side of brisk for such a heavy car (5.9sec to 60, 14.4 to 100). Top speed varies depending on whether the hood is raised (174mph) or lowered (166mph), the transition taking just 25 seconds (apparently Bentley had it down to 22sec but felt that part of the folding process looked too hurried to be completely graceful so slowed it down again).

The Bentley Azure may be the world’s most elegant convertible ever. The company is no stranger to producing open topped cars. The Azure, is based on the latest Arnage chassis, and shares much the same look to the front end. The cabin and rear of the car have been completely redesigned.

The car’s new exterior design is very flattering and hints at what the car is capable of. This is not a false impression either, the car boasts a twin-turbocharged V8 engine under the bonnet, and produces no less than 450bhp.

The Bentley Azure provides an excellent suspension system, braking system, and excellent steering as well. The car is fresh and exciting, and for those who can afford it this is the sports car to have. It provides the best in everything, looks, performance and style. The car is not all that economical but buyers who purchase the Azure are not likely to be concerned with the car’s practicality or economy.

The Azure will follow in a long line of quality premium convertibles that have been produced by the company. The car delivers an extra sporty ride and will not disappoint buyers on any front.

The Bentley Azure will be an expensive car to purchase and run. The purchase price is high, insurance is very high while poor fuel economy and high running costs will make it an even more expensive. Buyers who purchase the Bentley Azure are not likely ones who are on a budget anway.

Cabin space in the Bentley Azure is adequate. Front seat passengers will be well catered for, while back seat passengers will find space more limited. Headroom is better all-round with the top down. The car has a decent sized boot but the Azure was not meant to be a cargo carrier.

The Bentley Azure’s main controls and dials are all large and functional. The car is not overly complex, yet boasts the latest in technology for a nice blend of tradition and technology.

The Azure provides excellent levels of comfort. The front passengers enjoy good head and legroom, the front seats are supportive yet comfortable. Rear seat passengers will probably not be comfortable for prolonged periods of time.

The Bentley Azure is highly accessible. The doors open wide and provide easy access. Access to the rear seats is somewhat limited due to the limited space in the back. Of course access to the car’s cabin improves greatly when the top is down.

Parking the Azure is a fairly simple process. The car provides decent visibility and the car’s steering and size make parking the Azure an easy task. The car’s extremities are easy to judge and even the most squeamish of drivers shouldn’t have any problems.

For 2007, Bentley is reintroducing the Azure. Where it was once based on the old Continental, this time the Azure is related to the current Arnage sedan. Of course, the Arnage isn't exactly the pinnacle of modern design, but Bentley's engineers have done considerable work to make it suitable for topless duty.

The Azure's new structure is dramatically stiffer and promises better road isolation and handling ability. Also updated is the engine. As in other 2007 Bentleys, the 6.8-liter V8 gets a new set of twin turbochargers this year and a 450-horsepower output. Also significant is the move to a six-speed automatic transmission, a welcome upgrade over the old four-speed. Fuel economy, blunted by the car's approximate 3 tons of mass, still barely manages to rise into the double digits, however.

The Azure's interior is unmistakably Bentley. Generous helpings of burl walnut wood create a unique appearance as soft leather cossets the two front thrones. Expect less comfort for the rear pair. And expect frustration when trying to operate the unfriendly and unattractive audio and navigation controls -- the side effect of imposing modern technology on an old-fashioned cabin design. Fortunately, restoring the smiles is as easy as powering back the Azure's enormous fabric roof.

Jaguar S-Type

2007-09-30T16:49:00.000-07:00

Jaguar S-Type Car Review

The Jaguar S-TYPE 2.7 V6 Diesel is available in Classic, S, Sport and SE specifications with the choice of either a 6-speed manual or 6-speed automatic transmission (£1350 option). Prices for the diesel model range from £28,895 for the S-TYPE 2.7 litre V6 diesel 6-speed manual to £32,895 for the SE 6-speed automatic.

For decades the Jaguar brand has been synonymous with performance and desire and with the introduction of the S-TYPE Diesel Jaguar are able to compete in the diesel marketplace with rivals Audi, BMW and Mercedes-Benz.

The S-Type comes standard with remote central locking an alarm system, and an engine immobilizer. A vehicle recovery system is available from the options list.

Jaguar offers an Adaptive Reactive Technology System (ARTS) on the Jaguar S-Type. The system measures the severity of the impending crash and the height and weight of passengers and deploys airbags accordingly. Energy absorbing seats help to absorb and counteract the effects of a collision. Along with these amazing and innovative safety systems Jag has also included the usual more traditional systems as well, such as ABS and the usual traction devices.

The S-Type comes equipped with a standard CD stereo player with automatic volume control. There are also many impressive options available such as a sat-nav system, a TV system, and a car phone system.

The Jaguar S-Type looks most attractive in darker colors such as green or black. The Jag’s interior also looks better in darker shades of leather and trim. Some models come with an aluminium choice as opposed to the more traditional wood trim.

The S-Type is capable of reaching 60mph in just over eight seconds. The car produces enough power to keep even the most demanding driver entertained. The S-Type is very comfortable at cruising speeds and during long distance trips.

The Jaguar S-Type could technically be used as a family car because it provides adequate space, but the car was not really designed to be kid friendly. The interior will not do well with the abuse that children and families dish-out.

The S-Type will not be a practical first car for many new drivers. It is attractive but it comes with a high ticket price and insurance rates will be high as well. Not to mention the S-Type may be too powerful for a novice driver.

In any other market sector Jaguar would be far ahead of the competition, but in its class it has to compete with several big names and even with all that the S-Type has to offer competition is still steep.

Compared to the competition the S-Type offers a relatively low purchase price. More seasoned drivers will enjoy lower insurance rates. The diesel engine could qualify for a tax break and will provide good fuel economy and enhanced performance.

The Jaguar S-Type provides adequate space for passengers and the boot is a good size and easily stores shopping bags and similar items. Rear seats fold down in order to provide even more storage space.

The S-Type’s fascia is organized and uncluttered. The dials and knobs are easy to use and the car’s displays are large and easy to read. Basic controls are duplicated on the steering wheel for the driver’s convenience.

Front seat passengers enjoy plenty of head and legroom while rear passengers enjoy slightly less headroom. It should be sufficient for most passengers but taller passengers may have some difficulty.

Access to the car is extremely good. Large door apertures and high floors make for easy access. Boot space is decent but a low boot ceiling limits storage space. The S-Type is not so easy to park due to limited visibility and the difficulty of judging the long bonnet. Front and rear sensors are available on the options list and are strongly encouraged.

The Jaguar S-Type is an executive saloon with extremely sharp looks and a V-6 diesel engine. The S-Type is giving Jaguar a much needed image boost. The new model boasts a better quality feel and a luxurious touch that had been left out of previous models.

The Jaguar S-Type diesel variation has the car’s competition standing on edge. The car’s low running costs and high level of performance have made the car an attractive choice for business executives who do a lot of traveling.

Minor changes to the Jaguar S-Type exterior and interior design have revamped the car and modernized the car’s features. In some of the sportier versions aluminium trim is included in place of the more traditional wood trim.

The Jaguar S-Type new exterior design boosts the car’s image and appeal, but the power and torque of the diesel engine help to boost driver appeal and enhance the car’s overall performance capabilities. The engine is quiet and makes for a smooth and enjoyable ride.

The Jaguar S-Type diesel engine helps boost fuel economy and should help to keep running costs down. The car’s low boot ceiling can limit storage space, and limited visibility can make parking a bit tricky, but overall the S-Type provides a really good driving experience.

Jaguar X-Type

2007-09-30T16:45:00.000-07:00

Jaguar X-Type Car Review

The 2008 X- Type looks great.. On the outside, those wide 17-inch diameter X-7 Flute alloy wheels indicate the pulse-raising performance of the 227- horsepower, 3.0-liter V6. On the inside, as soon as you open the door, you´re aware of the scent of leather-trimmed seating surfaces. Slip into the driver´s seat, and take in the warmth of rich wood veneer. Automatic climate control with pollen and odor filter creates a refreshing environment, summer or winter. The high performance sound system works in perfect harmony with the quiet 3.0-liter V6. Lastly, the optional Sport Package provides a dramatic alternative, with gray- stained birds-eye maple veneer and highly contoured sports seats. With features like these, it's no wonder that all 2008 Jaguar X-Type reviews have been glowing. Don't take our word for it, though - see for yourself.

The Jaguar X-Type was not designed to be a family vehicle. It could accommodate a small family quite easily but the car’s expensive interior may suffer, and limited boot space may prove to be inadequate.

The X-Type experience begins under the hood, where these cars boast some of the most impressive engines known to man. First, the 2.5 liter V6 packs an impressive 192 horsepower, which in practice means a zero to sixty mph dash of just 7.9 seconds with the standard five-speed manual transmission. Advanced technology works behind the scenes to achieve this power and speed, including continuously variable intake camshaft timing for optimum engine performance. Jaguar´s Traction 4 all-wheel drive gives exceptional grip under all conditions. With the 3-liter V6 X-Type, you´re in charge of 227 horsepower that can propel the vehicle from zero to sixty mph in a lightning fast 6.6 seconds with the manual version, and 7.1 seconds for the standard automatic. Both cars offer quiet power that lets you cruise across continents in calm comfort, and a continuously variable intake camshaft timing and a variable geometry intake manifold deliver effortless performance across the band. Jaguar experts agree that 2008 Jaguar X-Type technology takes care of everything.

This is not likely the best choice for new drivers. The purchase price is high as are running costs and insurance rates. Fuel economy is not the best and the car could prove to be too expensive for a novice driver.

The Jaguar X-Type compact prestige saloon is loaded with a generous standard package, performs excellently, is attractive and fun to drive. The problem is people still associate the Jaguar name with large, costly, luxury saloons. It may take some time for the concept and the name to click in the minds of buyers.

The Jaguar X-Type comes equipped with a decent stereo system which is not unusual for a Jaguar. There are several options available including power amplifiers, CD changers, sat-nav and Bluetooth telephone provision.

All the traditional, sombre Jaguar colour options are available, but the cars exterior looks best in a black or dark green. Light colours look decent too, if combined with minimal chrome trim. The car’s cabin looks mosre sophisticated and refined in black leather.

The new Jaguar X-Type was designed to appeal to younger buyers and Jag had high hopes of stealing buyers away from big names such as Audi, BMW, and Volvo within this class. Unfortunately the car didn’t quite bring Jag the results that the company had hoped for, but nevertheless, the company did get some results.

The X-Type did attract buyers who had previously found other models of Jags too expensive or just too big. Ford has taken many of the components from the Ford Mondeo that has proven to be very successful and popular and they have used them in the X-Type. The X-Type drives well with the changes and provides a very nice ride.

The Jaguar X-Type looks great and handles well. It has a distinctive Jaguar style, and hasn’t done as well as expected due to customer loyalty to other brands. The X-Type provides a good driving experience and comes with a high level of standard equipment. The car is more than worthy of a test drive.