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New 2007 BMW 328i $From $499/mo 1-888-277-8333 Nationwide Delivery

2007-03-29T13:05:00.000-07:00

BASE MSRP: $35,300

6-SPEED STEPTRONIC AUTOMATIC TRANSMISSION -inc: normal, sport & manual shift modes
METALLIC PAINT
PREMIUM PKG -inc: Dakota leather seat trim, universal garage door opener, auto-dimming exterior mirrors w/2-position memory, auto-dimming rearview mirror w/compass, pwr front seats w/4-way pwr lumbar, 2-position driver seat memory,
BMW Assist w/4-year subscription, Bluetooth interface
SPORT PKG -inc: 18" x 8.0" front cross spoke alloy wheels, 18" x 8.5" rear cross spoke alloy wheels (style 197), P225/40R18 front run-flat performance tires, P255/35R18 rear run-flat performance tires, sport seats, increased top speed limiter
COMFORT ACCESS
BMW ASSIST -inc: auto collision notification, Assist & SOS buttons, Bluetooth interface, roadside assistance, TeleService, stolen vehicle recovery, concierge & customer services
SATELLITE RADIO
PWR FRONT SEATS -inc: 2-position driver seat memory, 2-position exterior mirror memory
DVD-BASED NAVIGATION SYSTEM -inc: 16:9 screen format, voice command system, real time traffic info, iDrive system w/high-function on-board computer, controller w/force feedback
LOGIC7 SOUND SYSTEM

TOTAL OPTIONS:$10,395
DESTINATION CHARGE:$775
TOTAL MSRP: $46,470

2007 BMW 328i Coupe
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New For 2007
The 2007 BMW 3 Series coupe is available in three versions: 328i, 328xi, and 335i. Variables among the models include engines, transmissions, drivetrain and standard and optional equipment. The 328i and 335i are rear-wheel drive; the 328xi is all-wheel drive. The 328i ($35,300) and the 328xi ($37,100) are propelled by a 3.0-liter inline six-cylinder engine that pumps out 230 horsepower and 200 pound-feet of torque. They offer a choice of six-speed manual or six-speed automatic transmission. The 335i ($40,600) also has a 3.0-liter inline six-cylinder engine, but two small turbochargers and special fuel injectors boost the engine's output to 300 horsepower and 300 pound-feet of torque. That power flows to the rear wheels through either a six-speed manual or automatic transmission. The 335i adds matte 18-inch wheels (vs. 17s on the 328i and 328xi), larger brake discs front and rear, chrome exhaust tips, eight-way power front seats with memory on the driver's side and a 13-speaker Logic 7 audio system. Safety features that come standard on all 2007 3 Series coupes include frontal, side-impact and side-curtain airbags; dynamic stability control with several advanced braking technologies including one that helps remove water from the brakes in rainy weather, run-flat tires with a tire-pressure monitoring system. The 328xi features BMW's xDrive system for improved stability in adverse conditions. Standard equipment on all 3 Series coupes includes leatherette upholstery, automatic climate control, xenon headlamps, fog lamps, heated windshield washer nozzles, door handles with ground lighting, adaptive brake lights that alert trailing drivers to harder braking by the BMW driver, a start/stop button rather than a traditional turn-key ignition, power mirrors and windows and locks with remote locking, tilt and telescoping steering column with audio controls on the steering wheel, power front seats, a choice for four interior trims (two shades of walnut, gray poplar or brushed aluminum), a power moonroof, AM/FM/CD/MP3 audio system, front and rear cup holders, fold-down rear seatbacks and a four-year/50,000-mile warranty with free maintenance (including oil changes and wiper blades) and roadside assistance. The rear-wheel-drive 328i and 335i come with Sport suspension much like that which was optional on the previous generation of the 3 Series coupe. Options include automatic transmission ($1,275), active steering ($1,250), Comfort Access ($500) that allows entry (unlocking) and exit (locking) with the key in your pocket or purse, heated front seats ($500), rear park distance control ($350), active cruise control ($2,200), satellite navigation ($2,100), Sirius satellite radio ($595), leather upholstery ($1,450). The Sport package ($1,000) includes sport seats with adjustable side bolsters, 18-inch alloy wheels with performance tires. The Premium package ($3,150) includes leather upholstery, digital compass in the interior mirror, universal garage door transceiver, power folding exterior mirrors, auto-dimming for all three mirrors, memory seats and four years of BMW assist safety plan that automatically notifies emergency services in a collision as well as providing concierge, traffic, weather and other information; it costs less on the 335i. The cold weather package ($750) includes heated front seats, headlamp washers and a ski bag; it costs less on the 328xi.

Walkaround

BMW's design brief for the 2007 3 Series coupe was to give it an elegant yet athletic look that would clearly differentiate it from the four-door sedan introduced a year earlier. While the two vehicles share their 108.7-inch wheelbases, they share no sheetmetal. The coupe is longer and lower and not as wide. By using standard Xenon headlamps, its front light fixtures are smaller, and are nicely set off above the deep front fascia with its wide array of air inlets to feed the powerful twin-turbocharged engine. The hood is long and includes a subtle power dome to indicate that there is substantial horsepower underneath. The hood line, which actually starts down in the front apron, leads up and back toward a roofline that is long and smooth and inches lower than that on the sedan (but don't worry, there's plenty of headroom even in the back seat). The sides of the car feature BMW's flame surface treatment, a design that accentuates the way the light is reflected to make the car look like it's accelerating even when it's sitting still. Even the new rear view mirrors were designed to enhance aerodynamic efficiency. Short front and rear overhangs add to the aggressive profile. One purpose of the design was to lead the observer's eyes toward the rear wheels and quarter panels as a way to visually express that this is a sporty car propelled by its rear wheels. Seen from the rear, the new 3 Series coupe looks wide and low, with prominent tail lamps above dual exhaust tips that provide a visual clue that the car ahead has a powerful engine. While sleek and elegant, the coupe's new body also is strong and lightweight. Compared to the sedan, the coupe is 22 pounds lighter even though it carries more standard equipment. The use of composite materials for things such as the front fenders helps keep the car light and the use of high-strength steel helps keep it strong and rigid, some 25 percent more rigid than the previous generation.

Interior Features

Like the car's exterior, the interior of the 2007 BMW 3 Series coupe is elegant while also being sporty, and roomy. BMW gives 3 Series coupe customers many trim choices, including beige, saddle brown, black, gray and red upholstery and burl walnut, brown or gray poplar or brushed aluminum trim. While the interior has design cues similar to the 3 Series sedans, there are many subtle changes, such as additional tick marks on the gauges. The cockpit will look and feel familiar to BMW 3 Series owners, though they'll appreciate the new ambient lighting system at night and the way their shoulder belts are presented to them by arms that emerge from little doors built into the rear side interior trim panels. It used to be that the driver and front-seat passenger had to reach way back to find their shoulder belts, but now they simply sit down and close the doors and the belts come to them. Particularly impressive is the care given to the rear seating area. For one thing, the rear seat is designed for two people and thus provides them with good space, and even a lot of leg and head as well as shoulder room. They have ventilation controls they can manipulate and lots of storage areas and a wide armrest with cup holders. It's almost like sitting in a small limousine. There are even buttons on the outside edge of the front seats, in the shoulder area, so someone sitting in the back seat can reach up and power the front seat forward to ease exit from the rear of the car. If you need to carry cargo rather than people, the rear seatback is split and each side folds forward to expand the trunk from its standard 11.1 cubic feet of capacity. The trunk lid features compound hinges, not gooseneck hinges that can crush your luggage.

Driving Impressions

The 2007 BMW 3 Series coupe represents the newest and fifth generation of a vehicle that traces back nearly four decades to the BMW 2002, one of BMW's most famous cars and which many consider to be the original European sports sedan (in this case, sedan means four- or five-passenger car with a fixed metallic roof, as opposed to a two-seat roadster or convertible). The new 335i is the first BMW in some 25 years to have a turbocharged engine. BMW was committed to increasing on the 255 horsepower provided by the inline six-cylinder engine used in the previous 3 Series coupe. One way would have been to switch to a V8, but BMW opted to another solution, one that would combine the power of a V8 with the fuel economy of the inline-6. That solution was to develop an engine that incorporated two small turbochargers, fan-like devices that boost the air pressure within the engine to enhance the fuel combustion cycle, therefore getting more power without increasing the number of cylinders. Another drawback BMW saw with the V8 was that it would be heavier, and would add weight to the car's nose, which does not help the sort of dynamic handling qualities on which BMW has built its reputation. The key to the twin turbo engine's performance isn't just its forced induction system, but also the engineers use of special and so-called piezo fuel injectors. By precise control of the air/fuel mixture and its placement within the cylinder, BMW is able to optimize the engine's performance not just in power output but also in fuel economy and in a reduction of as much as 20 percent in harmful exhaust emissions. Even while delivering 300 horsepower, the twin turbo engine is rated at 19 mpg in the city and 28 on the highway with the manual transmission and at 20/29 mpg with the automatic. To put those figures in context, the 230-hp engine in the new 328i, which does not have the special injectors, is rated at 20/30 in fuel economy. Turbocharged engines often have what is known as turbo lag, a period of hesitation between the time the driver tips into the throttle and the time the turbocharger spools up to boost the power. To the driver, it feels as though nothing is happening, and then suddenly the engine explodes into action. But by using two smaller turbos, and by keeping them turning even at slow speeds, BMW was able to fine tune the system to eliminate lag. Instead, power is provided in a smooth and linear delivery as the needles on the tachometer and speedometer sweep their arcs across their respective dials. By spooling the turbos earlier, maximum torque is achieved at just 1400 rpm and holds steady all the way to 5000, just about the point at which horsepower is reaching its peak. Thus this six-cylinder engine has torque delivery much like that of a V8. While we enjoy shifting gears, the engine is strong enough that on our drive on wonderful winding roads through the hill country between San Francisco and Bodega Bay in northern California, we could be content to simply pick third or fourth, depending on the speed we wanted to travel, and enjoy the scenery while the engine's broad power band kept the car's momentum flowing. After driving a 335i with a manual transmission in the morning, we switched after lunch to a 335i with the automatic transmission, one equipped with paddle shifters on the steering wheel. Again, we found the car very responsive even when we let the transmission shift on its own. For those who like paddle shifting, BMW notes that it had cut the transmission's response time to the paddles in half to enhance the driver's sense of control. To make sure power is used most efficiently, BMW uses different transmissions for different 3 Series coupes. The 328i has either a Getrag I manual or GM-sourced automatic. The 328xi gets a Getrag H manual or the GM automatic. The 335i has either a ZF Type G manual or a ZF high-performance 19 TU automatic. Some might worry that equipping the 335i with Sport suspension as standard equipment would make the ride too harsh. It does not. Instead, with aluminum suspension arms and other changes, the Sport setup not only reduces unsprung weight, thus making the car more responsive to steering inputs, but with such a solid chassis, the suspension can be fine tuned to provide both the dynamic ride that enthusiast drivers like without sacrificing the smooth ride qualities that pleases their passengers. The Sport suspension may be jolted by potholes, but it responds immediately and maintains control rather than seesawing up and down. Turn-in with the 335i is quick and sure, even with the standard steering gear. BMW's active steering system is available as an option and is designed to help the driver's control by providing a variable steering ratio that makes low-speed maneuvers easier but that also enhances on-center steering control at Interstate or even autobahn speeds. Also helping the driver maintain control is the inclusion of dynamic stability control as standard equipment. This computerized technology works with the anti-lock braking system to apply individual brakes to help keep the car on the driver's intended path. BMW's newest version of this technology also does such things as keeping the brakes drier in wet weather, thus shortening stopping distances. The 335i also has very large brakes: 13.7-inch discs on the front wheels and 13.2-inch discs at the rear. BMW is known for its marvelous brakes, and to help keep its cars from being rear-ended in emergency stops, the German automaker equips cars such as the 3 Series coupes with adaptive two-stage tail lights to signal those behind of hard and fast stops. BMW says the 335i accelerates to 60 miles per hour in just 5.3 seconds. Even the 328s are quick, with the rear-wheel drive version hitting 60 in 6.2 seconds and the 328xi getting there in just 6.8 seconds.

New 2007 Mercedes Benz CL600 $1,895/mo Nationwide Delivery 1-888-861-8080

2007-03-28T14:45:00.000-07:00

BASE MSRP:
$144,200
Black Paint
Black Exclusive Leather
iPod Inegration Kit
Burl Walnut Wood Trim
Gaz Guzzler Tax - $2,600

TOTAL OPTIONS:
$3,025
DESTINATION CHARGE:
$775
TOTAL MSRP:
$148,000

2007 Mercedes Benz CL600
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Everyone knows Mercedes-Benz occupies one of the high rungs on the prestige ladder. It takes a long list of words to describe the characteristics that make the broad range of cars and SUVs from Stuttgart so desirable: they're luxurious and expensive, to be sure. But they're also known for handsome, modern design; superlative engineering; bank-vault solidity; precise build quality; an abundance of safety and security features; sportiness and European flair. Most of these traits come together in the all-new 2007 Mercedes CL coupe. The CL is the seventh generation of a line of range-topping coupes dating back to the 1952 300S that have appeared sporadically through the years. Like those cars, the CL is a smaller, sportier version of Mercedes' big sedan line, in this case, today's S-Class. This time it follows the previous CL without interruption and its mission remains the same: high-performance and maximum luxury in high-style package. This is a car in which style purposely trumps practicality. Pounding the point home is its hardtop design; there is no central B-pillar holding up the roof aft of the doors to break up the sleek lines of the body. With the windows down, the look is sexy and the view out is panoramic, recalling cars of the Fifties and Sixties when hardtops were in vogue. Securing the right exterior proportions meant making the CL significantly shorter than the S-Class. This results in a close-coupled, intimate interior, the kind historically associated with coupes from time immemorial. We'd call the rear passenger area cramped, though similar models from BMW and Bentley actually have even less rear legroom. The CL is for being seen in. If you want practicality in a Mercedes, buy a different model. The CL is also a car that's wonderful to be in, at least in the front seats. Its interior is sumptuous and inviting, dressed in the finest materials and tailored to perfection. Burled walnut, supple leather, brushed aluminum and designer-quality knobs and switches are everywhere you look and touch. The standard equipment list bulges with luxury items no one actually needs but almost anyone would love, from a Harman/Kardon 600-watt, 11-speaker audio system to soft ambient mood lighting. Through the Mercedes COMAND central computer interface offers many dozens of settings for seats, climate and sound system, lighting, GPS and much more can be customized to your personal preferences. Like its predecessors, the CL manages to be sporty without being a true sports car. It comes in two versions: powerful or insanely powerful, with a choice of either a 382-hp V8 or a 510-hp V12. Its road manners are sophisticated, hushed and luxurious rather than aggressively aimed at carving up twisty roads. It offers a breathtaking array of safety technology as standard: nine airbags; dynamic stability control; traction control ABS anti-lock brakes; automatic brake drying; seatbelt pre-tensioners, and automatic window closers, to name a few items. The CL is ultra-luxurious, sexy, technologically advanced and very stylish with excellent all-around driving capabilities. With its occasional rear seating for two, it's roomier than a sports car but smaller than a sedan. We think the CL will be extremely appealing to a relative few drivers who fall in love with it and can afford the luxury of stylish lines over day-to-day practicality.
Model Lineup The Mercedes-Benz CL600 ($99,900) comes with a 382-horsepower 5.5-liter V8. The CL600 is powered by a 510-hp twin turbocharged V12. Standard CL equipment is comprehensive. The seats, doors and instrument panel are all leather covered; burled walnut wood trim is used liberally. The front seats are 14-way adjustable and heated, and have a three-setting memory capability that also sets the electrically telescoping-and-tilting steering wheel and side mirrors. The standard audio system is a Harman/Kardon Logic7 5.1 Digital unit with 11 speakers and a 6CD in-dash changer (with memory card slot). Sirius satellite radio is standard. There's a power sunroof overhead and a power rear-window sunblind in the rear parcel shelf. Doors have power assist closing mechanisms, and the trunk is electrically powered. The Mercedes COMAND system, a centralized computer interface with a dash-mounted flat panel screen, is standard. It enables access to many of the car's accessories including GPS navigation, phone, climate controls and other customizable features (exterior courtesy lights, seat settings and voice command setup). Bi-Xenon headlights are standard, as is Parktronic, a distance sensing parking aid. All CLs are equipped with ABC active suspension; it utilizes electro hydraulic cylinders to control body roll and some damping functions. The Premium I package ($1950) includes heated and ventilated front seats and a keyless entry system. Premium II ($5650) adds multi-adjustable front seats fitted with pneumatic chambers that adjust cushion firmness and lumbar support. Also part of the package are a night vision system with an in-dash screen, and a rear backup camera. An AMG body kit ($5650) adds special aerodynamic pieces and larger 19-inch wheels (18-inch wheels are standard). Other options include Distronic Plus distance monitoring cruise control ($2850); a heated steering wheel ($450); 19-inch multi-spoke wheels ($1200); special chrome 18-inch wheels ($1000); and an iPod integration kit ($425). All options packages are already standard on the CL600 ($144,200). It's only available extras are the iPod kit ($425) and 19-inch multi-spoke wheels ($1200). Safety features on all CLs include a pair of two-stage front air bags, a driver's side knee air bag; two front side airbags; two rear side airbags; and side head-curtain airbags for front and rear passengers. There are seatbelt pre-tensioners for the front passengers' belts. Windows close automatically in a crash, and a sunroof closing feature activates in rollovers. Also standard: ABS with electronic brake-force distribution and automatic wet-weather drying, dynamic stability control, traction control, and Distronic cruise control. Optional safety equipment includes Distronic Plus distance sensing cruise control. Walkaround There are high expectations for cars in the CL's rarefied league, which consists of a very few automobiles including the BMW 6 Series and Bentley Continental GT. Ultra-luxury coupes are a statement of style and panache, capability and quality, and they ought to look as expensive as they are. Mercedes has been making range topping coupes off and on for many years (this is the ninth generation since the 1950s) and it knows the game. The CL's styling does not disappoint. From nose to tail, the CL is something out of the ordinary. Seen from the front, it's instantly identifiable as a Mercedes from its three-slat grille, long a staple of Benz sport models and SUVs. The famous three pointed star emblem is front and center and as large as dinner plate, just to be sure you don't mistake the CL for any other brand. As if you could. At 199.4, this is a large car and its size gives it presence. The front end stretches wide and sweeps back into a pair of prominent flared front wheel openings, a design element derived from the S-Class sedans this car shares its underpinnings with. The width makes it look solidly planted and substantial. There's surprisingly little chrome up front. The CL could use a bit more twinkle to announce its arrival. But it's still a knockout first impression. Projector beam headlights add the final bit of modernity to the nose. It's the sweep of the roof that makes the CL's compelling style statement. The top arcs dramatically over the side glass and down into the C-pillar without the interruption of a B-pillar, the central support post most cars have between front and rear side windows. The roofline is sleek. And this is a true hardtop; you can drop the large side windows down for a panoramic view and an open-air feeling. Handsomely wrought chrome trim framing the large side-window opening emphasizes both its shape and the absence of the second pillar. In profile, the CL is gorgeous and sporty. Even as it drives away, the CL keeps your attention. The rear window's horseshoe-like shape is especially intriguing, and not seen anywhere else in the automotive kingdom. Below the backlight (rear windscreen) the tail tapers gracefully into a pair of large taillights and a taut trunk lid wearing a subtle built-in rear spoiler at its top edge. No, standard sedans don't look like this, and that's just the point. Outside of the model nomenclature on the deck lid, both CL models are essentially identical from the outside. Interior Features Pulling open the door is the moment of truth in an ultra-luxury coupe. Buyers in this class are expecting sumptuousness, high-end materials and sophisticated design that convey the promise of being coddled. Everyone who looked inside our CL600 test car uttered an involuntary "wow." It's beautifully designed, richly appointed and finished with a fanatical attention to detail. And the sheer number of luxury features is almost overwhelming, another sign that the big sticker price delivers something extraordinary. Ensconced in the driver's seat, you immediately register the raked back windshield and low roofline pressing down from above, creating a narrow viewing port ahead. The CL is just 2.2 inches lower than an S-Class but it feels much lower than that. The surroundings are a Sybarite's delight. There's almost nowhere your hand falls that you're not touching either glove-soft leather, burled walnut, brushed aluminum or chrome. The instrument panel cover is stitched in leather, as are the door panels and seats, buckets front and rear. The steering wheel is wood with leather grips at the nine and three o'clock positions. It houses buttons in front for the phone and COMAND system, and switches behind the top spokes for manually shifting the seven-speed automatic. The exterior's curvilinear theme is repeated in the interior. The center console curves gently into the center stack, and the interior front door panels arc outward subtly at the elbow area, the shape accented by delicate chrome accent strips. The door armrests are an artful combination of burled walnut stacked with leather covered padding. At night, soft ambient light glows from tiny hidden light strips in the doors' upper sections and across the middle of the dash. The only plastic pieces of note are the speaker covers in the lower front corner of the doors, where you hardly notice them. The walnut trimmed center stack contains a thin row of easy-to-operate brushed aluminum climate control switches, a hidden compartment for the CD changer and a pair of vents flanking a square analog clock that looks like it could double as Patek Phillipe wristwatch. Living in this car is every bit as satisfying as looking at it. The center console is home to a push and turn mouse-type knob that is the main interface to the COMAND system and it's thin film transistor (TFT) display. The screen is housed in a hooded binnacle to the right of the driver's gauges, which too are TFT technology. For cars equipped with the optional night vision system, the large speedometer in front of the driver transitions to a second viewing screen whenever the system is activated. Several other buttons arrayed around the mouse control the suspension's sport and comfort modes (linked to the transmission shift program), the sound system and the multi-function seats' firmness and adjustment. Between the steering wheel buttons and mouse, you're afforded several paths of access to the multiple layers of the CL's navigation, seating, climate control and sound systems. You can set your preferences for everything from radio stations to auxiliary lighting. You can program the voice control to recognize your particular intonations. You can input GPS travel information and requests. And you can access, activate or cancel dozens of other systems, including radar distance sensing, daytime running lamps, tire pressure monitoring, miles-to-next-vehicle display, and much, much more. At times we wished it were easier to access some of the systems through COMAND; it took several steps where one touch of a conventional button would have worked more directly. But owners of similar systems in Mercedes and other luxury cars say that after an initial acclimation period, using the system becomes less cumbersome. And realistically, for a vehicle with this many features a centralized computer interface is the only way to accommodate them. At least you'll never want for aural entertainment. The Harman/Kardon system's performance through its seven speakers is purely angelic. And the GPS works about as well as any we've encountered, with an easy to read rolling map and good graphics. The CL's front seat comfort is beyond reproach. The front cabin offers all legroom, width and headroom anyone but an NBA forward could need. The power front seats are wonderful; the width and pocketing of the cushions provide just the right amount of support to the back and under the thighs, and with the full range of adjustments available almost anyone can get comfortable. Even the length of the front seat lower cushions is adjustable for just the right amount of under-leg support. Our car was equipped with the optional active ventilated seats, which contain several small fans to circulate cool or warmed air through the perforated leather seat covering. Pneumatic bladders built into the seats can be programmed to adjust the firmness of upper and lower side bolsters, back rest, shoulder area and lumbar support firmness and location. The seats also offer a massage feature, and it's quite nice, actually. We preferred the fast and vigorous setting; imagine a soft rolling pin making its way from your lumbar region to upper back. The programming is controlled through the COMAND interface using clearly marked pictograms. These seats also could be programmed to automatically inflate upper and lower bolsters automatically when the car turned a corner to provide the driver and passenger with extra lateral support. In that mode we found them abrupt, at times taking us by surprise, and too aggressive. We left that feature de-activated, and opted for more massage. The CL interior's only real negative is rear seat room. There isn't much. Though the rear buckets are as handsome and almost as comfortable as the front (they lack any adjustability), this is a not a place to spend much time. With a wheelbase 8.2 inches less than the commodious S-Class sedan, rear legroom is in the small-car range. Plant a six-foot driver behind the wheel and a six-foot rear-seat passenger's knees are jammed against the front seatbacks. Kids and anyone less than 5-feet, 6-inches will fit well enough. And most people will be able to handle the tight rear quarters for local trips to the mall. But this is not the car to take on a cross-country jaunt with four average sized adults. Oddly, that lack of interior room may be one of the CL's biggest luxury statements: it's a large car that can afford to ignore the everyday requirement of passenger-carrying practicality. Need more space? Take another car. This is apparently okay in this class: the Bentley Continental GT and BMW 6 Series have even less rear legroom. Cargo room is just the opposite. The trunk is deep, commodious and finished in a handsome gray carpet. Under the trunk floor is a shallow but still useful cargo tray, and under that a full-sized spare. Liftover height is about average, and the electric powered opening-and-closing feature is always appreciated.
Driving ImpressionsBig European ultra-luxury coupes have historically been a mix of style and an old world promise of performance. The sporty body lines say "fast." The Mercedes-Benz CL600 we tested is a swift and smooth ride to be sure, but we'd stop short of calling it a sports sedan. It's simply too large, too soft and too luxurious. But it is rewarding to drive for just those reasons. You start the CL with a touch of a big aluminum button to the right of the steering column. We still wonder why being able to keep the key in your pocket makes this a better solution. Then drop it into gear with a new column-mounted electronic shift lever similar to the ones BMW is now using. Purists may feel it's an odd and un-sporty throwback to have a shifter moved off of the center console and on to the steering column, but it works well and frees up space. The 5.5-liter all-aluminum 32-valve V8 is velvety smooth and nearly silent, until you prod it. With 382 hp on tap it rushes the car to speed with a muted, purposeful growl. (Mercedes quotes zero-to-60 mph in 5.4 seconds.) The seven-speed automatic gearbox shifts imperceptibly in town, smoothly at full throttle and never gets caught in the wrong gear in traffic. Quiet, smooth, sophisticated – this is the way the powertrain in a high-end luxury automobile should behave. Having a gasoline-fired engine this powerful pulling a 4360-pound vehicle does create a gas mileage penalty, two actually. The first is real-world fuel economy: the EPA mileage rating is 15/22 City/Highway. And that figure triggers the Federal Gas Guzzler Tax at purchase, $1300 in this case. If there's one word that describes the CL road experience, it's "silken." On smooth surfaces it feels as if it's riding on glass. Some vibration or road harshness must be penetrating the hushed cabin, but it just doesn't feel like it. The sportier BMW 6 Series coupes register bumps harder and reveal surface imperfections far more acutely. In the Benz, the smaller road irregularities get glossed over. Over larger bumps the ride is less supple than you might expect, almost firm, but not enough to inspire the driver to attack the curves. The steering has a ball-of-silk feel, less sharp than the BMW and more relaxed in its responses. Though the steering effort rises with road speed, the feeling remains comfortable, smooth and luxuriously isolated rather than sports-car sharp. This is a car that wends its way down a winding road with grace and stability; the active suspension keeps it cornering quite flat. But the CL doesn't communicate the sense of the road in the way that great sports sedans do. It never gives you the urge to get aggressive like a BMW 3 Series would. On the highway, the CL's German DNA is fully in evidence. It has a commanding, solid feel and is dead stable even at extra legal speed. It's in these upper speed ranges that you notice that wind noise has hardly increased at all. This is autobahn breeding at work. Using the optional Distronic Plus distance sensing cruise control is an eerie and fascinating experience. The radar-based distance monitoring system automatically slows the CL, using the brakes if necessary, as you close the gap on the car in front. That distance can be set between a hundred and several hundred feet. When the system detects the lane ahead is clear again, it accelerates back to your pre-set speed. All the driver needs do is steer, an odd sensation to say the least. The system works beautifully in light Interstate traffic and reasonably well in moderately heavier intra-urban highway traffic, though it sometimes annoyed us by slowing sooner for a car up ahead than an average driver would in most circumstances.There's more to Distronic than active cruise control. The system is now tied into a comprehensive in-car safety network. Distronic will sound an alarm if the driver is gaining too fast on the car ahead, meanwhile priming the Brake Assist Plus system to apply full emergency braking as soon as the driver presses on the brake pedal, no matter how lightly it's applied. If the driver doesn't respond to the distance alarm, the system will apply up to 40 percent of total braking capacity automatically to slow the car down. Meanwhile, if a frontal crash is imminent, the Pre-Safe Brake system takes action: it tightens the front seat belts milliseconds before impact; moves the front passenger seat to its safest position, rams the side windows closed to add support for the side-curtain airbags (and to keep occupants arms inside the vehicle), initiates partial braking to slow the vehicle and will even close the sunroof in a rollover. We found that in normal driving, the CL's brakes were confident, effortless and luxuriously insulated. The brake pedal action is progressive and direct. Front brakes are ventilated and cross-drilled rotors clamped by hefty four-piston calipers; the rear brakes utilize single piston calipers. You won't find a smoother set of brakes anywhere. In hard braking the system feels powerful and was free of any fade. Decelerations from even high speed were calm, quiet and drama-free, with not a whit of vibration or noise transferred through the brake pedal or into the cabin. Again, thank the requirements of German autobahn driving. We found using the COMAND system while underway distracting, but we didn't have much practice. It is complicated enough that it will take an owner a period of time to absorb the combination of button-pushing and knob-twirling-and-tapping that best accesses and adjusts the CL's many features. Exploring the system while on the road divides the driver's concentration. In our weeklong test session, we found it best to slow down, pull over into the right lane and stay out of the way while fiddling with the system. We figure at least a month would be required for an owner to fully master COMAND, maybe more. Virtually all of what we reported on the CL600 and its multitudinous systems is true of the CL600, which includes virtually all of them as standard. While we didn't sample a CL600 for this test, we have driven enough twin-turbocharged V12 Mercedes to know that the major difference will be increased power and even greater, whisper-smooth engine smoothness. The CL600 delivers 510 hp and, even more important, 612 pound-feet of torque, an astounding 56 percent increase over the CL600. The V12 Mercedes we have driven in the recent past are so smooth and quiet in stop-and-go traffic they feel almost like silent-running electric vehicles. Yet awe-inspiring acceleration is just a push of the pedal away; Mercedes quotes a zero-to-60 time of 4.5 seconds, smack in the middle of the range for Corvettes, Porsches and Ferraris. There's so much low-end power on tap that the tires would spin wildly if not for the traction and stability control systems working overtime. Highway acceleration feels like a DVD on fast-forward. We don't know why anyone would actually need this much power in a CL, but it is amazing to experience it.
SummaryThe Mercedes-Benz CL coupe is a melding of sensuous design and cosseting luxury that few other vehicles in the world can match. But its strength is its weakness: The sacrifices necessary to achieve uncompromised design create a major deficit in passenger-carrying capability. Two doors and tight rear-seat confines mean that buyers should think twice before committing to this beautiful cruiser; they could soon feel buyer's remorse at spending this much money on a car with limited day-to-day usefulness. The rest is pure wonderfulness, from the CL's svelte driving dynamics to its near endless list of luxury and safety equipment. This is a car for people who are smitten by its special nature and not intimidated by its obvious drawbacks. We simply suggest taking a good hard look before you leap.

New 2007 BMW 530i Sedan From $549/mo

2007-03-02T12:33:00.000-08:00

BASE MSRP:
$47,500
6-SPEED STEPTRONIC AUTOMATIC TRANSMISSION W/ODPREMIUM PKG -inc: Dakota leather seat & door trim, universal garage door opener, auto-dimming rearview mirror, illum inner door handles, illum door storage bins, front footwell lighting, rear entry/exit lighting, additional trunk & exterior ground lightingPREMIUM SOUND PKG -inc: 6-disc CD changer in glove compartment, Logic 7 sound system, (13) speakers w/(2) subwoofers, digital sound processingCOMFORT ACCESSPWR REAR SUNSHADE W/REAR MANUAL SIDE WINDOW SHADES HEATED FRONT SEATSSIRIUS SATELLITE RADIO

TOTAL OPTIONS:
$7,545
DESTINATION CHARGE:
$695
TOTAL MSRP:
$55,740
Easy Auto Leases Price
$CALL

2007 BMW 530i Sedan
Low BMW Pricing Wholesale BMW Lease Money Factors
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Introduction
The BMW 5 Series puts an emphasis on the driving. This mid-size luxury sedan remains a true sports sedan in any of its variations, including the 530ix wagon and other models equipped with all-wheel drive. Regardless of engine size or equipment level, the BMW 5 Series delivers lively acceleration, precise handling and outstanding brakes. It's available with a conventional manual transmission, which is increasingly hard to find in this class. For 2007, the 5 Series offers two new options. BMW's Night Vision safety system uses a thermal-imaging camera to highlight pedestrians and animals on dark roads, while HD Radio is designed to bring CD-quality digital audio to radio broadcasts. Now in its fourth year on the market, the styling of the current 5 Series models has become familiar, perhaps less jarring than it was when first revealed. And while there are no significant changes for the 2007 model year, the 5 Series is anything but stale. For 2006, BMW introduced new engines across the board, including a high-tech magnesium alloy six cylinder for the 525i and 530i and a larger, more powerful V8 for the 550i. Behind its kabuki-eyebrow headlights, the 5 Series is a true driver's car, with more model choices than most cars in its class. Even the base 525i boasts spirited performance, with decent fuel economy to lower operating costs. The more powerful six-cylinder in the 530i matches some V8s, while the 550i delivers true high performance by any definition. The limited-production M5 can out-accelerate, out-brake and out-corner some expensive sports cars, with comfortable seating for five. There's a wagon for those who want more room for cargo. And BMW's x-Drive full-time all-wheel-drive is available for drivers in the Snow Belt. This car has just about everything you could ask for in a luxury car. It has the features, comfort and convenience of full-size luxury sedans, the sporting character of smaller ones, and a good compromise between interior space and physical bulk. In many respects, it's the benchmark for critics and auto industry engineers alike. As such, the 5 Series is loaded with technology, and some of its systems have a dark side. The i-Drive point-and-click control system, for example, takes time and energy to learn, and drivers who aren't willing to invest the energy, or those who just prefer to keep things simple, might want to look at a competitor. But those who place a premium on driving satisfaction should start their shopping here. The BMW 5 Series sedans are available with six- or eight-cylinder engines or an ultra-high performance V10, and manual, automatic, or automatic-shifting sequential manual transmissions and optional all-wheel drive. The 5 Series Sport Wagon is offered only with a six-cylinder and all-wheel drive.
Model LineupThe 525i ($43,500) features a 3.0-liter inline-6 generating 215 horsepower. Standard features include Leatherette upholstery, dual-zone automatic climate control with active micro-filtration, an AM/FM/CD stereo with 10 speakers, 17-inch alloy wheels, four power outlets and a rechargeable flashlight in the glovebox. The 525i comes with a six-speed manual transmission or optional six-speed automatic transmission ($1,275) with Steptronic shifting. The 530i ($47,500) gets a 255-hp version of the 3.0-liter six and xenon adaptive headlights. The 530i comes standard with the six-speed manual. The six-speed Steptronic automatic ($1,275) and the six-speed sequential manual gearbox ($1,500), or SMG, are optional. The 525i and 530i sedans are available with BMW's x-Drive permanent all-wheel drive ($2,200). The 530xi Sport Wagon ($52,100) comes standard with the all-wheel-drive system. The most popular option for the six-cylinder models is the Premium Package for the 525i ($2,000 and 530i ($1,800), which adds Dakota leather upholstery, a universal garage door opener and the swanky interior lighting package with ambient light, auto-dimming and outside approach lighting. The 550i ($58,500) is powered by a 360-hp 4.8-liter V8 and comes standard with the items in the Premium Package plus Park Distance Control parking assist and a choice of the manual, SMG or automatic transmission at no charge. The M5 ($81,200) sits atop the 5 Series lineup. It's powered by a hand-built 500-hp 5.0-liter V10, with suspension and brakes enhanced to match all the power. Option include: HD Radio ($500); Night Vision ($2,200); a Cold Weather Package ($750) with heated front seats, heated steering wheel and heated, high-pressure headlight washers; the Sport Package for the 525i ($2,500) and 530i and 550i ($2,800) with BMWs Active Steering and Active Body Control systems, 18-inch wheels with performance tires, more potent brakes and sport seats; and the Premium Sound Package ($1,800) with BMW's high-power Logic7 audio system and a six-CD changer; a navigation system ($1,800); radar-managed Active Cruise Control ($2,200); and Sirius satellite radio ($595). Safety features that come standard include front airbags with dual threshold deployment, front-passenger side airbags, and full-cabin curtain-style head-protection airbags. Also standard are seatbelt pretensioners and force limiters; seatbelts are the first line of defense in a crash so be sure to use them. Active safety features include antilock brakes with Dynamic Brake Control auto-proportioning, Dynamic Traction Control, Dynamic Stability Control. Also standard is the standard BMW Assist communications package with automatic collision notification, an SOS button, roadside assistance and locater service. Rear passenger side-impact airbags are optional ($385). WalkaroundMany buyers will find the BMW 5 Series a near-perfect size. It seems more substantial than some small luxury or sport sedans, with more usable interior space. At the same time it's not so physically bulky as large sedans, and therefore easier to maneuver in tight spaces and to park. The 5 Series sports BMW's now-familiar corporate design themes, introduced on the larger 7 Series sedan and subsequently applied to the smaller 3 Series. BMW's new approach to styling has been discussed as frequently as any in the car world, and more than occasionally criticized. On the 5 Series at least, the curvy front-end, flat sides and high rear deck stand out less than they once did. That may simply mean we've grown more familiar with the shape, rather than more appreciative. The critics contend that, with the flared-nostrils look in front and the chunked-off shape of the trunk lid, the 5 Series seems almost like two halves taken from different cars. In our view, the lines create a fairly compact appearance, and that may be part of the problem. The 5 has the appearance of a well-built mainstream sedan, and that may not be the precedent one expects for an expensive European job. In any case, the look doesn't seem to have hurt 5 Series sales. The comma-shaped, wraparound taillights apply a technology introduced by BMW that has spread to a number of makes. The company calls them adaptive brake lights, and they illuminate more intensely, over a larger area, when the anti-lock brake system engages, in other words when the driver is braking as hard as possible. The point is to inform drivers following that it's stopping quickly, possibly in an emergency situation. It could help, if the driver following correctly interprets the increased intensity of the brake lights. BMW re-introduced a 5 Series wagon for 2006. The big difference, of course, lies behind the rear roof pillars and back seats, where the 5 Series Sport Wagons offer more load-carrying potential and versatility than the sedan. The rear gate opens electrically, with a switch on the key fob or dashboard, and swings very high for easy access to the load floor. A big reflector on the bottom of the gate adds an element of safety in darkness. The lift gate has a soft-close feature. When it's lowered, it automatically sucks itself shut, no slamming required. The glass window opens separately, which is convenient when dropping a briefcase or a couple of bags in back. New for 2007: Xenon adaptive headlights are now standard on the 530i and above. The xenon high-intensity discharge headlights offer a brighter, more intense, more white light that appears blue when we're used to seeing halogen lights with a warmer, relatively yellow light. Adaptive means the lenses turn slightly with the steering, throwing light around a curve in the direction of travel.
Interior FeaturesBMW's current 5 Series sedans are noticeably roomier than the previous-generation, pre-2004 models. Front passengers have a fraction more shoulder and head room, but the improvement is more obvious in the back, where there's more shoulder room and a lot more legroom. Increased cabin space put the 5 Series on better footing with key competitors like the Mercedes E-Class, Audi A6, and Lexus GS. The finish and quality of materials is nice. Soft plastics covering the dashboard and doors are handsome and rich to the touch. The seats feature a draped-leather look, with the upholstery hung loosely over the seat frames. Leather inserts in the front door panels compliment the seats. The standard 5 Series seats are very good, with above-average support and just enough give to keep from feeling hard. The seats in the optional Sport Package have so many adjustments that those who lean toward obsessive/compulsive may start stressing out as they try to settle in. If you can get them just right, save the position in memory, because these are some of the best seats in the business. They're firm, but not church-pew hard like the previous-generation sport seats. The 5 Series dashboard applies BMW's familiar double-wave theme, with one wave or bubble over the instrument cluster, defining the driver's area, and another that begins over the dash center and sweeps toward the right side. From a functional view point, it's an effective design. The instrument cluster features two gauge pods, with the gas gauge wrapped inside the analog speedometer and a miles-per-gallon gauge inside the tach. The tachometer has a variable warning LED that circles the gauge. When the engine is cold, this LED extends to 4200 rpm, then gradually increases the rpm limit to the redline as the oil warms up. The center dash is dominated by a large electronic screen that displays various control functions, system readouts and the navigation map or Night Vision image when the car is so equipped. There are vents below the screen and on either side off the steering column that move an impressive quantity of air with minimal fan noise. Three big climate control knobs sit below the display screen, for fan speed, temperature and airflow direction. There's also a volume knob next to the CD slot, a station selector on the right steering wheel spoke, and phone controls on the left spoke. Window switches are just above the armrest, and right where the hand naturally rests. In short order, these knobs will become the 5 Series driver's best friends. That's because almost everything else, including some basic stereo functions, is controlled by i-Drive, the computer interface that manages virtually every system in the car. The master control is a big aluminum knob on the center console between the seats. The knob is easy to locate from the driver's seat without a glance, and with each move of i-Drive, menus appear on the video screen. In effect, the system works something like the point-and-click operation of a computer mouse, though there is no cursor. The problem is that it can be confusing to use i-Drive to wade through various menus to get to the function that needs adjustment. At best, it's difficult to master, and while BMW has simplified the system by reducing the number of movements for the main control, and adding a Main Menu button, it still takes time to get used to i-Drive. Operation becomes more intuitive with time, but many still find it a cumbersome way to make everyday adjustments. HD Radio, new for 2007, delivers digital audio quality, with FM reception that is supposed to sound like a CD and AM that replicates traditional analog FM. Our test car had HD radio, and it's great, with a caveat. When it locks on a signal the clarity and fidelity is amazing, especially on the AM band. The problem is that, depending on where you're driving, the radio can fluctuate from HD to standard broadcast as signal strengths changes, the same way a conventional FM radio can switch from stereo to mono when the signal weakens. It can happen several times a mile, and become a bigger annoyance than it's worth. BMW's optional head-up display projects a 6x3-inch rectangle on the windshield, focused so the display appears to be at the end of the hood, rather than right on the glass. Using iDrive, the driver can adjust the HUD's intensity and the information it displays. Options include road and engine speed, various warnings prioritized according to urgency, cruise control settings and navigation instructions. If you like it, you'll love it, but we don't find HUD to be a great safety or concentration aid. Storage inside the 5 Series is so-so. The glovebox is fairly big, but usuable space in the center console is small. The door pockets are lined with a velveteen material, and it's valuable for keeping sunglasses from scraping on hard plastic if they slide in stop-and-go traffic. On the other hand, the pockets are so shallow that anything much larger than sunglasses wants to fall out when the door is opened or closed. The back seat in the 5 Series makes good accomodations. There's plenty of space for two average-size adults, three in a pinch, with all the amenities. The reading lights are excellent. Our 550i had rear seat heaters, with switches on the back of the center console, along with two high-flow airvents and a pair of 12-volt power points. The high rear deck has increased the size of the 5 Series trunk. With 14 cubic feet of trunk space, this BMW is mid-pack among sedans of similar dimensions. Load height is just above the rear bumper, and the 5 will accommodate even larger items with the folding rear seatback, which is optional. It's hard to imagine a buyer not wanting the flexibility the optional folding seat offers, and the seatback can be locked to prevent access to the trunk. Still, if hauling pets or cargo is a priority, there is always the 530xi Sport Wagon. BMW re-introduced its 5 Series wagon for 2006, and we like it. From the handling, accelerating or braking standpoints, it gives up nothing to the 530xi sedan, and it adds another dimension of utility. Cargo volume increases to 33.6 cubic feet, floor to ceiling, with the rear seat in place. With the rear seat folded forward, the 5 Series wagon can swallow up to 58.3 cubic feet of stuff, more than the typical small SUV. The load area is flat, too, and nearly four feet wide. The cargo area is fully lined with thick, soft carpet, and it's full of convenient features, including four separate enclosed bins, cargo tie downs, bag holders, a power point, a cargo cover at seat height and a roll-out cargo net. For 2007, the Sport Package includes a new three-spoke steering wheel and multi-contour seats with 20 separate adjustments. An auxiliary audio jack has been added to all 2007 models located at the rear of the center console, which allows MP3 players such as the Apple iPod and other audio devices to be played through the car stereo. Driving Impressions
The BMW 5 Series cars are a pleasure to drive, though it's hard to say which model we'd choose. The light-on-its-feet 525i makes clean, satisfying driving without a lot of high-tech drivers aids to get in the way. We're quite happy in one. On the other hand, high-tech systems such as Active Steering or Active Roll Stabilization can quickly demonstrate their value, and there's nothing quite like the thrust developed when you slam the accelerator on the 550i V8. The 5 Series is not whisper quiet like BMW's full-size 7 Series sedan, so a bit more road and wind noise finds its way into the cabin. Yet with the stereo turned up about two-tenths of the way, you won't hear any of it. And the 5 Series feels smaller on the road than its dimensions suggest. Consider its near-perfect weight balance, and a rock-solid body that's free of creaks, rattles or unpleasant vibration, and this BMW is exactly what we'd like a luxury sedan to be: smooth and comfortable regardless of the speed, nimble and reassuring when it's appropriate to travel at a good clip. The 5 Series has nearly all the bells and whistles, and almost nothing to diminish the driving experience. If you decide to pick up the pace, you'll discover handling and overall performance that's hard to match in any sedan. No matter which engine sits under the hood, there's plenty of power to get you up to speed. BMW's inline engines remain one of the great experiences in motoring. The classic straight six delivers a balance of smoothness, torque, and response that V6 engines can't seem to match. Other luxury manufacturers have switched to V6s because they're easier to package, and they've proven easier to certify for stringent emission standards. We're glad BMW sticks with its trademark inline engines. The 5 Series engines were overhauled for 2006, starting with a new inline six cylinder that is the only current production engine with a magnesium alloy engine block to reduce weight. The engines in the 525i and 530i are actually the same size (3.0 liters); the difference in power (215 hp vs. 255) is the result of different controls and intake systems. From a stop or at high-speed roll, the six-cylinder 530i delivers as much acceleration-producing torque as some thirstier V8-powered sedans. Off-the-line acceleration surpasses probably 70 percent of the vehicles on the road, and top speed exceeds anything you'll get away with anywhere outside a desolate Nevada desert. Power delivery in the 530i is very linear, meaning that you'll get the same response and acceleration whether the engine is turning 2500 rpm or 5000 rpm when you step on the gas. Still, those who put a premium on straight-line acceleration might choose the V8-powered 550i. The 4.8-liter V8 produces 360 horsepower and an impressive 360 pound-feet of acceleration-producing torque. The power delivery flows in the same even fashion as it does in the six-cylinder engines. Pushing the accelerator to the floor in this high-performance sedan is a truly enjoyable experience. The 550i will squirt from 0-60 mph in about 5.3 seconds, which is substantially quicker than sports cars such as the Jaguar XK or Nissan 350Z. Top speed is electronically governed at the voluntary limit adopted by most German automakers: a mere 155 mph. For those who don't mind a little work, we heartily recommend the six-speed manual transmission. It's one reason to choose the 5 Series over other luxury sedans, in which manuals are increasingly few and far between. The shifter is tight and reasonably quick, and shifting is smooth, precise and easy. Particularly with the six-cylinder models, the manual transmission maximizes performance potential, as well as the driver's involvement. The great majority will choose the automatic transmission, a six-speed Steptronic, and they won't give up much. The Steptronic reacts to the gas pedal in fine style. Full-throttle upshifts are quick and smooth, and downshifts, in most cases, come quickly. We like the Sport mode, as it responds even more quickly, shifting down instantaneously when you dip the gas pedal and allowing the engine to rev higher more often. The downside is that the automatic can feel more jarring in Sport mode. If a serene experience is preferred for the drive home, choose the Comfort setting. BMW's Sequential Manual Gearbox, available on the 530i and 550i, is strictly for hard-core enthusiasts. While it will shift automatically, the SMG is not an automatic with a manual shift feature like the Steptronic. It's more like a manual with a clutch but no clutch pedal; the driver shifts up or down simply by moving the gear lever or clicking paddles on either side of the steering wheel. Shifted manually when the 5 Series is driven hard, SMG can be a satisfying rush. The problems start in automatic mode. At a casual pace the SMG can feel both slow to shift and rough. Indeed, it can feel as if a driver is taking his or her first crack at a traditional clutch/manual transmission. When it comes to handling, we like the six-cylinder models, and particularly the 525i. Despite its horsepower deficit compared to the other models, it's no lightweight, and because it's lighter, it feels spry and light on its feet. This is a good, honest sedan in the BMW tradition, with a comfortable ride, precise steering and nice, sharp handling, and without a lot of high-tech stuff to muddle the picture. Still, those high-tech add-ons have their appeal. Active Steering, for example, is more than a gimmick. Maneuvering through tight confines is a breeze, and pulling into an empty parking space is as quick a swoop on the steering wheel. On a tight slalom course, a 530i with Active Steering is more responsive than one without it. Weaving through the cones is less work, requiring less sawing at the wheel and fewer corrections. The driver can focus more on the car's trajectory through the course, less on compensating for mistakes. Moreover, Active Steering is now tied into the electronic stability control system. It can automatically make slight steering adjustments without driver intervention. Active Roll Stabilization replaces conventional anti-roll (anti-sway) bars with an electronically controlled, hydraulically operated system that reduces leaning in corners, allowing flatter cornering at higher speeds while maintaining a nice smooth ride. With Active Roll Stabilization, the 530i stays remarkably flat through fast, sweeping curves, with just enough body lean to remind a driver that he or she is hurtling down a public road at considerable speed. The best thing about Active Roll Stabilization is that it accomplishes this without the stiff springs and shocks often used in sports suspensions. When the car is traveling straight, the effect of the roll stabilization is essentially negated. This 5 Series rides firm, without a sensation of floating, but always smoothly and comfortably. BMW's brakes are large by industry standards, and they're one of the most impressive components of the 5 Series performance package. They slow the car from high speed in sports-car fashion, and they hold up under harder use than any driver is likely to dish out. Even after repeated stops that would smoke the brake pads on lesser cars, the 5's brakes show very little fade. The Adaptive Xenon Headlights are excellent. They deliver bright, even light and are real benefit on winding rural roads at night, especially on dark and stormy nights. Night Vision uses a thermal-imaging camera with Far Infra-Red technology that highlights sources of heat (the tailpipes on cars ahead, for example, but more importantly the cyclist or deer lurking beyond the headlights). The camera has a range of nearly 1,000 feet, and it displays a high-contrast image on the navigation screen when Night Vision is turned on. By design, the image is not highly detailed, and those high-heat people or animals are supposed to stand out more quickly. The system is intended to work like a rearview mirror, with potential hazards standing out in a quick scan. Our time in a 550i equipped with Night Vision was confined largely to an urban setting, and in this environment its value is reduced. With so much ambient light, and traffic, the camera doesn't offer much more than an alert set of eyes. Yet a drive into the dark countryside expressly to test Night Vision demonstrated the system's potential. The thermal-imaging camera picked up a truck's exhaust pipe almost as far ahead as its tiny taillights were visible. Had that exhaust been the body heat of a large animal, with no taillights to mark it, the 5 Series driver would be aware of the animal long before it's visible to the naked eye. The problem with Night Vision, beyond its substantial cost, is the novelty factor. We found ourselves occasionally fixating on the screen, noticing which parts on SUVs ahead were warmest from friction, or looking at the warm bodies walking into restaurants, at the expense of peering through the windshield. We suspect that it will take some acclimation, and discipline, to get past the newness and use Night Vision as it's intenSummary
The BMW 5 Series mixes comfort, performance, high-tech features and passenger-friendly accommodations in a relatively compact package. Yet with Active Steering, Active Roll Stabilization and an available manual transmission, the 5 Series is more obviously engineered with an emphasis on the driving. It's remarkably well balanced, and satisfying to own and drive. Even with its love/hate exterior styling, the 5 Series remains a luxury sedan benchmark.

New 2007 BMW 335i Coupe From $549/mo - Click To View Live Auction

2007-03-02T09:58:00.000-08:00

BASE MSRP:
$40,600
6-SPEED STEPTRONIC AUTOMATIC TRANSMISSION -inc: normal, sport & manual shift modesMETALLIC PAINTPREMIUM PKG -inc: Dakota leather seat trim, universal garage door opener, auto-dimming exterior mirrors, auto-dimming rearview mirror w/compass, front seats w/4-way pwr lumbar, BMW Assist w/4-year subscription, Bluetooth interfaceSPORT PKG -inc: 18" x 8.0" front star spoke alloy wheels, 18" x 8.5" rear star spoke alloy wheels (style 189), P225/40WR18 front run-flat performance tires, P255/35WR18 rear run-flat performance tires, sport seats, increased top speed limiterPADDLE SHIFTERSCOMFORT ACCESS BMW ASSIST -inc: auto collision notification, Assist & SOS buttons, Bluetooth interface, roadside assistance, TeleService, stolen vehicle recovery, concierge & customer servicesSATELLITE RADIO

TOTAL OPTIONS:
$6,395
DESTINATION CHARGE:
$695
TOTAL MSRP:
$47,690
Easy Auto Leases Price
$CALL
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2007 BMW 335i Coupe Low BMW Pricing Wholesale BMW Lease Money Factors All Colors Options Nationwide Delivery
New For 2007The 2007 BMW 3 Series coupe is available in three versions: 328i, 328xi, and 335i. Variables among the models include engines, transmissions, drivetrain and standard and optional equipment. The 328i and 335i are rear-wheel drive; the 328xi is all-wheel drive. The 328i ($35,300) and the 328xi ($37,100) are propelled by a 3.0-liter inline six-cylinder engine that pumps out 230 horsepower and 200 pound-feet of torque. They offer a choice of six-speed manual or six-speed automatic transmission. The 335i ($40,600) also has a 3.0-liter inline six-cylinder engine, but two small turbochargers and special fuel injectors boost the engine's output to 300 horsepower and 300 pound-feet of torque. That power flows to the rear wheels through either a six-speed manual or automatic transmission. The 335i adds matte 18-inch wheels (vs. 17s on the 328i and 328xi), larger brake discs front and rear, chrome exhaust tips, eight-way power front seats with memory on the driver's side and a 13-speaker Logic 7 audio system. Safety features that come standard on all 2007 3 Series coupes include frontal, side-impact and side-curtain airbags; dynamic stability control with several advanced braking technologies including one that helps remove water from the brakes in rainy weather, run-flat tires with a tire-pressure monitoring system. The 328xi features BMW's xDrive system for improved stability in adverse conditions. Standard equipment on all 3 Series coupes includes leatherette upholstery, automatic climate control, xenon headlamps, fog lamps, heated windshield washer nozzles, door handles with ground lighting, adaptive brake lights that alert trailing drivers to harder braking by the BMW driver, a start/stop button rather than a traditional turn-key ignition, power mirrors and windows and locks with remote locking, tilt and telescoping steering column with audio controls on the steering wheel, power front seats, a choice for four interior trims (two shades of walnut, gray poplar or brushed aluminum), a power moonroof, AM/FM/CD/MP3 audio system, front and rear cup holders, fold-down rear seatbacks and a four-year/50,000-mile warranty with free maintenance (including oil changes and wiper blades) and roadside assistance. The rear-wheel-drive 328i and 335i come with Sport suspension much like that which was optional on the previous generation of the 3 Series coupe. Options include automatic transmission ($1,275), active steering ($1,250), Comfort Access ($500) that allows entry (unlocking) and exit (locking) with the key in your pocket or purse, heated front seats ($500), rear park distance control ($350), active cruise control ($2,200), satellite navigation ($2,100), Sirius satellite radio ($595), leather upholstery ($1,450). The Sport package ($1,000) includes sport seats with adjustable side bolsters, 18-inch alloy wheels with performance tires. The Premium package ($3,150) includes leather upholstery, digital compass in the interior mirror, universal garage door transceiver, power folding exterior mirrors, auto-dimming for all three mirrors, memory seats and four years of BMW assist safety plan that automatically notifies emergency services in a collision as well as providing concierge, traffic, weather and other information; it costs less on the 335i. The cold weather package ($750) includes heated front seats, headlamp washers and a ski bag; it costs less on the 328xi.
Walkaround BMW's design brief for the 2007 3 Series coupe was to give it an elegant yet athletic look that would clearly differentiate it from the four-door sedan introduced a year earlier. While the two vehicles share their 108.7-inch wheelbases, they share no sheetmetal. The coupe is longer and lower and not as wide. By using standard Xenon headlamps, its front light fixtures are smaller, and are nicely set off above the deep front fascia with its wide array of air inlets to feed the powerful twin-turbocharged engine. The hood is long and includes a subtle power dome to indicate that there is substantial horsepower underneath. The hood line, which actually starts down in the front apron, leads up and back toward a roofline that is long and smooth and inches lower than that on the sedan (but don't worry, there's plenty of headroom even in the back seat). The sides of the car feature BMW's flame surface treatment, a design that accentuates the way the light is reflected to make the car look like it's accelerating even when it's sitting still. Even the new rear view mirrors were designed to enhance aerodynamic efficiency. Short front and rear overhangs add to the aggressive profile. One purpose of the design was to lead the observer's eyes toward the rear wheels and quarter panels as a way to visually express that this is a sporty car propelled by its rear wheels. Seen from the rear, the new 3 Series coupe looks wide and low, with prominent tail lamps above dual exhaust tips that provide a visual clue that the car ahead has a powerful engine. While sleek and elegant, the coupe's new body also is strong and lightweight. Compared to the sedan, the coupe is 22 pounds lighter even though it carries more standard equipment. The use of composite materials for things such as the front fenders helps keep the car light and the use of high-strength steel helps keep it strong and rigid, some 25 percent more rigid than the previous generation.
Interior Features Like the car's exterior, the interior of the 2007 BMW 3 Series coupe is elegant while also being sporty, and roomy. BMW gives 3 Series coupe customers many trim choices, including beige, saddle brown, black, gray and red upholstery and burl walnut, brown or gray poplar or brushed aluminum trim. While the interior has design cues similar to the 3 Series sedans, there are many subtle changes, such as additional tick marks on the gauges. The cockpit will look and feel familiar to BMW 3 Series owners, though they'll appreciate the new ambient lighting system at night and the way their shoulder belts are presented to them by arms that emerge from little doors built into the rear side interior trim panels. It used to be that the driver and front-seat passenger had to reach way back to find their shoulder belts, but now they simply sit down and close the doors and the belts come to them. Particularly impressive is the care given to the rear seating area. For one thing, the rear seat is designed for two people and thus provides them with good space, and even a lot of leg and head as well as shoulder room. They have ventilation controls they can manipulate and lots of storage areas and a wide armrest with cup holders. It's almost like sitting in a small limousine. There are even buttons on the outside edge of the front seats, in the shoulder area, so someone sitting in the back seat can reach up and power the front seat forward to ease exit from the rear of the car. If you need to carry cargo rather than people, the rear seatback is split and each side folds forward to expand the trunk from its standard 11.1 cubic feet of capacity. The trunk lid features compound hinges, not gooseneck hinges that can crush your luggage.
Driving Impressions The 2007 BMW 3 Series coupe represents the newest and fifth generation of a vehicle that traces back nearly four decades to the BMW 2002, one of BMW's most famous cars and which many consider to be the original European sports sedan (in this case, sedan means four- or five-passenger car with a fixed metallic roof, as opposed to a two-seat roadster or convertible). The new 335i is the first BMW in some 25 years to have a turbocharged engine. BMW was committed to increasing on the 255 horsepower provided by the inline six-cylinder engine used in the previous 3 Series coupe. One way would have been to switch to a V8, but BMW opted to another solution, one that would combine the power of a V8 with the fuel economy of the inline-6. That solution was to develop an engine that incorporated two small turbochargers, fan-like devices that boost the air pressure within the engine to enhance the fuel combustion cycle, therefore getting more power without increasing the number of cylinders. Another drawback BMW saw with the V8 was that it would be heavier, and would add weight to the car's nose, which does not help the sort of dynamic handling qualities on which BMW has built its reputation. The key to the twin turbo engine's performance isn't just its forced induction system, but also the engineers use of special and so-called piezo fuel injectors. By precise control of the air/fuel mixture and its placement within the cylinder, BMW is able to optimize the engine's performance not just in power output but also in fuel economy and in a reduction of as much as 20 percent in harmful exhaust emissions. Even while delivering 300 horsepower, the twin turbo engine is rated at 19 mpg in the city and 28 on the highway with the manual transmission and at 20/29 mpg with the automatic. To put those figures in context, the 230-hp engine in the new 328i, which does not have the special injectors, is rated at 20/30 in fuel economy. Turbocharged engines often have what is known as turbo lag, a period of hesitation between the time the driver tips into the throttle and the time the turbocharger spools up to boost the power. To the driver, it feels as though nothing is happening, and then suddenly the engine explodes into action. But by using two smaller turbos, and by keeping them turning even at slow speeds, BMW was able to fine tune the system to eliminate lag. Instead, power is provided in a smooth and linear delivery as the needles on the tachometer and speedometer sweep their arcs across their respective dials. By spooling the turbos earlier, maximum torque is achieved at just 1400 rpm and holds steady all the way to 5000, just about the point at which horsepower is reaching its peak. Thus this six-cylinder engine has torque delivery much like that of a V8. While we enjoy shifting gears, the engine is strong enough that on our drive on wonderful winding roads through the hill country between San Francisco and Bodega Bay in northern California, we could be content to simply pick third or fourth, depending on the speed we wanted to travel, and enjoy the scenery while the engine's broad power band kept the car's momentum flowing. After driving a 335i with a manual transmission in the morning, we switched after lunch to a 335i with the automatic transmission, one equipped with paddle shifters on the steering wheel. Again, we found the car very responsive even when we let the transmission shift on its own. For those who like paddle shifting, BMW notes that it had cut the transmission's response time to the paddles in half to enhance the driver's sense of control. To make sure power is used most efficiently, BMW uses different transmissions for different 3 Series coupes. The 328i has either a Getrag I manual or GM-sourced automatic. The 328xi gets a Getrag H manual or the GM automatic. The 335i has either a ZF Type G manual or a ZF high-performance 19 TU automatic. Some might worry that equipping the 335i with Sport suspension as standard equipment would make the ride too harsh. It does not. Instead, with aluminum suspension arms and other changes, the Sport setup not only reduces unsprung weight, thus making the car more responsive to steering inputs, but with such a solid chassis, the suspension can be fine tuned to provide both the dynamic ride that enthusiast drivers like without sacrificing the smooth ride qualities that pleases their passengers. The Sport suspension may be jolted by potholes, but it responds immediately and maintains control rather than seesawing up and down. Turn-in with the 335i is quick and sure, even with the standard steering gear. BMW's active steering system is available as an option and is designed to help the driver's control by providing a variable steering ratio that makes low-speed maneuvers easier but that also enhances on-center steering control at Interstate or even autobahn speeds. Also helping the driver maintain control is the inclusion of dynamic stability control as standard equipment. This computerized technology works with the anti-lock braking system to apply individual brakes to help keep the car on the driver's intended path. BMW's newest version of this technology also does such things as keeping the brakes drier in wet weather, thus shortening stopping distances. The 335i also has very large brakes: 13.7-inch discs on the front wheels and 13.2-inch discs at the rear. BMW is known for its marvelous brakes, and to help keep its cars from being rear-ended in emergency stops, the German automaker equips cars such as the 3 Series coupes with adaptive two-stage tail lights to signal those behind of hard and fast stops. BMW says the 335i accelerates to 60 miles per hour in just 5.3 seconds. Even the 328s are quick, with the rear-wheel drive version hitting 60 in 6.2 seconds and the 328xi getting there in just 6.8 seconds.

New 2007 Infiniti FX35 From $399/mo

2007-03-01T10:37:00.000-08:00

BASE MSRP: $37,800
TOURING PKG -inc: pwr glass tilt/slide sunroof w/one-touch open/close & auto reverse, HomeLink universal transceiver, auto on-off headlamps, cargo net
HANDS-FREE PKG -inc: intelligent key, bluetooth hands-free phone system
SPORT SUSPENSION TUNING PKG -inc: sport tuned suspension, 20" aluminum wheels w/265/50VR20 all-season tires, aluminum pedals, aluminum roof rails, black chrome grille, tinted head/tail lamps
ALUMINUM ROOF RAIL CROSSBARS
CARGO AREA PROTECTOR
SPLASH GUARDS
SUNROOF WIND DEFLECTOR

TOTAL OPTIONS: $4,200
DESTINATION CHARGE: $700
TOTAL MSRP: $42,700
Easy Auto Leases Price $39,275

2007 Infiniti FX35 RWD
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Ever since its debut a few years back, the Infiniti FX35 has been known as a sport sedan in SUV clothing. Make that avant-garde SUV clothing. For 2007, the FX35 stands pat, as last year's refresh brought a tweaked suspension for a smoother ride, a new grille and front fascia and a number of new standard features, such as a rearview camera, leather seating, a power tilt/telescoping steering wheel and a 300-watt Bose audio system. As with its chief luxury SUV rivals, the Acura RDX, BMW X3 and Cadillac SRX, the Infiniti FX35 is more all-wheel-drive sport sedan than trail-bashing SUV. An arched roof line, squat greenhouse and big (18-inch) wheels fitted with low-profile performance tires make the appropriate performance statement. Loosely based on the FM platform used for the previous-generation G35 sedan, the FX features an all-independent suspension, a front-midship engine placement (that allows an ideal 52:48 front-to-rear weight distribution) and, of course, a smooth and strong 275-horsepower V6. As one would expect, the 2007 Infiniti FX35 is in its element on a twisty road, where its muscular engine, buttoned-down suspension and quick reflexes make one forget they're piloting a midsize sport-utility vehicle. There is a price to be paid for having such nimble, athletic handling dynamics, however. Compared to nearly all of its rivals in the midsize luxury SUV class, the FX is down on cargo capacity and rear headroom, and doesn't offer a third-row seat.

Body Styles, Trim Levels and Options
The 2007 Infiniti FX35 is a midsize crossover SUV that comes in one well-equipped trim level. Standard features include 18-inch alloy wheels, xenon headlights, power front seats, a power telescoping steering wheel, a Bose audio system with an in-dash six-disc CD changer, a rearview monitor, dual-zone automatic climate control, keyless entry and full power accessories. Options include a navigation system, satellite radio, Intelligent Key keyless entry and starting, a rear-seat DVD entertainment system, run-flat tires, radar-based adaptive cruise control, a lane-departure warning system and Bluetooth connectivity. Some of these features are available individually while others are grouped into packages. There is also the Sport Package, which adds a sport-tuned suspension, 20-inch wheels and tires, aluminum interior trim and dark chrome exterior accents.

Powertrains and Performance
A 3.5-liter V6 making a potent 275 hp and 268 pound-feet of torque powers the Infiniti FX35. A five-speed automatic transmission with a manual-shift mode is the sole gearbox, though buyers have a choice of rear- or all-wheel drive.

Safety
Antilock disc brakes with brake assist, front-seat side airbags, full-length curtain airbags, traction control and stability control are all standard, as is a rearview monitor and tire-pressure monitor. Optional is the Lane Departure Warning System (LDW) that alerts the driver to any unintended movement of the vehicle out of a designated traffic lane. In NHTSA crash tests, the 2007 Infiniti FX35 earned top ratings, scoring five (out of five) stars for its protection of occupants in both front and side impacts. In IIHS frontal-offset testing, the FX earned the top score of "Good."

Interior Design and Special Features
Although leather seating is standard, the FX35's cabin is more sporty than it is luxurious. Compared to other luxury SUVs like the SRX and X5, Infiniti's midsize sport-ute lacks a similar upscale ambience. There is plenty of space for four adults, though the sloping roof can make headroom a bit tight for taller rear passengers. Ergonomics are mostly well thought out, though some of the buttons on the console can be confusing, as there are many of similar size and shape. Rearward visibility is poor, but a rearview camera is at the ready to make backing up and parallel parking much easier. Cargo space is tight, as there are just 65 cubic feet of space compared to the 70-85 cubic feet you'll find in most midsize SUVs.

Driving Impressions
Built specifically to excel on the pavement where most owners will use it most, the 2007 Infiniti FX35 handles more like a sport sedan than an SUV. Minimal body roll, quick steering response and the powerful V6 engine all combine to provide a driving experience that few other SUVs, even those of the luxury order, can match. When driven at the upper end of its performance limits, the FX isn't as easy to control as a BMW X3, but the vast majority of drivers will find its overall road manners exceptional.

What's New
After last year's refresh, the Infiniti FX35 sees just a few changes for 2007. Among them are a seatbelt reminder and optional iPod connectivity.

Pros
Sport sedan handling, powerful V6, roomy interior for four, long list of standard features.

New 2007 Mercedes Benz SLK280 From $459/mo

2007-03-01T10:28:00.001-08:00

BASE MSRP: $43,350
Appearance Package details
Wood/Leather Steering Wheel and Shift Knob
Vavona Wood Trim
17-inch 6-Twin-Spoke Wheels
P1: Premium I
8-Way Power Sport Seats with 3-Position Memory
4-Way Power-Adjustable Steering Column with Memory
Auto-Dimming Mirrors
SIRIUS Satellite Radio
Garage Door Opener
Rain-Sensing Wipers
SmartKey Infrared Remote Roof Automation
Interior Ambient Lighting Package
7-Speed Automatic Transmission
6-Disc CD Changer

TOTAL OPTIONS: $5,410
DESTINATION CHARGE: $775
TOTAL MSRP: $49,535
Easy Auto Leases Price $45,575

2007 Mercedes SLK280
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Within Mercedes-Benz's family of vehicles, prestigious coupes, $140,000 sedans and large SUVs have an almost celebrity-like status. In a dealer's showroom, they overshadow Mercedes' diminutive convertible, the SLK. But that doesn't mean the roadster doesn't have much to offer. In fact, we believe there's no better car currently in M-B's lineup for delivering affordable driving enjoyment. The 2007 Mercedes-Benz SLK-Class is a two-seat hardtop convertible, currently representative of the car's second generation. When the original SLK debuted in the late '90s, it was the first vehicle to truly popularize the use of a convertible top made out of steel panels rather than the more traditional soft fabric. Though bulkier and more complex, a convertible hardtop design, with its coupe-like profile and superior wind and weather protection, provides significant advantages in the top-up position. In coupe form, the rear-drive SLK's exterior styling mimics Mercedes' SLR McLaren exotic sports car. The two cars' pointed noses are meant to reference the look of modern Formula One race cars. Underneath this sporting shell are ingredients for a proper sporting roadster, including a stiff body structure, an available sport-tuned suspension and strong brakes. For power, Mercedes offers a choice of two V6s as well as a beefy V8 from AMG, Mercedes' in-house performance tuning division. These SLK models compete against vehicles like the BMW Z4, Nissan 350Z and Porsche Boxster. Thanks to its classy cabin, distinctive looks and solid performance credentials, the SLK more than holds its own in this segment. Though the SLK is inexpensive by Mercedes standards, some potential buyers will no doubt be put off by the vehicle's higher-than-typical price. Others might prefer the Z4 and Boxster's sharper handling dynamics. But for a convertible that sacrifices little in performance and excels at luxury and prestige, the 2007 Mercedes-Benz SLK is a top choice.

Body Styles, Trim Levels and Options
The 2007 Mercedes-Benz SLK-Class is a two-seat roadster with a power-retractable hardtop. Three variants are offered: SLK280, SLK350 and SLK55 AMG. Standard equipment on the SLK280 includes 16-inch alloy wheels, leather upholstery, a tilt/telescoping steering wheel, dual-zone automatic climate control and a nine-speaker CD audio system. In addition to a larger V6 engine, the SLK350 adds 17-inch wheels and larger brakes. The V8-powered SLK55 AMG is specialized for performance and comes with 18-inch wheels, high-performance tires, even larger brakes and a sport-tuned suspension. It also comes with power and heated seats with driver-side memory, a power tilt/telescoping steering wheel, napa leather upholstery and unique interior and exterior trim details. Many of the AMG model's extra features are optional on the SLK280 and SLK380. Other SLK options include special "designo" color-themed packages based on exterior paint color and interior trim; bi-xenon headlamps; a navigation system; a 380-watt surround-sound audio system; a glovebox-mounted CD changer; satellite radio and an Airscarf system that directs heat through vents in the head restraints.

Powertrains and Performance
The SLK280 features a 3.0-liter V6 that produces 228 horsepower and 221 pound-feet of torque. The SLK350 offers a 3.5-liter V6 good for 268 hp and 258 lb-ft of torque. Either engine can be matched with a six-speed manual or a seven-speed automatic transmission, the latter with steering-wheel-mounted shifter paddles. The Mercedes SLK55 AMG comes with a 5.4-liter V8 engine stuffed under the hood. It develops 355 hp and 376 lb-ft of torque. A seven-speed automatic is the only transmission offered, but it hardly detracts from performance; expect a 0-60-mph time of just 5.1 seconds. The more common SLK350 is also respectably quick, with an acceleration time of 6.3 seconds.

Safety
Knee airbags and seat-mounted side airbags that provide head and chest protection are standard equipment. Antilock disc brakes with brake assist, stability control, traction control and the TeleAid emergency call system are also standard.

Interior Design and Special Features
Top up, the SLK provides the security of a traditional coupe. The only distracting items are blind spots caused by the roof pillars. Lowering the fully automatic roof requires 22 seconds. When folded, it takes up space in the trunk, but there are still 6.5 cubic feet of space available for luggage. Inside the cabin, Mercedes has installed attractive, soft-touch material for the top of the dash, glovebox and doors, while plastics of similar quality fill in the rest. The climate-control layout varies depending on whether you add a navigation system, but both arrangements use easy-to-decipher dials. The soft and supportive seats remain comfortable even after several hours of driving. Keep the windows up while the top is down and there's minimal wind buffeting. If that's not enough, consider the Airscarf system that channels warm air to your neck and shoulders via dedicated registers in the headrests. It actually works quite well, and when it's combined with traditional seat heaters, the 2007 Mercedes-Benz SLK becomes one of the most useful all-weather convertibles on the market.

Driving Impressions
Mercedes-Benz is known for a lot of things, but building true drivers' cars isn't one of them. Case in point would be the old SLK, which was more of a boulevard cutie than a canyon-carver. The 2007 SLK, however, is an exception. It admirably delivers solid performance in acceleration, braking and handling. Obviously, the AMG model has the most performance potential, and indeed it posts impressive numbers in instrumented testing. Even the 280 and 350 models are fun to drive. Only when compared directly to this segment's athletic star, the Porsche Boxster, do the SLK's slightly less tactile steering and slower handling responses become apparent.

What's New
There are no significant changes to the 2007 Mercedes-Benz SLK-Class roadster.

Pro
Stylish design, sharp handling, powerful engines, comfort and convenience of retractable hardtop.

New 2007 Mercedes Benz SLK280 From $459/mo

2007-03-01T10:28:00.000-08:00

New 2007 BMW 750Li From $899/mo

2007-03-01T10:21:00.000-08:00

BASE MSRP: $78,100
2-stage Intake Manifold
4.8L DOHC 32-valve V8
6-speed Steptronic Automatic Transmission
Dynamic Stability Control
Electronically Controlled Engine Cooling
Engine Start/stop Button

TOTAL OPTIONS: $0
DESTINATION CHARGE: $695
TOTAL MSRP: $78,795
Easy Auto Leases Price $74,975

2007 BMW 750Li
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Introduction
At the top of the luxury sedan food chain you'll find cars like the 2007 BMW 7 Series, which represent the peak of engineering, elegance and hospitality available in a five-passenger automobile. Last redesigned for 2002, the 7 Series remains one of the most technologically advanced sedans in its class -- so much so that potential buyers often experience technology overload during their initial encounter. If you can get past the bewildering cockpit interface, though, you'll be able to enjoy the most involving full-size sedan on the market. Whether in V8-equipped 750 or V12-powered 760Li form, the BMW 7 Series has the personality and reflexes of a much smaller car. Those reflexes are a product of the 7's expertly tuned suspension and steering. To keep the big sedan steady around corners, all models come with Active Roll Stabilization, which stiffens the suspension's antiroll bars to reduce body roll. Additionally, 750i and 705Li models can be equipped with either the Sport Package, which provides firmer suspension tuning, or the Adaptive Ride Package, which uses self-leveling air springs and adaptive shock damping to strike a compromise between ride comfort and handling acuity. This latter setup is standard on the 760Li. The "Li" models ride on a 5-inch-longer wheelbase and are 5.5 inches longer overall than the standard 750i. This stretch opens up 6 extra inches of legroom in the backseat, but doesn't make them unwieldy to handle. We wish we could say the same about the standard iDrive vehicle management system. The 7 Series was the first BMW model to get this revolutionary bit of technology, and while iDrive corrals a lot of functions, including the audio, climate, navigation, Bluetooth and BMW Assist systems, it has a steep learning curve and, based on our experience, increases driver distraction. On the plus side, iDrive minimizes cabin clutter, as it's operated via a console-mounted dial that interacts with a central LCD screen. In the five years since the debut of BMW's iDrive, such all-in-one control systems have become the standard of the super luxury sedan segment. However, Audi and Mercedes-Benz have come up with more user-friendly setups, and for consumers who just want to get in and drive, either the A8 or S-Class may prove to be a more appealing choice. Both are just as luxurious as the 7, and the Mercedes is just as agile, if slightly less engaging from behind the wheel. Also worth consideration are the Lexus LS 460 and Jaguar XJ8/XJR, which buck the trend and use a traditional control layout. The Lexus, in particular, is an amazingly sophisticated and opulent sedan, though its driving experience is somewhat antiseptic. The Jag is a touch less refined than the others, but its sleek, classical styling goes a long way in a vehicle class where appearance counts for plenty. The truth is that none of these high-dollar sedans is likely to disappoint, but for buyers who crave an engaging driving experience above all else, the 2007 BMW 7 Series remains the definitive choice. Just make sure you have a high tolerance for technology before you sign the deal.

Body Styles, Trim Levels and Options
A full-size luxury sedan, the 2007 BMW 7 Series comes in three versions: the standard-wheelbase 750i and the long-wheelbase 750Li and 760Li. Standard fare on the 750i and 750Li includes 18-inch wheels, adaptive bi-HID headlights, a moonroof, leather upholstery, walnut wood interior trim and 14-way power front seats (plus four-way power lumbar and two-way active headrests for a total of 20 adjustments). Front-seat heaters, a navigation system with voice control, a 10-speaker CD sound system with an MP3 player input jack, dual-zone climate control, one-touch windows and Bluetooth connectivity are also included. Both cars are eligible for a long list of options -- the only difference is that the 750Li can be had with ventilated 14-way power rear seats to complement the extra legroom in the back. Major option groups include the Sport Package, which provides firmer suspension tuning, 20-inch wheels and a three-spoke steering wheel; the Adaptive Ride Package, which provides self-leveling air springs and electronic damping; the Luxury Seating Package, which provides a massaging driver seat, ventilated front seats, a heated steering wheel and rear sunshades; and the Premium Sound Package, which adds a 13-speaker Logic 7 sound system with an in-dash CD changer. Virtually all of the above is standard on the 760Li, including the Adaptive Ride suspension. Additional options on all 7 Series models include keyless startup, adaptive cruise control and a rear entertainment system (with a six-disc DVD changer). An exclusive 760Li extra is a rear-seat beverage cooler (mounted in the armrest) and individual rear climate controls.

Powertrains and Performance
The BMW 750i and 750Li are powered by a 4.8-liter V8 with 360 horsepower and 360 pound-feet of torque, along with respectable mileage ratings of 17 city/25 highway. The BMW 760Li offers a 6.0-liter V12 with direct-injection technology -- the first V12 production engine to use this. Mileage numbers are lower than the 750 at 14 city/22 highway, but power is impressive at 438 hp and 444 lb-ft of torque. Both engines are paired with a quick-shifting six-speed automatic transmission that directs power to the rear wheels. We've timed a 760Li at just over 6 seconds for the 0-60-mph run, while a 750i we tested was about a half-second slower. BMW claims that sub-6-second times are possible with either drivetrain under optimal conditions.

Safety
Standard safety features on all 7 Series sedans include antilock disc brakes, stability control, a tire-pressure monitor, front-seat side airbags, full-length side curtain airbags; a driver's knee airbag and a four-year subscription to BMW Assist telematics; rear-seat side airbags are optional. The stability control system governs several advanced braking features, including a brake-drying feature that periodically wipes the brake rotors when the windshield wipers are in use. Front and rear parking sensors are standard, and you can opt for the Night Vision system, which uses an infrared camera to monitor obstacles nearly 1,000 feet ahead of your 7 Series.

Interior Design and Special Features
Inside the 2007 BMW 7 Series, the cabin has the expected opulent atmosphere and a clean layout, thanks to the minimal center stack controls. The iDrive system was designed to consolidate the vehicle's control systems into one easy-to-use interface, but the learning curve is steep. Most basic adjustments can be made rather easily, but more complex functions require time with the owner's manual and patience to learn -- and we know of more than one driver who has accidentally drifted out of his lane while fiddling with iDrive. Materials are generally very high in quality, as you'd expect in this class, but there are a few plastics here and there that seem out of place in an executive sedan. Backseat passengers will be just as comfortable as those in front, as the rear seatback contours perfectly to support your lower back and shoulders, while headroom and legroom are abundant. Go for the 750Li or 760Li and you'll get an extra 6 inches of rear-seat legroom.

Driving Impressions
Either engine should prove satisfying, and choosing between the two is largely a matter of personal taste and spending power. The 750 models move out like muscle cars fresh out of charm school: The 4.8-liter V8 has a refined yet athletic demeanor, and the six-speed automatic is the perfect partner, serving up some of the quickest, smoothest shifts we've ever experienced. As you'd expect, the 760Li's V12 responds immediately to the slightest nudge of the gas pedal. At idle and cruising speeds, the engine's sound is nearly undetectable, but open it up for full power and it exudes a pleasing enough note to make you eagerly anticipate the next stretch of open road. Steering feel in the 7 Series cars is typical BMW, with relatively high weighting and excellent feedback, and body roll is held in check during cornering. While it may be a stretch to call such a large car nimble, it's easy to confuse it for a sport sedan on the open road.

What's New
For 2007, the BMW 750i joins the rest of the 7 Series line in offering 20-way adjustable front seats as standard. Additionally, all 2007 BMW 7 Series models now come with heated front seats, an MP3 player input jack, power-folding exterior mirrors, additional braking technology (including a brake-drying feature) and a four-year subscription to BMW Assist telematics. Sport Package wheels for the 750i and 750Li now measure 20 inches in diameter. The new BMW Individual Composition option group allows buyers to customize the interior and exterior treatment for their 7. The short-wheelbase 760i sedan has been discontinued, as has the sport seat option.

Pro
Exceptional handling dynamics for a big sedan, sophisticated drivetrains, numerous high-tech features, sumptuous cabin furnishings.

New 2007 Infiniti QX56 From $599/mo

2007-03-01T10:19:00.000-08:00

BASE MSRP: $49,950
PWR SLIDING/TILT GLASS SUNROOF w/one-touch open/close & safety reverse
DVD MOBILE ENTERTAINMENT SYSTEM -inc: 7" flip-down screen, wireless remote control, (2) wireless headphones
PAINTED FRONT SPLASH GUARDS
CARGO MAT
CARGO NET

TOTAL OPTIONS: $3,030
DESTINATION CHARGE: $800
TOTAL MSRP: $53,780
Easy Auto Leases Price $48,775

2007 Infiniti QX56
Discount Auto Lease, Low QX56 Fleet Prices
Infiniti Wholesale Money Factors

Like many other luxury-brand SUVs, the 2007 Infiniti QX56 is based on a less status-conscious vehicle, in this case the Nissan Armada. To separate the high-society QX56 from the common man's Armada, designers gave the front end a heavy chrome grille with Infiniti's strong horizontal theme and added liberal splashes of chrome to the body. Unfortunately, the QX56 inherits the same oddball form as the Armada, meaning the strange greenhouse design that looks like the melding of two dissimilar structures. Look beneath the controversial skin, however, and there's some beauty to be found. This year, the already burly 5.6-liter V8 sees a small bump in output, putting those figures at 320 horsepower and 393 pound-feet of torque. That's enough to make the 5,600-pound luxury SUV feel light on its feet, an impression confirmed by its impressive 0-60 time of 7.3 seconds. That muscle also allows a maximum towing capacity of 9,000 pounds. The QX56 also possesses handling that belies its considerable mass, making the big sport-ute easy to drive around the typical perils of suburbia. The cabin is a mixed bag, with plush leather seating, handsome wood accents and well-padded armrests boosting the luxury quotient considerably over that of the bland Armada. But some low-grade components, notably the dull gauge cluster and the hard plastic used on the doors and dash top, bring it down when compared to its more lavishly appointed competitors such as the Lexus LX 470, Mercedes GL450 and Cadillac Escalade. The luxury of space is there in spades, however, as even 6-footers can get comfortable in the second row; the third row can accommodate adults as well. In the practical sense, the 2007 Infiniti QX56 makes a convincing argument for itself with its strong performance, massive towing capacity and roomy, comfortable cabin. None of this will matter to those who don't warm up to the styling, and the Escalade and GL450 arguably provide all of that in much more attractive wrappers, and both are priced competitively with the Infiniti. Still, for those needing a capable, full-size luxury SUV with three fully usable rows of seating, the QX56 is worth strong consideration.

Body Styles, Trim Levels and Options
A large luxury SUV, the seven-passenger 2007 Infiniti QX56 comes in one trim level with a choice of either two- or four-wheel drive. Standard features include 18-inch chrome alloy wheels, xenon HID headlights, Bluetooth connectivity, leather seating for seven, power and heated front seats, real wood trim, a navigation system and a 10-speaker Bose audio system. Dual-zone automatic climate control, a separate rear air-conditioner, a rearview monitor, park assist, power-adjustable pedals and a power rear liftgate are also standard. The short list of options includes a rear-seat DVD entertainment system, a bench seat for the second row (increasing capacity to eight), satellite radio, a sunroof and adaptive cruise control.

Powertrains and Performance
The QX56 is powered by a 5.6-liter V8 with 320 hp and 393 lb-ft of torque matched to a five-speed automatic transmission. Buyers have a choice of either rear-wheel drive (2WD) or a full-time four-wheel-drive system with a low-range transfer case. For a large SUV, the QX56 is quick, with the sprint to 60 mph taking just 7.3 seconds. Towing capacity stands at 9,000 pounds with 2WD and 8,900 with 4WD.

Safety
Antilock disc brakes, stability control, a tire-pressure monitor, front seat side-impact airbags, full-length side curtain airbags, a reverse park sensor and a rearview monitor are all standard on the 2007 Infiniti QX56. In NHTSA frontal-impact crash tests, the QX56 scored four stars (out of five) for the driver and five stars for the passenger.

Interior Design and Special Features
Emphasizing the luxury theme, the Infiniti QX56's cabin is bedecked in leather, thick carpeting and lustrous wood and aluminum accents. Unfortunately, some hard plastic on the dash and doors takes away a bit of the upscale ambience, as do the dull, orange-illuminated gauges that look like they were yanked from a workaday Nissan Titan pickup. On the other hand, the QX's standard rearview monitor and reverse park sensor make parallel parking this large SUV a lot easier. Second-row captain's chairs are standard, along with a removable center console and fold-flat third-row bench seat. A fold-flat second-row bench seat that increases passenger capacity to eight is optional. As big as it is, the QX56 has less maximum cargo capacity than an Escalade or Lincoln Navigator, with just over 97 cubic feet of space. The Infiniti does have more capacity than these two if you're planning to seat passengers in all three rows (20 cubic feet behind the rearmost bench), but the extended-length Escalade ESV and Navigator L offer even more room.

Driving Impressions
Around town, the 2007 Infiniti QX56 moves out briskly and effortlessly storms up freeway on-ramps to blend into fast-moving traffic. The five-speed automatic provides seamless gearchanges and steps down promptly when a burst of power is needed for quick passing. An independent suspension all around provides the well-damped ride that luxury SUV buyers expect, along with surprisingly nimble handling for a vehicle of its size. Body lean is noticeable when cornering, but it's nothing excessive -- just a reminder to the driver that in spite of the QX56's sure handling, there are still close to 3 tons worth of luxury sport-ute getting tossed around.

What's New
Apart from a small bump in output (5 horsepower and 3 pound-feet) from its V8 engine, there are no significant changes for the 2007 Infiniti QX56.

Pro
Powerful and refined V8, impressive balance of ride and handling, massive towing capacity, roomy second- and third-row seats.

New 2007 Jagaur XKR Convertible From $1,189/mo

2007-03-01T10:15:00.000-08:00

BASE MSRP: $91,835
10-way 3-stage Heated Front Leather Pwr Bucket Seats W/3-position Memory
20'' ''SENTA'' 10-SPOKE ALLOY WHEELS -inc: 255/35ZR20 Front & 285/30ZR20 Rear Tires
4.2L DOHC EFI 32-valve Aluminum Alloy Supercharged V8 Engine W/variable Camshaft Phasing
6-speed Automatic Transmission W/sequential Shift
ALUMINUM LUXURY PKG -inc: Softgrain Leather Interior, Leather-trimmed I/P, 16-way Pwr Seats W/adjustable Bolsters
PREMIUM SOUND PKG -inc: Alpine Premium Stereo W/Dolby Pro Logic II Surround Sound, 525-watt Amplifier, Sirius Satellite Radio *Satellite Radio Subscription Not Included*
Pwr-latching Self-stowing Convertible Top W/aluminum Tonneau Cover, Heated Glass Rear Window
Gaz Guzzler: $1000

TOTAL OPTIONS: $8,975
DESTINATION CHARGE: $665
TOTAL MSRP: $101,475
Easy Auto Leases Price $99,475

2007 All New Jaguar XK8 Convertible
Low Jaguar Prices Nationwide Delivery
Premium Sound And Aluminum Luxury Packages
Discount Jaguar Auto Leases, All Colors and Options

A 10-year duration might be a good thing for the effects of a redwood deck-sealing product, but it's a rather distressingly long time for a luxury car to be in production awaiting a full redesign. And indeed, the Jaguar XK8, sold from 1997-2006, was increasingly outclassed in its later years. Change is afoot for the 2007 model year, though, with the introduction of the new, second-generation XK. The 2007 Jaguar XK (the "8" has been dropped from its name) is still a two-door luxury car sold as either a coupe or a convertible. It's also still V8-powered, rear-drive and, in standard form, priced well under the $100,000 barrier. The high-performance XKR is reborn as well, and as before, has a potent supercharged V8. The most important changes on the redesigned XK relate to its new aluminum body structure, larger interior and more luxurious features. Like the XJ sedan, the Jaguar XK features all-aluminum construction for its body structure and body panels. In the XK's case, the main advantages to aluminum construction are weight reduction and body stiffness. The 2007 Jaguar XK is a bit lighter than the previous-generation XK8 and noticeably lighter than its main competitors. Jaguar also claims that the extra body stiffness has improved handling, ride quality and crashworthiness. Bigger brakes and a more sophisticated Computer Active Technology Suspension (CATS) are also part of the upgrade, and a lengthened wheelbase has freed up considerably more room for front occupants. These changes, along with a more comprehensive features list, have dramatically changed the fortunes of Jaguar's coupe. Previously, this luxury coupe and convertible had eye-catching styling and not much else to recommend them. Now, the XK is more luxurious and entertaining to drive. (In an odd twist, though, Jaguar's attempt to make the new XK more aggressive-looking has made it less attractive to some eyes.) Certainly, there's a wide range of coupes and convertibles available for those buyers with about $90,000 to spend. For the power-hungry, though, the standard XK's carryover 300-horsepower V8 and lack of a manual transmission will probably be off-putting alongside cars like the BMW 6 Series, Maserati Coupe and GranSport, and Mercedes-Benz CLK-Class and SL-Class. And while the Jag feels stable and secure when going around corners, its handling limits are still lower than many peers in this price range. The faster and more firmly tuned XKR coupe and drop top start to close the performance gap, but when properly optioned, they easily hit six figures, treading dangerously close to more serious performers like the M6, CLK63 and Aston Martin V8 Vantage. In addition, those shoppers wanting the latest in techno-gadgets will find this new Jag comes up a bit short in this regard as well. Still, for most people, the sleek-bodied XK should strike a nice balance between performance and luxury, especially in a segment where appearances are everything. If a high-dollar luxury coupe or convertible is in your future, there's no doubt the 2007 Jaguar XK is one you'll want to consider.

Body Styles, Trim Levels and Options
The 2007 Jaguar XK is available as a two-door coupe or a two-door convertible. Each body style comes in standard and high-performance XKR form. Highlights of the standard XK's equipment list include 18-inch wheels, an adaptive suspension system, bi-xenon HID headlights, rear parking sensors, keyless start, leather upholstery, power-adjustable and heated front seats with memory settings for the driver, Bluetooth connectivity, a DVD navigation system and an in-dash six-CD changer with MP3 compatibility. In addition to its supercharged V8, the XKR adds 19-inch wheels, a firmer suspension (with recalibrated settings for the adaptive dampers), retuned steering, larger front brakes, upgraded adaptive headlights, aluminum mesh grille and fascia inserts, "Supercharged"-embossed hood louvers, quad exhaust outlets and sport seats. Major options on all XKs include various 19- and 20-inch wheel designs, an adaptive front lighting system, adaptive cruise control, upgraded front seats with higher-quality leather and a premium Alpine surround-sound system. Buyers are also able to choose between burl walnut and poplar wood trim.

Powertrains and Performance
All Jaguar XKs are rear-wheel-drive. The standard XK coupe and convertible are powered by a 4.2-liter V8. It develops 300 hp and 310 pound-feet of torque. The 2007 Jaguar XKR has a supercharged version of that engine rated for 420 hp and 418 lb-ft of torque. A six-speed automatic transmission is standard on all XKs, and steering-wheel-mounted paddles allow drivers to shift manually should they desire. Switched to its sport mode, the transmission matches revs on downshifts. The standard XK coupe and convertible accelerate to 60 mph in the low 6-second range, while we've timed an XKR convertible at just 4.9 seconds for the 0-60 run.

Safety
The Jaguar XK comes with front-seat side airbags (that provide both head and chest protection), whiplash-reducing front seats, a tire-pressure monitoring system, traction control, antilock brakes and stability control. The standard XK's stability control system has two stages, one of which gives the driver more responsibility for the car's handling before the system activates. The setup is similar on the XKR, though its system gives the driver even more leeway and allows him to disable it completely if desired. All XK convertibles have two aluminum hoops that auto-deploy in the case of a rollover accident to better protect occupants.

Interior Design and Special Features
Inside the new XK, traditional craftsmanship and contemporary luxury materials contrast with a choice of high-tech trim surfaces. The layout is driver-focused and sporty. Unquestionably, it's a big improvement over the previous car, but even in the elite XKR, the overall ambience is still a bit downmarket for this price range and there's evidence of cost-cutting in some of the plastics. The control-organizing Driver Interface Center system is simple in concept, but our editors have found it frustrating to use in practice, as the touchscreen isn't as sensitive to touch as it should be and, in the three XKs we've examined, rife with electronic glitches. On the other hand, consumers used to the XK8's cramped quarters will be pleased to find that the XK is much more accommodating, though the two-position rear seat is still suitable only for children or emergency use. The XK's trunk can hold about 11 cubic feet of cargo. With its top down (a process that takes less than 18 seconds), the XK convertible can still hold 8 cubic feet.

Driving Impressions
Accelerating hard through the gears, the standard Jaguar XK's V8 makes up for its relatively modest punch with an enjoyable intake and exhaust soundtrack. As you'd expect, the supercharged XKR feels much quicker, as the merest tickle of the throttle results in a determined surge of acceleration. In both cars, the six-speed transmission is impressive, delivering quick, firm shifts that keep the engines in the thick of their power bands. Sent through corners, both the standard XK and the XKR display the advantages of aluminum construction, as both versions of the car feel more agile and precise than their predecessors. High-speed sweeping turns remain the XK's preferred playground, however, as its rather large size and strong predisposition toward understeer make it feel out of its element around tight corners. Even the XKR delivers more of a luxury ride than a sporty one, its adaptive suspension tightening up only when conditions dictate. The trade-off is that the 2007 Jaguar XK is quite forgiving on the highway, and for most buyers, this will be fine. Those seeking a more athletic drive should look at the offerings from BMW, Maserati, Mercedes and Porsche.

What's New
The Jaguar XK-Series has been fully redesigned for 2007. Highlights for the new model include all-aluminum construction, more interior room, new styling and more luxurious features. An all-new version of the high-performance XKR arrives later in the model year in both coupe and convertible form.

Pro
Pleasing balance of luxury and performance, relatively light curb weight, beautiful body lines, convertible's speedy top operation.

2007 Land Rover Range Rover Supercharged From $1,079/mo

2007-03-01T10:07:00.000-08:00

BASE MSRP: $92,035
2-speed Electronic Transfer Gearbox-inc: Torsen Torque-sensing Center Differential, Shift-on-the-move Capability
4-wheel Electronic Traction Control (4ETC)
4.2L Supercharged V8 Engine
6-speed Automatic Transmission W/Commandshift
Distributorless Ignition System-inc: 4 Knock Sensors, Dual Mode Electronic Throttle, Engine Drag Torque Control
One-touch Engine Starting
Permanent 4-wheel Drive
Pwr Sunroof-inc: Deep-tinted Glass, Retained Accessory Pwr, One-touch Open/close, Anti-trap Feature
REAR SEAT ENTERTAINMENT PKG -inc: (2) Wireless Headphones, Remote Control
Rear Locking Differential

TOTAL OPTIONS: $2,500
DESTINATION CHARGE: $715
TOTAL MSRP: $95,250
Easy Auto Leases Price $92,975

2007 Land Rover Range Rover SC
Supercharged V8 Rear Seat Entertainment
Low Land Rover Fleet Prices and Lease Payments
All Colors-Options Nationwide Delivery

The Range Rover has been extensively revised for the 2007 model year. The cabin has been redesigned for increased comfort and ease of use and new safety features have been added. Off-road and on-road capability have been enhanced with Land Rover's new Terrain Response system, which makes venturing away from pavement even easier than before. The Range Rover benefitted from new engines and transmissions for 2006. These changes, which coincide with the 20th anniversary of Range Rover's presence in the American automotive market, continue to improve on what remains the ultimate luxury sport-utility. This top-of-the-line Land Rover offers authentic all-terrain capability combined with a beautiful European-flavor cabin and the latest in safety features. The 2007 Range Rover is quieter and more comfortable and easier to operate. The cabin benefits from new switchgear, revised air conditioning, redesigned seats and increased noise-reduction measures. Redesigned airbags further improve its safety. Modeled after luxury yachts with gorgeous wood trim and rich leather, the Range Rover cabin is a comfortable place to be. Driving a Range Rover makes you feel good. It's quiet, smooth and poised on the road or off and makes its occupants feel classy and sophisticated at the same time. It's one of the best luxury vehicles available, counting cars. The Range Rover remains an exclusive vehicle, further adding to its class and panache. It also represents quite a step up from the Range Rover Sport, in our view. It's the ultimate in luxury SUVs. Exemplary service is also part of the Range Rover experience. Surveys indicate customers are highly satisfied with their Land Rover retailers who pride themselves with taking care of their customers. Our anecdotal evidence backs that up. The Land Rover Centres go beyond those of the typical car dealership, acting as off-road outfitters. They carry accessories and apparel and organize outings. Land Rover's four-year/50,000 mile warranty includes roadside assistance (even where there's no road) and free scheduled maintenance.

Model Lineup
The 2007 Range Rover comes in two trim levels, the HSE ($76,535) and Supercharged ($92,035). The HSE is powered by a 305-hp, 4.4-liter V8 engine. The Supercharged gets a 400-hp, 4.2-liter V8. Both engines are mated to a six-speed automatic transmission. Both also feature permanent four-wheel-drive with a two-speed transfer case and electronic Torsen center differential, all-terrain traction and stability control, Hill Descent Control and four-wheel disc brakes with ABS, and now Land Rover's Terrain Response technology. The HSE comes with three-zone climate control, a 12-way power driver's seat with three memory settings for seat, tilt-and-telescope steering wheel and outside mirrors; 10-way power front passenger's seat; rain-sensing automatic windshield wipers; and voice-control, DVD-based GPS navigation and Harman/Kardon digital surround-sound system with six-disc CD changer and 14 speakers, and Sirius satellite radio (subscription required). Nine exterior colors and six interior pallets are available to choose from. Options include the Luxury Interior Package ($5,000) with premium leather seating surfaces and dash, 14-way power seats with inflatable lumbar support for the driver and front passenger, cooled-air ventilated front seats, choice of light or dark 12-piece wood trim, adaptive front lighting, auto dimming exterior mirrors and a cargo net. Seven-spoke, 20-inch alloy wheels with a full-size spare are available ($4000). Also available is an electronically controlled infinitely variable locking rear differential ($500). A DVD-based rear-seat entertainment system ($2,500) is optional. The Supercharged comes with everything in the Luxury Interior Package, plus 20-inch bright-finish aluminum wheels and the locking rear differential. Brakes are upgraded with Brembo calipers in front and vented discs all 'round, in place of the HSE's vented/solid setup. In addition to the HSE's paint and interior choices, two monochromatic interior pallets and an exclusive Grand Black Lacquer wood trim are offered, as are the entertainment package. Brake and accelerator pedals are stainless steel with rubberized inserts. Safety equipment on all Range Rovers is comprehensive. Nine airbags come standard: front, side, and head airbags for driver and front-seat passenger, as well as head and seat-mounted side airbags for rear outboard passengers, and a special airbag designed to protect the driver's knees. That's in addition to the many active safety features. Also standard are front and rear park distance control and a rearview color television camera, both extremely helpful when backing up, and tire pressure monitors. Security is also a high priority, which means deadlocks and an ultrasonic alarm system. A panic button activates locks for extra security against attacks.

Walkaround
The Range Rover cuts a distinct profile, instantly recognizable as a Range Rover. Its contours are smooth and taut, with just enough curvature to suggest substance and strength. Compared to less exclusive, but more conspicuously massive SUVs, the Range Rover looks trim, muscular, and athletic, like a formidable middleweight fighter next to a costumed television wrestler, a look bolstered by the Range Rover's comparatively short wheelbase and markedly robust approach, break-over and departure angles. The front end is strong and horizontal, capped by Range Rover's trademark clamshell hood. High-tech lighting clusters housing bi-xenon headlamps (with power washers) wrap around the corners. The optional adaptive headlamps turn several degrees in the same direction as the front tires to better illuminate corners. Punctuating the bumper are two serious-looking round ports with deeply recessed foglamps and a long, horizontal slot feeding air to the engine. Taillights echo the futuristic look of the front and incorporate a bright-light rear foglamp. Viewed from the side, the latest Range Rover features a high beltline and a flat expanse of sleek metal dramatically slashed by vertical louvers that extract hot air from the back of the engine bay to help cool the engine. The Supercharged model is set apart by a silver-metallic, mesh-design grille and side vents and monochromatic exterior paint scheme with black-on-silver badging. Dual, chrome exhaust tips signaling the presence of the more powerful engine are set back beneath the rear bumper to maintain the same, ground-clearing departure angle as the HSE. Ground clearance ranges from a minimum of just under nine inches to just over 11 inches, depending on the height-adjustable suspension's setting. Underneath the skin is a steel monocoque structure with an integrated chassis that improves ride and handling and gives the Range Rover the ability to tow, haul and tote just about anything on or off road. Towing capacity with trailer brakes is more than 7700 pounds, for instance, unbraked, almost 1700 pounds, while top governed speed is 120 mph in the HSE, 130 mph in the Supercharged.

Interior Features
The Range Rover features a spacious, well-appointed interior that has been subtly yet extensively revised and updated for the 2007 model year. The interior design was inspired by expensive racing yachts and features gorgeous wood-trimmed dashboard support pillars. The dashboard, the center console, the interior door panels and even the seats themselves are new. Also new are things you can't see: The cabin is quieter, thanks to triple-laminated of window glass and a revised ventilation system that not only operates more quietly but more efficiently (due in part to a new pump that pushes air to those sitting in the back seat). New safety measures for 2007 include side airbags relocated from the doors to the seat backs to better achieve optimum protection regardless of whether the seat is forward or aft on its tracks. There's also a new knee-protection bag for the driver. The front passenger's frontal airbag has been revised and now emerges upward and then toward the passenger's seat rather than coming straight out of the dashboard, which should maintain full protection while helping to reduce injuries caused by airbag deployment. The dashboard and center console feature switchgear that is more intuitive in its placement and operation. The controls also are a little better oriented around the driver. One of the new controls is the knob that manipulates the Terrain Response system. First introduced in the Land Rover LR3, the system is now on the Range Rover. Terrain Response allows the driver to set a dial to any of five road conditions, from dry pavement to snow to rock crawling. The vehicle's onboard computers and mechanical components then adjust to provide optimum traction for those conditions. One of the five settings is designed for on-road use, three for off-road use, and the other for wet or snowy roads or off-road trails. The center console features revised and good-sized cup holders for 2007. To free up some real estate for cup holders and Terrain Response controls, the ignition key has been moved from the center console to a more traditional place on the dashboard. Two gloveboxes are provided for storage. The new seats on 2007 models come not only with the capability of being heated, but also of being cooled. They are covered in sumptuous leather, of course, something we've long enjoyed on Range Rovers. Front and rear passengers have plenty of room and enjoy not only an elevated view, but all the wood and leather and luxury of a limousine. The Range Rover's ride is smooth and quiet. It's true luxury. Carrying a lot of gear is no problem. The Range Rover's tailgate is divided horizontally with a shorter-than-traditional bottom half to ease loading and unloading. That bench-like lower half was designed to support the weight of two adults, making this a perfect vehicle for tailgate parties, or for pulling on a set of waders, or for a quick picnic lunch, or any of those other times you might want a tailgate, often good, memorable times. The rear seats are split 60/40 for versatility when moving cargo and people. Luggage hooks on the floor of the cargo area are designed to keep items secure. The full-size spare tire is stored in a well under the cargo floor. The DVD-based navigation system features a 7-inch, touch-screen, dash-mounted VGA display and is quite sophisticated. An off-road mode with elevation contours that can guide to a destination, and also track where you have been, laying out electronic bread crumbs, to make it easy to return to your start point. It offers voice-activated commands. It uses a single disc mapping the entire continental United States so there's no need to change when driving across the country. In addition to the usual trip computer functions such as fuel consumption, range, speed and the like, the Range Rover's instrument panel has an interface that shows what the wheels and suspension are doing and direction of travel. Drivers can see front wheel position when slogging through muddy ruts without getting out of the car. The premium Harman/Kardon surround-sound system boasts 710 watts and 14 speakers. It can be controlled by voice command, steering wheel controls, or the touch screen. The telephone system integrates the owner's mobile phone with the car, allowing hands-free operation and voice commands, either by placing it in a cradle or using wireless Bluetooth technology. The optional entertainment system includes a wireless remote and pair of headphones. Auxiliary input jacks in the base of the back end of the front center console allow two rear-seat passengers their individual choice of diversion, whether it's watching different videos or listening to separate CDs, while the front seat occupants enjoy their audio selection from the stereo.

Driving Impressions
The 2007 Range Rover upholds its legendary off-road capability, yet with equally civilized road handling. It doesn't lean much in corners, making it enjoyable on winding roads. Our jaunts through Northern California wine country, along the state's northern coast, throughout the Monterey Peninsula and on various highways and freeways in the 2007 Range Rover were delightful and comfortable. Freeways and urban traffic were conquered with ease and smoothness. Off-pavement obstacles showcased the Range Rover's ability to live up to its name in the woods, around quarries or seemingly anywhere a four-wheel vehicle might venture. As boxy and upright as the Range Rover is, it is remarkably quiet, its beefed up sound deadening and laminated side window glass blocking nearly all outside noises. The Range Rover's superb balance of ride and handling is the result of a highly refined and interconnected air suspension that allows softer spring rates for enhanced on-road comfort and an adjustable ride height over a range of some two inches. This system allows both serious off-roading and the courteous lowering of the ride height to make it easier for passengers to get in and out, a nice feature for shorter, older passengers and for social outings around town. An Access setting can be pre-selected so the body lowers to the desired height as the Range Rover rolls to a stop, avoiding having passengers wait while it kneels. The Jaguar-based 4.4-liter V8 in the HSE is more powerful, more fuel efficient and cleaner than the BMW engine it replaced for 2006. It produces 305 horsepower at 5750 rpm and 325 pound-feet of torque at 4100 rpm. The Range Rover HSE can accelerate from 0 to 60 mph in just over 9 seconds, quicker than the 2005 model with the BMW-based engine. The top speed is electronically limited to 124 mph. The Jaguar engine is clean and is EPA-rated at 14/18 mpg City/Highway. The supercharged 4.2-liter V8, also from Jaguar, increases the output to 400 horsepower and 420 pound-feet of torque. Even so, fuel economy is EPA-rated 13/18 mpg, and we saw 16-17 over the course of our driving. Land Rover says the Supercharged model can accelerate from 0 to 60 mph time in 7.1 seconds with top speed governed at 130 mph. Though stately in its performance, the Supercharged model is noticeably quicker, both in accelerating off the line and when it comes to passing other traffic. Both V8s are mated to a the latest-generation, ZF six-speed automatic transmission featuring CommandShift, one of the more flexible manual override systems in the luxury market. In the Range Rover, CommandShift can operate in both the high and low ranges of the transfer case for use on or off road. It will upshift when in manual mode but not until engine redline, and in deference to off-roaders' occasional need for low, borderline-lugging engine speed, it delays downshifting until just before the engine's stall point. When in automatic Sport mode, the transmission employs slightly higher shift points and downshifts more readily. Your can sometimes feel it drop down a gear halfway through a corner to gain a sweeter spot in the engine's power curve. Speaking of tracking through corners, for 2007 the HSE gets the same suspension setup as the Supercharged version. That means the suspension is some 30 percent stiffer in front and 100 percent in the rear, reducing body roll by some 15 percent in cornering. Ride, however, remains smooth and quiet when cruising down the highway. Four-wheel anti-lock disc brakes are backed by Emergency Brake Assist, which applies full braking force in a panic stop even if the driver mistakenly relaxes brake pedal pressure, and electronic brake-force distribution (EBD), which helps reduce stopping distances by balancing braking forces front to rear. The Range Rover is also equipped with Dynamic Stability Control (DSC), which helps drivers stay on their intended course by preventing a skid. This electronic stability control system helps maintain vehicle stability at the limits of tire adhesion via a combination of yaw rate sensors, the antilock brake system, and the traction control system. When required, the system applies the brakes at one or more wheels to correct excessive yaw. For example, if the rear tires lose grip in a corner, a situation called oversteer can occur that can ultimately lead to spinning off the road; the system senses this happening and applies the brake on the outside front wheel to rotate the vehicle back onto the desired path. The driver need only steer where he or she wants to go. The Range Rover's off-road prowess continues to set the standard for the class. It easily slogs up steep, muddy tracks most drivers would never attempt. Even more impressive is its ability to creep down steep, muddy terrain or gravelly tracks that would leave lesser vehicles parked against a tree or teetering on the lip of a cliff, thanks in no small part to Hill Descent Control, a technology Land Rover pioneered that automatically balances engine and brake application to maintain a stable, controllable rate of descent. Its suspension articulation and impressive technology make navigating rugged terrain easy, smooth and comfortable with little of the head toss you get in most off-road vehicles. It's pretty clear that the Range Rover can go anywhere. Off-roading has become even easier with the simple Terrain Response control with separate settings for general driving on pavement, for grass/gravel/snow, for sand, for mud and ruts, and for rock crawling. The system is so effective that it preloads the differentials to enhance traction based on specific terrain. The Range Rover boasts the slowest low-range crawl speed in the industry: just 2.4 mph at 1000 rpm, extremely important when traversing truly rugged terrain. The transfer case can be switched between low and high range on the fly, at speeds up to 30 mph, eliminating the need to stop in the middle of a mud bog to change gearing. Additionally, advanced electronics provide for a dual-range throttle with on- and off-road calibrations. That makes for quicker throttle response on the road, while allowing precise throttle adjustments in extreme off-road situations. Trails can be negotiated with more confidence thanks to an undercarriage protection system that includes a plastic skid shield and Kevlar engine protection. Off-road traction control allows drivers to tread lightly by minimizing wheel spin, and therefore trail damage, while off the beaten path.

Summary
The Range Rover may be the ultimate in style, prestige, luxury, and off-road capability in a sport utility. Upgrades for 2007 keep it in contention for best in class. The Range Rover offers European style and pedigree, which isn't available at Lexus or Infiniti. It offers off-road capability and cargo space that BMW X5 drivers can only dream about. Not even the new Mercedes-Benz GL-Class competes with the Range Rover in on-road luxury or off-road prowess. In short, the 2007 Range Rover enhances its reputation as the standard to which other SUVs aspire. It is a pleasure to drive and it's easy on the eyes. For many, it truly is the SUV world champion

New 2007 Mercedes Benz CLK350 Coupe From $499/mo

2007-03-01T09:58:00.000-08:00

BASE MSRP: $46,200
P1: Premium I Garage Door Opener
Autodimming Driver & Rearview Mirror
Sunroof
harman/kardon Sound System
6-Disc CD Changer
P90: Sport Appearance Package
Sport Suspension
Cross-drilled Brake Rotors
17" 10-Spoke Wheels
Heated Front Seats
iPod Integration Kit
SIRIUS Satellite Radio
Metallic Paint

TOTAL OPTIONS: $5,305
DESTINATION CHARGE: $775
TOTAL MSRP: $52,280
Easy Auto Leases Price $46,575

2007 Mercedes Benz CLK350 Coupe
Low Mercedes Prices Discount Mercedes Auto Leases
Premium I And Sport Appearance Packages
All Colors-Options Nationwide Delivery

The Mercedes-Benz CLK feels right in just about any role. It's good looking, stylish, sporty to drive and personal, yet it will work for two couples during an evening on the town. Those who prefer understated, buttoned-down elegance will like CLK Coupe. Extroverts and sun worshippers can choose the one-button convertible top on the CLK Cabriolet. For 2007, the V8-powered CLKs have new engines. The CLK550 gets the latest-generation Mercedes V8, with variable valve timing and 27 percent more power than the engine in the 2006 CLK500, yet the same EPA mileage ratings as before. The new CLK63 AMG has a race-inspired V8 built start-to-finish by one technician at the company's AMG high-performance subsidiary. The new engines mean a slight change in model nomenclature, but the CLK lineup really has not changed. There's still a coupe and convertible, with either a V6 or V8 engine. The super-fast AMG model is available only as a convertible. The CLK has rear-wheel drive in a class increasingly populated by front-wheel-drive and all-wheel-drive cars, and it has a sporting flair some mid-size luxury cars lack. In general, the CLK is one of the sportiest cars in the Mercedes lineup. Most buyers will be quite happy with the CLK350 and its 268-horsepower V6. With its seven-speed automatic, the CLK350 delivers a fine balance of spirited acceleration, quiet cruising and decent fuel mileage. Drivers who demand more performance can choose the CLK550. Its new V8 generates 382 hp and an even more impressive 391 pound-feet of torque. (Torque is that force that launches the car from intersections and propels it up hills.) Measured by acceleration and engine response, the CLK550 meets just about any standard of high performance. The CLK550 transmits a feeling of being more stuck to the road than the CLK350 does, with sharper handling and better high-speed stability. The limited-production CLK63 AMG goes a couple of magnitudes better. It will out-accelerate, out-brake and out-corner all but a handful of four-place cars anywhere. Yet around town it's incredibly docile and belies its 475-hp AMG engine. On the open road, the CLK, no matter the model, is satisfying, responsive and exceptionally stable at high speeds. It inspires confidence on twisty roads and bears up well in a spirited drive. It's also easy to live with. Its ride is firm, but not intrusive. Its relatively small size makes it easy to park and maneuver in crowded city centers, but its back seat is roomy enough for two adults. In a word, the CLK is balanced. Its stylish design and elegant interior make it a pleasant place to spend time, and it delivers Mercedes cachet that works in almost any circumstance.

Model Lineup
What's new for 2007: More powerful engines for the V8 models. The CLK550 replaces the CLK500, with a new 5.5-liter engine generating 27 percent more power than the previous 5.0-liter V8. The ultra-high-performance CLK63 AMG Cabriolet replaces the CLK55 AMG, with a hand-built 6.2-liter V8 producing 475 horsepower. Also new for 2007 is a Sport Appearance Package ($490) for the CLK350. It includes a firmer sport suspension, cross-drilled brake rotors and 10-spoke, 17-inch aluminum wheels. The Mercedes-Benz CLK is available as a coupe or convertible. Three models are distinguished by engine size, and all come with a seven-speed automatic transmission that can be shifted manually with buttons on the steering wheel. The CLK350 Coupe ($46,200) and Cabriolet ($54,200) are powered by a 3.5-liter V6, which develops 268 horsepower and 258 pound-feet of torque. Standard features include leather upholstery, dual-zone climate control with pollen and dust filter, 10-way adjustable power seats with three memory settings and rain-sensing windshield wipers. Black-stained ash wood trim is standard, and more traditional burl walnut is available as a no-charge option. The Cabriolet features a fully automatic, heavily insulated convertible top. The CLK550 Coupe ($54,900) and Cabriolet ($62,900) get the new-generation V8 introduced in the big S-Class sedan. This dual-overhead-cam 5.5-liter engine generates 382 horsepower and 391 pound-feet of torque. The CLK63 AMG ($89,200) is available only as a cabriolet. Its 6.2-iter V8 is built by a single technician at Mercedes' AMG racing subsidiary, with 475 horsepower and 465 pound-feet of torque. The CLK63 also gets sporting upgrades to its brakes and suspension, and comes with a longer list of ultra-luxury features. Options are grouped in three packages: Premium I, II, and III. Exact content and price vary with the model. On the CLK350 Coupe, Premium I ($2,530) includes auto-dimming mirrors, a programmable built-in garage door opener, a premium harmon/kardon stereo with six-CD changer and a glass sunroof. Premium II ($3,630) adds turning bi-xenon headlights with washers and a heated windshield washer system. Premium III ($4630) includes everything in PI and PII, plus ventilated seats. Stand-alone options include a navigation system combined with on-screen control for the stereo and air conditioning ($2,270); Sirius satellite radio ($510); hands-free telephone communication ($925); wood and leather steering wheel ($540); heated front seats ($700); electronic trunk closer ($520); and Keyless Go push-button starting ($1,100). For that extra special touch, designo Silver Edition and Graphite Edition trim packages are available ($7,050). Safety features that come on all CLKs include multi-stage front-impact airbags. Coupes get front passenger side-impact airbags that protect the torso, and curtain-style head protection airbags for both front and rear passengers. The convertibles combine both torso and head protection in the same side-impact airbags. The also feature pop-up rollbars that automatically deploy if the electronics sense a pending rollover. TeleAid accident notification is standard. Side-impact airbags for the rear passengers are optional ($390). Anti-lock brakes (ABS) with emergency Brake Assist and Electronic Stability Control are standard. The Extended Mobility package ($200) includes run-flat tires and a tire pressure warning system. 4Matic all-wheel drive adds a measure of safety in slippery conditions.

Walkaround
The Mercedes-Benz CLK is beautiful, no arguing that, and its beauty lies in its symmetry and balance. The CLK looks forceful, but also elegant and sophisticated, and it blends form and function nicely. Under the rear half of its sweeping roofline is a back seat with room for two adults, not the parcel shelf that passes for a seat in some high-end coupes. The CLK is a fairly compact car, based on a lengthened version of the same chassis used for the small Mercedes C-Class sedans. Yet the designers have successfully infused it with the presence and bearing of a much larger coupe like the big Mercedes CL. The coupe aesthetic starts with the profile. The CLK dispenses with a center roof pillar, so the roof sweeps uninterrupted from the base of the windshield to the trunk lid. The rear windows lower completely below the sill, emphasizing the smooth, open flow, and the effect is enhanced by the absence of any visible antenna for the radio, telephone or navigation system. The CLK replaces a conventional steel trunk lid with a composite panel that allows the antennas to be imbedded the lid's structure. The second, unmistakable coupe element is the CLK's front end. This Mercedes forgoes the traditional hood ornament in favor of a lower, much larger three-pointed star embedded in the wide, three-slat grille, which greets the world with just a hint of a sneer. On first impression, it seems the CLK has four headlights, but a closer look confirms a single ellipse-shaped cluster on each side. And there's more to the headlights than slick design. The optional bi-xenon lights swivel to point into curves and are equipped with high-pressure washing jets; they also change beam angle as the CLK moves up and down with road imperfections, keeping the high-intensity light below the sight line of the drivers in oncoming cars. When its fabric top is closed, the CLK Cabriolet is nearly identical in silhouette to the coupe, with only a hint of a break in the roofline where it meets the trunk lid. The fabric top is fully lined and insulated, and opening or closing it is a one-button operation. Roughly 30 seconds after the driver hits the button, the top tucks neatly under a hard cover behind the rear seats. Rollover protection hoops are integrated in the rear-seat headrests, allowing the same clean look when the top is down. In the event of an imminent collision or rollover in the cabriolet, two roll bars deploy and lock in place within 0.3 seconds. Details distinguish the CLK models. The CLK350 has neutral-tinted glass and gray vanes in its grille, while the CLK550 gets blue-tinted glass, high-gloss black vanes with chrome trim on the grille, and a short rear spoiler. The hotrod CLK63 AMG sports a front valance with three separate sections, mesh grillwork and flared rocker panels between the wheels. The CLK350 and CLK550 come with 17-inch wheels, slightly wider with fatter tires in back, to create the staggered-wheel look of a race car. The wheels on the CLK350 are a light-alloy five-spoke design. Those on the CLK550 feature an AMG-styled monoblock design. The CLK63 AMG has 18-inch wheels in a highly polished double-spoke pattern with lower profile Z-rated tires. What's New for 2007: The optional Sport Appearance Package for the CLK350 is easy to spot, thanks to unique 10-spoke aluminum wheels. This option includes a sports suspension that lowers the CLK slightly, and cross-drilled brake rotors that are visible through the wheels. The brake calipers are painted with Mercedes script.

Interior Features
The Mercedes-Benz CLK is a fairly compact car, but there is enough space and seat adjustment inside to accommodate very tall people in front. Generally, the cabin has the look and feel of success. While we've had quibbles with the fit and finish inside some Mercedes models the last several years, those don't apply in the CLK. Materials are very good throughout. Soft polyurethane sprayed onto the dashboard provides an attractive appearance and a luxurious feel. Black-stained ash wood trim and black carpet is standard, though traditional burl walnut is available at no charge. Nice touches of wood and gathered leather on the door panels make for a very attractive cabin. When front passengers close the doors, an electric arm on each side of the CLK extends to present the seatbelts, making it easier to reach the belts. The belt presenters retract once the belts are buckled. It works well, though we've seen passengers startled by them, fearing the return of the motorized mouse. Most controls and switches, including climate adjustments and audio, are stacked in the center of the dash above the console. They're easy to locate and big enough to adjust without a lot of concentration. Standard features include digital dual-zone temperature control with a sun sensor to optimize air distribution. The rain-sensing wipers are operated with a stalk on the right side of the steering column. Storage options have improved by Mercedes standards, but come up short when compared with other cars. The two-tiered glove box is large, but the optional CD changer will take up one of the shelves. The center console has two cup holders and a storage bin. The gauge cluster is a mix of traditional analog gauges and LED graphics. A large round speedometer and tachometer dominate the center, flanked by two smaller, thermometer-like gauges for the fuel level and coolant temperature. It's both attractive and effective, with crisp illuminated script that's easy to read at a glance, though at first you may confuse full and empty on the gas gauge. The CLK steering wheel is one of our favorites: just the right size, thickness and firmness for this car, and power-adjustable for tilt and reach. Rocker buttons on its spokes allow operation of several systems, including stereo, climate and telephone. These buttons also manage an LED information display in the center of the gauges. There's a wealth of information available, including trip functions such as average speed and distance to empty, but it takes a bit of concentration to scroll through and find what you're looking for. Access to the rear seats is easier than it is in many coupes, but that's mostly because there is more room than in many coupes. The front seats help by tipping and sliding forward with a quick-release lever. If the front passengers don't have their seats moved too far rearward, there's enough room for two adults in back. At least for traveling to dinner and a show, if not a cross country trek. The rear seat folds down with 60/40 split, and that's good. With 10.4 cubic feet of space in the trunk, the CLK will hold a load of luggage for two, but its trunk is smaller than typical in a sedan of its size. The fold-flat rear seat helps a bit with oversized items. You won't lose much rear seat space with the CLK Cabriolet, but you will lose a lot of storage in the trunk, even when the convertible top is up. With the top up, there's enough space for four to six bags of groceries. When the top is down, it cuts the trunk space almost in half. Nonetheless, the top is thickly insulated and beautifully lined, and it's almost as pristinely quiet in the CLK Cabriolet as it is in the coupe, when the top is up. What's New for 2007: Interior features and options are essentially unchanged on V6 and V8 models.

Driving Impressions
Once underway, the Mercedes-Benz CLK offers a balance of virtues. It's luxurious and comfortable, but also energetic. Its rigid structure contributes to its smooth, quiet operation, lack of vibration, and balance of ride quality and handling capability. A rigid chassis does not mean a stiff ride, however. The CLK suspension absorbs bumps without fanfare. The only disturbance comes from the crack of tires over potholes, and it's heard more than felt. The CLK is comfortable, but not numbing, so the steering feeds good information back to the driver about how well the front tires are gripping. This balance of smoothness and road feel means you might be driving the CLK harder than you realize in fairly short order. When the straight, flat roads of the city give way to twisty two-lanes in the hills and countryside, the coupe handles curves with the grace of a thoroughbred. It maintains a nice, flat attitude through sweeping bends and won't bob or weave with frequent application of the brakes. We like the way Mercedes has refined its electronic stability program, which can help the driver maintain control by reducing skidding. In the CLK, the system is virtually transparent, intervening unobtrusively to prevent wheel spin, but without the heavy-handed reduction in power that marred some of its early applications. Engine performance is satisfying in all models. The 268-hp V6 in the CLK350 has all the power most drivers need, accelerating with authority from a stoplight and moving the car smoothly through the gears. Acceleration times for the V6 match those for the typical V8-powered luxury car of the late 1990s, and there's a reserve of power that makes passing on two-lane roads a stress-free process. Nonetheless, the new 5.5-liter V8 in the CLK550 is a significant, noticeable step up, from both the CLK350 and the previous CLK500 models. With 382 horsepower and nearly 400 pound-feet of torque, acceleration here is thrilling. Capable of accelerating from 0 to 60 mph in just 5.1 seconds, the CLK550 is high performance by nearly any definition. Slam the accelerator at any speed and what follows, almost instantaneously, is a satisfying, muted growl from the exhaust and a whoosh of speed. Both the CLK350 and CLK550 are equipped with the seven-speed automatic, and we like this transmission. Beyond the extra gears, its control program works better than that on the Mercedes automatics of previous years. This one doesn't slack off when you need it most, kicking down to a lower gear fast, sometimes three gears at once, if you slam the accelerator hard. Alternate shift buttons, which allow selection of a specific gear, are located on the back of the steering wheel hub, right where fingers wrap around the spokes. The touch-shift manual mode works nicely. The AMG model also gets a seven-speed automatic, labeled the AMG Speedshift 7G-Tronic. Its internal parts are beefed up to reduce shift times in manual mode and handle the power generated by the CLK63 AMG V8 engine (465 pound-feet of torque). Previously powered by a 5.5-liter V8, the previous AMG CLK was merely fast. With the 6.3-liter engine and seven-speed automatic, it's blindingly quick. Throttle response is instantaneous, automatic downshifts nearly so, and the manual control electronics are better programmed to hold a gear near the engine's redline, allowing high-rev, low-gear driving enthusiast drivers enjoy. The CLK63 AMG we tested had a fluttering sound in the idle that was a bit annoying by Mercedes standards, but when we recalled it was a 475-hp engine, practically a race motor, it seemed a little less so. The CLK Cabriolet AMG was already one of the most drivable cars in Mercedes' inventory, and with the new engine it's more so. It's not equipped with the Active Body Control or variable air suspension used on Mercedes ultra-luxury models, just good suspension tuning, good steering feel and crisp turn-in. Some Mercedes-Benzes will dutifully go along for the ride when driven hard, behaving quite predictably as they go. The CLK63 likes to be pushed, and when the driver finishes a go through an empty canyon, the CLK is ready for more. The brakes on the CLKs stop the car with authority, and deliver a nice, easy-to-modulate pedal feel that's distinctly lacking on some Mercedes models. The CLK63 AMG Cabriolet is equipped with multi-piston brake calipers and larger rotors that kick everything up a notch, virtually eliminating the possibility of brake fade anywhere this side of a race track. The AMG is also equipped with something called Racetimer, which can record acceleration, top speed or lap times and store them for retrieval at the driver's request. With its smooth aerodynamics, generally quiet manners and excellent anti-skid electronics, the rear-drive CLK Coupe is suitable for all-season use, in our view. Snow tires would remove any reservation, even in regions with lots of snow. If you love top-down motoring, there's no real reason to pass on the CLK Cabriolet. With the top up it's almost as snug and quiet as the coupe. With the side windows up and fold-up windblocker in place, you could motor top-down on sunny days when the temperature is in the 40s. Best of all, there is no serious degradation in that tight, solid feeling that characterizes the CLK Coupe. Extensive use of high-strength steel alloys and liberal structural re-enforcements maintain the torsional stiffness and help minimize vibration. Mercedes claims the stiffness of the cabriolet's body is equal to that of the coupe, and we find no reason to challenge that assertion. Of course, those structural re-enforcements add weight to the Cabriolet, so owners are likely to see a slight reduction in fuel economy compared to the coupe.

Summary
The Mercedes-Benz CLK is a rare blend of style, luxury and sporty driving performance. It's elegant, tasteful and engaging inside and out, and its design should wear well with time. There's room inside for two couples during an evening out. Both the coupe and convertible will work as all-season cars in most locales. The V6-powered CLK350 will satisfy most owners, while the CLK550 V8 delivers high performance by nearly any measure. The CLK63 AMG is strictly for enthusiast drivers. The CLK550 so good in most respects that those less committed are not likely to appreciate what the CLK63 adds for its $26,000 price premium.

New 2007 Mercedes Benz SLK350 From $549/mo

2007-03-01T09:51:00.000-08:00

BASE MSRP: $47,400
P1: Premium I
8-Way Power Sport Seats with 3-Position Memory
4-Way Power-Adjustable Steering Column with Memory
Auto-Dimming Mirrors
SIRIUS Satellite Radio
Garage Door Opener
Rain-Sensing Wipers
SmartKey Infrared Remote Roof Automation
Interior Ambient Lighting Package
P2: Premium II
11-Speaker Harman/Kardon® LOGIC7® Digital Surround-Sound System
COMAND Head Unit
Hands-Free Communication System Pre-Wiring
7-Speed Automatic Transmission details
Run-Flat Tire Package
Mercedes Extended Run-Flat Tires
Low Tire Pressure Warning System

TOTAL OPTIONS: $5,350
DESTINATION CHARGE: $775
TOTAL MSRP: $53,525
Easy Auto Leases Price $49,975

2007 Mercedes SLK350
Low Mercedes Prices Discount Mercedes Auto Leases
Premium II Package
All Colors-Options Nationwide Delivery

Within Mercedes-Benz's family of vehicles, prestigious coupes, $140,000 sedans and large SUVs have an almost celebrity-like status. In a dealer's showroom, they overshadow Mercedes' diminutive convertible, the SLK. But that doesn't mean the roadster doesn't have much to offer. In fact, we believe there's no better car currently in M-B's lineup for delivering affordable driving enjoyment. The 2007 Mercedes-Benz SLK-Class is a two-seat hardtop convertible, currently representative of the car's second generation. When the original SLK debuted in the late '90s, it was the first vehicle to truly popularize the use of a convertible top made out of steel panels rather than the more traditional soft fabric. Though bulkier and more complex, a convertible hardtop design, with its coupe-like profile and superior wind and weather protection, provides significant advantages in the top-up position. In coupe form, the rear-drive SLK's exterior styling mimics Mercedes' SLR McLaren exotic sports car. The two cars' pointed noses are meant to reference the look of modern Formula One race cars. Underneath this sporting shell are ingredients for a proper sporting roadster, including a stiff body structure, an available sport-tuned suspension and strong brakes. For power, Mercedes offers a choice of two V6s as well as a beefy V8 from AMG, Mercedes' in-house performance tuning division. These SLK models compete against vehicles like the BMW Z4, Nissan 350Z and Porsche Boxster. Thanks to its classy cabin, distinctive looks and solid performance credentials, the SLK more than holds its own in this segment. Though the SLK is inexpensive by Mercedes standards, some potential buyers will no doubt be put off by the vehicle's higher-than-typical price. Others might prefer the Z4 and Boxster's sharper handling dynamics. But for a convertible that sacrifices little in performance and excels at luxury and prestige, the 2007 Mercedes-Benz SLK is a top choice.

Body Styles, Trim Levels and Options
The 2007 Mercedes-Benz SLK-Class is a two-seat roadster with a power-retractable hardtop. Three variants are offered: SLK280, SLK350 and SLK55 AMG. Standard equipment on the SLK280 includes 16-inch alloy wheels, leather upholstery, a tilt/telescoping steering wheel, dual-zone automatic climate control and a nine-speaker CD audio system. In addition to a larger V6 engine, the SLK350 adds 17-inch wheels and larger brakes. The V8-powered SLK55 AMG is specialized for performance and comes with 18-inch wheels, high-performance tires, even larger brakes and a sport-tuned suspension. It also comes with power and heated seats with driver-side memory, a power tilt/telescoping steering wheel, napa leather upholstery and unique interior and exterior trim details. Many of the AMG model's extra features are optional on the SLK280 and SLK380. Other SLK options include special "designo" color-themed packages based on exterior paint color and interior trim; bi-xenon headlamps; a navigation system; a 380-watt surround-sound audio system; a glovebox-mounted CD changer; satellite radio and an Airscarf system that directs heat through vents in the head restraints.

Powertrains and Performance
The SLK280 features a 3.0-liter V6 that produces 228 horsepower and 221 pound-feet of torque. The SLK350 offers a 3.5-liter V6 good for 268 hp and 258 lb-ft of torque. Either engine can be matched with a six-speed manual or a seven-speed automatic transmission, the latter with steering-wheel-mounted shifter paddles. The Mercedes SLK55 AMG comes with a 5.4-liter V8 engine stuffed under the hood. It develops 355 hp and 376 lb-ft of torque. A seven-speed automatic is the only transmission offered, but it hardly detracts from performance; expect a 0-60-mph time of just 5.1 seconds. The more common SLK350 is also respectably quick, with an acceleration time of 6.3 seconds.

Safety
Knee airbags and seat-mounted side airbags that provide head and chest protection are standard equipment. Antilock disc brakes with brake assist, stability control, traction control and the TeleAid emergency call system are also standard.

Interior Design and Special Features
Top up, the SLK provides the security of a traditional coupe. The only distracting items are blind spots caused by the roof pillars. Lowering the fully automatic roof requires 22 seconds. When folded, it takes up space in the trunk, but there are still 6.5 cubic feet of space available for luggage. Inside the cabin, Mercedes has installed attractive, soft-touch material for the top of the dash, glovebox and doors, while plastics of similar quality fill in the rest. The climate-control layout varies depending on whether you add a navigation system, but both arrangements use easy-to-decipher dials. The soft and supportive seats remain comfortable even after several hours of driving. Keep the windows up while the top is down and there's minimal wind buffeting. If that's not enough, consider the Airscarf system that channels warm air to your neck and shoulders via dedicated registers in the headrests. It actually works quite well, and when it's combined with traditional seat heaters, the 2007 Mercedes-Benz SLK becomes one of the most useful all-weather convertibles on the market.

Driving Impressions
Mercedes-Benz is known for a lot of things, but building true drivers' cars isn't one of them. Case in point would be the old SLK, which was more of a boulevard cutie than a canyon-carver. The 2007 SLK, however, is an exception. It admirably delivers solid performance in acceleration, braking and handling. Obviously, the AMG model has the most performance potential, and indeed it posts impressive numbers in instrumented testing. Even the 280 and 350 models are fun to drive. Only when compared directly to this segment's athletic star, the Porsche Boxster, do the SLK's slightly less tactile steering and slower handling responses become apparent.

What's New
There are no significant changes to the 2007 Mercedes-Benz SLK-Class roadster.

Pro
Stylish design, sharp handling, powerful engines, comfort and convenience of retractable hardtop.

New 2007 Mercedes Benz S550 From $1,059/mo $86,975 Click Image For Live Auction

2007-03-01T09:46:00.000-08:00

View Live on Ebay

Purchase Live on Google Base

BASE MSRP: $85,750
P1: Premium I
Heated and Active Ventilated Front Seats
SIRIUS Satellite Radio
P2: Premium II
Includes all contents of Premium I package plus:
Parktronic
Keyless Go
Panorama Sunroof
Electronic Trunk Closer

TOTAL OPTIONS: $3,800
DESTINATION CHARGE: $775
TOTAL MSRP: $91,875
Easy Auto Leases Price $86,975

2007 Mercedes S550
Low Mercedes Prices Discount Mercedes Auto Leases
Premium 2 Package
All Colors-Options Nationwide Delivery

For decades, the Mercedes-Benz S-Class has been the symbol of success among doctors, bankers, lawyers and other wealthy types seeking the ultimate luxury sedan. Powerful, luxurious and built with the solidity and precision of a bank vault, the S-Class announced prestige, quality and good taste. The outgoing model, produced for the 2000-'06 model years, was especially popular. For 2007, Mercedes has set out to revamp its flagship sedan. That formidable task required a balancing act worthy of a Cirque du Soleil performer. The company's goal for the full redesign was to re-establish the S-Class as the premier vehicle in the premium luxury sedan segment without losing sight of the car's trademark style and personality. To accomplish this, Mercedes updated the car's exterior styling, added more power, increased the car's handling agility, improved the quality of the interior and went with an infusion of the latest luxury- and safety-oriented technologies.Compared to the previous model, the 2007 Mercedes-Benz S-Class is visually sleeker and, more controversially, bolder thanks to its engorged wheel arches. Width is increased by 0.6 inch, height is up 1.1 inches, the wheelbase is stretched 3.2 inches and overall length is 1.7 inches greater than before. For occupants, the most significant advantage of the size increase is additional rear-seat room. On the inside, major interior changes include a new control and display layout, higher-quality materials, more comfortable front seats and an easier-to-use COMAND system.In terms of the driving experience, one will almost certainly notice the new engine in the 2007 S550. It sports a 5.5-liter, 4-valve-per-cylinder V8 that pumps out 382 horsepower and 391 pound-feet of torque. These are hefty increases over the outgoing 5.0-liter V8 -- horsepower is up 82 ponies and there's 52 more lb-ft of torque on tap. For those wanting more, the twin-turbo V12 in the S600 (it's a bit more powerful than last year) and the insane 6.0-liter V12 in the S65 AMG continue to be available this year. The new S-Class also steers and handles noticeably better than the old car.New and updated features are in plentiful supply on the '07 S550, S600 and S65 AMG. One highlight is the "Distronic Plus" smart cruise control. It has the ability to slow the car down to very low speeds automatically, making it possible to drive for very long distances on the freeway without touching the pedals. Other impressive S-Class items include a Night View Assist infrared night-vision system, a rear parking camera with a dynamic-view display, a 14-speaker Harman Kardon surround-sound audio system and a panorama sunroof.By any measure of performance, luxury, safety and sheer technological prowess, the redesigned M-B flagship sets a new standard. Superior steering feel may still give the BMW 7 Series an edge for the pure driving enthusiast, while the Audi A8 continues to rival the Benz for sumptuous cabin ambience. But all things considered, the 2007 Mercedes-Benz S-Class presents a well-rounded case for luxury sedan buyers in spite of its bracing price tag. Mercedes has successfully pulled off that tricky balancing act between progress and tradition with the new S-Class.

Body Styles, Trim Levels and Options
There are currently three trim levels available on the 2007 Mercedes-Benz S-Class luxury sedan: the S550, the V12-powered S600 and the performance-oriented S65 AMG. Notable items on the S550's standard equipment list include bi-xenon headlights, an air-spring suspension, 14-way adjustable front seats, the COMAND all-in-one control interface, a hard-drive based navigation system, hands-free cell phone communication, a Harman Kardon audio system with a 6-disc CD changer and of course, rich leather and wood trim. Major options include an Active Body Control (ABC) suspension, ventilated front seats with a massage feature, a keyless entry and start system, the Distronic Plus adaptive cruise control and Night View Assist infrared night vision system. One can also order an AMG wheel-and-body trim package. The Rear Seat Package equips the car with power-adjustable, heated-and-cooled rear seats and four-zone climate control. The S600 sedan is similar but comes with almost all of the S550's optional features as standard. The S65 AMG takes the same approach but also features 20-inch lightweight AMG wheels, specific exterior styling pieces, larger and more powerful brakes and sport-tuned versions of the car's air suspension and ABC system.

Powertrains and Performance
The 2007 S550 sports a 5.5-liter V8 that makes 382 horsepower and 391 pound-feet of torque. In testing, we've found that this is enough for a 6.1-second 0-60-mph time. A standard 7-speed automatic transmission routes power to the rear wheels. A pair of 12-cylinder engines are found in the two remaining S-Class models. The S600's twin-turbo V12 is of the same displacement as the V8, but provides 510 hp and 612 lb-ft of torque. For the S65 AMG, a twin-turbo 6.0-liter V12 develops a Herculean 604 hp and 738 lb-ft of torque. Mercedes says the S65 AMG can hit 60 mph in 4.2 seconds. On the V12s, Mercedes sticks with a 5-speed automatic, because the 7-speed unit isn't capable of handling the V12's torque output.

Safety
Since this is an all-new Benz, the latest advances in safety equipment have been incorporated. Stability control, eight airbags (including side window curtain airbags) and BrakeAssist (which automatically applies full power braking if it senses a panic stop situation) are all onboard. So is Mercedes' Pre-Safe system, a useful bit of technology that can sense an impending crash and automatically tighten up the seatbelts and reposition the power seats for maximum airbag protection.

Interior Design and Special Features
Mercedes' COMAND (Cockpit Management and Data) system is much easier to use than before, as there is a larger screen mounted to the right of the instruments and many controls are redundant. The only ergonomic flaw is the turn signal stalk, which is located somewhat awkwardly down low and away from the driver. Simple elegance marks the cabin decor, with high-quality materials, richly polished woods and soft leather all around. The optional Dynamic Multicontour seats have 11 air chambers that essentially allow you to mold the seat to your body. During aggressive driving the side bolsters automatically pump up and down in response to cornering forces, to better hold you in place. These seats can also provide a soothing back massage. Another interesting feature is the optional Night View Assist system. Unlike thermal (heat-sensing) systems, this one uses infrared beams to provide sharper images and light up inanimate objects that don't give off heat.

Driving Impressions
The S-Class suspension utilizes Mercedes' Airmatic System wherein four air bellows support the weight of the vehicle. Under lateral weight transfer during cornering, the outside bellows inflate to reduce body lean by as much as 40 percent. Ride and handling are what you'd expect -- and what you wouldn't. The ride is compliant and fitting for a luxury sedan, dispatching bumps and ruts with nary a shake to the cabin, while the tight handling makes the S550 feel two-thirds its size. "Nimble" may be too strong a descriptor, but considering the 2007 S-Class weighs at least 4300 pounds, it feels surprisingly agile. The steering is fairly quick and precise with a decent heft to the wheel, though we'd still give the BMW 7 Series a slight edge in road feel.

What's New
The Mercedes-Benz S-Class has been fully redesigned for 2007. For this revamp of the flagship luxury sedan, Mercedes focused on improving performance and handling as well as expanding the luxury envelope with new technology-oriented features such as Distronic Plus cruise control and the Night View Assist infrared night-vision system.

Pro
State-of-the-art luxury features, sport sedan performance and handling, prestige that comes with S-Class ownership.

New 2007 Mercedes Benz SL550 From $1,099/mo $99,975 1-888-861-8080

2007-02-28T16:03:00.000-08:00

BASE MSRP: $94,800
321 AMG Sport Package
High Performance Tires
Steering Wheel Gearshift Paddles
AMG Body Styling
18" AMG twin-spoke Aluminum-Alloy Wheels
P1: Premium I
Active Ventilated Seats
Dynamic Multicontour Seats
Xenon Headlamps
Corner-illuminating Foglamps
Keyless Go
Gaz Guzzler: $1700

TOTAL OPTIONS: $10,790
DESTINATION CHARGE: $775
TOTAL MSRP: $106,365
Easy Auto Leases Price $99,975

2007 Mercedes SL550
Low Mercedes Prices Discount Mercedes Auto Leases
AMG And Premium 1 Packages
All Colors-Options Nationwide Delivery

The Mercedes-Benz SL-Class of two-seat roadsters has been significantly upgraded for 2007. These were wonderful cars before, and they're even more wonderful for 2007. For 2007, all SL models get revised styling, with new front, rear, and side sheetmetal along with new interior decor. The entry-level model, now called the SL550, gets a bigger, more powerful engine, and a new seven-speed automatic, giving it a big boost in performance and a sportier sound. The SL55 AMG gets more power as well. The steering and active suspension have been upgraded on all the 2007 models, sharpening the handling. At the same time, these cars provide grand touring intimacy, for quiet conversation or unimpeded stereo performance. New upholstery materials give the cabins a richer appearance. Drop the top and they deliver comfortable, top-down motoring, putting the wind in your hair, and whisking your troubles away. Buffeting is well controlled, so you don't even have to put up with much wind. Few sports cars can boast a continuous 50-year history like the Mercedes-Benz SL can. First offered as a two-seat 300SL roadster in 1957, the SL-Class brought heart-stopping good looks, fuel injection, independent front and rear suspension and disc brakes to the sports car party, and has been in the Mercedes-Benz lineup ever since, leading the applied technology in the sports car segment with things like the disappearing steel top, radar, sonar, active hydraulic suspension and composite brakes. Today we have the safest, quickest, flattest-handling and prettiest SL-Class cars in half a century. The SL-Class comes in one body style, a two-seat roadster with a steel retractable hardtop. The SL550, SL600, SL55 AMG, and SL65 AMG deliver varying levels of performance, however, ranging from fast to faster. The SL models compete in the luxury sports car segment with the BMW 6 Series convertible, the new Jaguar XK, the Porsche 911 Turbo cabriolet, and the Aston Martin V-8 Vantage.

Model Lineup
The 2007 Mercedes-Benz SL-Class comes in five distinct flavors, starting with the most popular model, the SL550 ($94,800) with its new 382-hp 5.5-liter V8 engine and new seven-speed automatic. The SL600 ($132,000) features a 510-hp 5.5-liter V12 engine. Since this is the 50th anniversary of the SL, there will be a limited run of 550 50th Edition SL550s, all with brown leather interior, pewter paint, and black ash wood trim, a handful of special options made standard, special trim and matching 50th Edition luggage. The high-performance SL55 AMG ($128,800) features a supercharged 5.5-liter V8 and special tuning by AMG. The SL65 AMG ($186,000) is powered by a 6.0-liter twin-turbo V12, rated at 604 horsepower and a staggering 738 pound-feet of torque. Both AMG versions, in addition to their special front, rear, side, and interior trims, sport seats, and AMG alloy wheels, have a new dashboard information display that includes for the first time a RaceTimer feature that will track lap times, lap length, average speed, and top speed. The SL65 AMG gets an electric trunk closer, aluminum steering-wheel-mounted shift levers, a complete carbon fiber interior, and a center high-mount stop lamp in white instead of red. The safety package leaves nothing out. All SL-Class models comes with ABS with huge disc brakes, ESP electronic stability control, traction control, ABC automatic body control suspension, front and side air bags, and an automatic deployable rollover hoop behind the seats. Options include a comfort package, wood-and-leather trim package, AMG Sport package, hands-free communication package, bi-xenon headlamps, Distronic cruise control, Parktronic park assist, run-flat tires, the Keyless Go entry and starting system, and the Panorama roof option, all at about the same prices as the 2006 model.

Walkaround
For 2007, the Mercedes SL-Class sports a more aggressively styled front air dam, a new front grille and chrome-trimmed fog lights.The SL550 (which will still be called the SL500 in most other markets) has the least body adornment within its bolder, sportier new design envelope. The designers have given the SL550 a much more aggressive front-end appearance, a new lower air dam, new front lamps, a bigger grille, and new sill plates inside the doors. The taillamps are new, with white rather than red lenses, as are the 18-inch 10-spoke alloy wheels (alternate 18- and 19-inch wheels and tires will be optional). The SL600 and SL65 AMG will carry front fender badges reading V12 Biturbo, while the SL55 will be badged V8 Kompressor. The two AMGs will share body panels, noses and sills, while the SL550 and SL600 share design details.All of them are absolutely gorgeous.The folding and disappearing power top raises or lowers in just 16 seconds.

Interior Features
The designers have increased the level of luxury inside this already beautiful interior for 2007, by specifying more expensive leathers, woods and carpeting throughout. The main instrument cluster has been redesigned, with new chronometer graphics and additional leather stitching on the binnacle. New aluminum trim panels are coordinated with a new burr walnut wood trim. New, softer leather is used on the seats and panels, and new colors, black and red, have been added. Cockpit comfort in the SL550 as well as the other models is superior, with a huge range of seat and steering wheel adjustability, and the seats are supremely comfortable and containing. This is a two-seat sports car, however, and there's still that wall behind the seats that restricts seat travel and may make taller drivers fidget around, looking for the best compromise in seating comfort. All of the controls are in the same places as on the 2006 model, albeit surrounding by more aluminum trim, and they're easy to use, including the COMAND system and the navigation screen. With the steel top up, you have the kind of grand touring intimacy you want with your driving partner. In 16 seconds, you have the open-air cruising mode, and with the side windows up and the conversation panel flipped up behind the seats, you can converse with your partner in a normal voice, or listen cleanly to the stereo right up to about 100 mph when the wind noise will win out. Sirius Satellite Radio with six months of free service has been made standard equipment on all models. The in-car hands-free communication system can use either Bluetooth connectivity (to use with your Bluetooth-compatible cell phone) or a multi-handset interface, each of which is sold separately from the car through dealerships. An electric trunk lid opener button has been added for 2007. A power trunk lid closer will be added but won't be on early 2007 models. The luggage cover, which keeps luggage from interfering with the stowed top, is now removable, to add more luggage space in the tiny trunk. If you're planning on carrying more than a weekend's worth of luggage for two, though, you're out of space already. The SL offers 10.2 cubic feet of trunk space with the top up, 7.3 cubic feet with the top down. The folding and disappearing power top raises or lowers in just 16 seconds.

Driving Impressions
You can't argue with more horsepower, more torque and more gears to put them through. Not in this segment, you can't. The larger, more powerful V8 engine that comes in the 2007 Mercedes SL550 rips through the gears in the new seven-speed automatic at a furious rate, if you want it to. When you prefer to cruise, it just sits back and relaxes, upshifting and downshifting silently. The new V8's exhaust system has been re-engineered to give a much more throaty, sporty sound at wide-open throttle. It settles into a nice burble at cruising speeds. While most German cars are limited to 155 mph by an industry agreement, how quickly you get there is another matter entirely, and the SL550's V8 will get you from rest to 60 mph much quicker, in about 5.5 seconds. Every chance we got, we mashed the throttle pedal down into the carpet at stop signs and traffic signals, and the electronic systems allowed about two turns of the tires before taking over control and keeping the car pointed straight ahead, every time, like launching a rocket. Very confidence-inspiring. In terms of steering and handling, the 2007 SL has even more chops. The steering ratio has been quickened up so that left-right transitions happen more quickly, there is more feel in the system at the steering wheel, and it tracks better. The second-generation Automatic Body Control (ABC) active suspension system, now standard equipment, has been altered radically, so that it controls body roll, pitch, dive and yaw about 60 percent tighter than the original system, and makes fast driving on challenging roads a very rewarding experience, without beating up the two occupants with a rough ride. We've also driven the silky smooth S600 with a 510-hp V12 that packs 612 pound-feet of trip-shortening torque as well as the SL55 AMG with a V8 also rated at 510 horsepower, but with a mere 531 pound-feet of torque. Which model? The SL600 is the one we would buy if we could afford it and justify its price. Its quiet, smooth demeanor, the refinement of the ride, along with its incredible performance (0-60 in the low 4-second zone) and brilliant handling make it the ultimate of luxury sports car. Its turbocharged 5.5-liter V12 engine boasts 510 horsepower and 612 pound-feet of torque. It's paired with the heavy-duty five-speed automatic to handle the huge torque output of the engine. The SL55 AMG, with supercharged power, lightning shifts with or without the manual shifter paddles, completely different ABC suspension calibrations, bigger, more powerful brakes, and huge tires, is rougher-riding than either the 550 or the 600, with 0-60 times of about 4.5 seconds, louder at the exhaust tips, but oh, so much fun to drive, so much more masculine looking, and more agile than the other two versions on a country two-lane road. The supercharged 5.5-liter V8 engine gets more power for 2007, to 510 horsepower and 531 pound-feet of torque.The SL65 AMG is the quickest SL of them all, accelerating from 0 to 60 mph in just over four seconds flat. It uses the 6.0-liter twin-turbo V-12 engine, rated at 604 horsepower and a staggering 738 pound-feet of torque. Regrettably, we have not driven the new SL65 AMG. The sensible SL to buy, if buying an SL can be sensible, is the SL550. It delivers plenty of performance. Its new 5.5-liter double-overhead-cam, 32-valve V8 engine delivers 382 horsepower and 391 pound-feet of torque. That's 80 additional horsepower and 52 foot-pounds more performance than the previous SL500, a car that was already quick. And the more expensive, more powerful models don't get the SL550's new seven-speed automatic. All the versions we drove had enormous acceleration, but they also had huge brakes with ABS, EBD, ESP and traction control, enough braking power to pull down small buildings with a single stomp, with excellent pedal modulation and linearity. Over the years, we have driven every version of the SL including restored 1957 models, the square-topped Pagoda models of the Sixties, the fixed-roof and removable roof 450 SLs of the Seventies, and down through the rest of the line, and enjoyed every one. These are beautiful, beautifully made, stately luxury sports cars made in small volumes for customers who tend to be repeat buyers. Today, we have the safest, quickest, flattest-handling and prettiest SLs in half a century, and MBUSA is trying hard to keep the lid on the luxurious prices.

New 2007 BMW 650i Convertible From $949/mo $83,095 Click Image For Live Auction

2007-02-28T13:03:00.000-08:00

BASE MSRP: $80,900
SPORT PKG -inc: high-glass shadowline exterior trim, 8-way pwr sport seats w/manual thigh support, 19" x 8.5 front ellipsoid alloy wheels, 19" x 9.0" rear ellipsoid alloy wheels (style 121), P245/40WR19 front run-flat performance tires, P275/35WR19 rear run-flat performance tires
6-SPEED STEPTRONIC AUTOMATIC TRANSMISSION -inc: OD, sport & manual shift modes, dynamic driving control (sport button), adaptive transmission control (ATC)
COMFORT ACCESS
HEATED FRONT SEATS
LOGIC7 SOUND SYSTEM -inc: surround sound, digital signal processing, upgraded speakers w/(2) subwoofers, center dash speaker

TOTAL OPTIONS: $4,500
DESTINATION CHARGE: $695
TOTAL MSRP: $86,095
Easy Auto Leases Price $83,095

2007 BMW 650i Convertible
Low 650i Convertible Lease Payments Excellent Finance Terms
All Colors Nationwide BMW Delivery

The 2006 BMW 6 Series delivers stellar performance, brilliant handling and that arrow-like stability that defines BMW. It's a premium grand touring car and is available as a coupe or convertible. The 2006 models bring a slight change in 6 Series nomenclature and more of what we like best in this car: power. Thanks to a new engine, the 645Ci Coupe and 645Ci Convertible have become the 650i, respectively. The new 4.8-liter V8 is slightly larger than its predecessor with 10 percent more horsepower and torque. (Apparently 648i didn't have quite the ring as 650i.) Other changes for 2006 include new wheel designs, new exterior colors and some interesting, if minor, tweaks inside. Active Steering, a high-tech BMW system appreciated by some driving enthusiasts and hated by others, is now a stand-alone option and no longer required as part of the popular Sport Package. The coupe and convertible are essentially hard- and soft-top versions of the same car. Bristling with the latest technology, they are not simply two-door versions of BMW 5 Series sedans. The 6 Series is a modern interpretation of the classic GT, or Gran Turismo. While both the coupe and convertible have a back seat that can fit small people in a pinch, they are really intended to move two people and their belongings in high comfort and style, safely, at truly impressive velocity. The 6 Series offers more luxurious accommodations than BMW's Z4 sports car, yet with higher performance, more agility and sportier styling than the 5 Series sports sedans. BMW's corporate design themes, panned by many in recent years, seem to fit better on the long, low 6 Series. All 6 Series buyers now get complimentary high-performance driving instruction at the BMW Performance Center in South Carolina. It's a nice ownership perk, because the 650i Coupe and 650i Convertible each qualify as an ultimate driving machine, and the chance to try them on a track will be well-appreciated. Yet either can be driven all day in the most mundane driving situations in perfect comfort. These cars might just represent a well-respected automotive marque at its very best circa 2006.

Model Lineup
The BMW 650i Coupe ($71,800) and 650i Convertible ($78,800) are nearly identical in temperament and equipment. A slight change in nomenclature for 2006 (both were previously called the 645Ci) reflects an increase in engine size. The V8 has grown from 4.4 to 4.8 liters, with an increase of 35 horsepower and 30 pound-feet of torque, peaking at 360 in both cases. This engine is packed with the latest in materials and control technology. A six-speed manual transmission is standard, but either a six-speed automatic with the Steptronic manual shift feature or a six-speed sequential manual gearbox (no clutch pedal) is available as a no-cost option. Both the coupe and convertible come standard with a long list of luxury features, including leather upholstery, a choice of interior trim, dual-zone automatic climate control with air cleaner, a high-power, eight-speaker stereo, xenon adaptive headlamps, moonroof, and BMW's Park Distance Control front and rear park-assist system. There are three major option groups. The Premium Sound Package ($1,800) includes Logic7 audio with 13 speakers and a six-disc CD changer. The Cold Weather Package ($750) includes heated front seats, a heated steering wheel and a ski bag pass-through from the trunk. The Sport Package ($1,800) adds sport seats and 19-inch wheels with high performance run-flat tires, but no longer includes BMW's Active Steering system. Standalone options include the Active Steering ($1,250), radar-managed Active Cruise Control ($2,200), satellite radio hardware, ($595) and heated front seats ($500). The 6 Series comes with the full range of active and passive safety equipment, starting with front and side-impact airbags. The 650i Coupe is also equipped with curtain-style head protection airbags, while the 650i Convertible has automatic rollover protection that deploys high strength roll hoops behind the seats. Accident avoidance features include electronic stability control, ABS with brake assist and electronic brake-force distribution. BMW Assist telematics, with automatic collision notification, an SOS button and roadside assistance, are standard, including a one-year subscription. There's also a really cool first-aid kit in every 6 Series.

Walkaround
The BMW 650i Coupe and 650i Convertible have a new, attractive dual-spoke wheel design for 2006, and new red or blue metallic paint options. Yet 6 Series styling remains essentially as it's been since the car was launched in 2004, and it's an interesting bit of design. A twin-kidney grille, quad headlamps and other classic cues readily identify the 6 Series cars as BMWs. The 6 Series shares some key elements with BMW's 5 Series sedan, but the 6 was designed from the ground up as a coupe rather than a sedan with two doors welded shut. This is a classic BMW coupe: The front and rear overhangs (the distance from the wheels to the bumper) are short. The windshield is set back from the hood. The 6 Series cars are shorter than the 5 Series sedans, but they benefit from a relatively long wheelbase (the distance between the front and rear wheels). In short, you suspect these cars handle great just by looking at them. The turn signals are located above the headlamps, and the headlamps wrap well around the corners to the sides of the car. The grilles take front and center stage with no bumper ledge in front of them. When viewed from overhead, the front corners look rounded, giving the 6 Series a shark nose. In profile, the lines are sculpted but clean. Side marker lights at the trailing edge of the front wheel wells give the impression of attention to detail. The 6 looks raciest in front three-quarter view, which happens to be our favorite angle on the car. From the rear, however, the 6 Series cannot be identified as readily. The tail lamps and badge label it as a BMW, but the back end looks different from past BMWs. The tail lamps wrap around to the sides, so there's no precise point where the rear of the car ends and the side begins. As with the new 7 Series sedans, critics don't like the way the rear deck looks somewhat disconnected from the rear fenders. BMW points out that the high deck improves rear grip at high speeds and allows for a big trunk. In any case, this is a tidy, attractive car that looks sporty. It's best in silver and other lighter colors; the design details tend to blend together on darker cars. There are also some interesting design features that aren't apparent to the eye, starting with extensive use of weight-saving materials. From the windshield forward, the 6 Series' load bearing structure is made of aluminum, just like a commercial airliner's. Its doors and hood are also aluminum; the front fenders and trunk lid are composite materials. The underbody is shrouded in more high-tech plastic, much like the fairing on a crotch rocket-style motorcycle, to improve aerodynamic efficiency. When the top is up, the roofline of the convertible is nearly identical to that of the coupe. The soft top looks great, featuring a fastback roofline with fins on the trailing edges that frame the rear glass. The rear glass can be raised or lowered like a side window by pressing a button. Replacing a metal roof with a convertible top tends to reduce structural rigidity, so BMW has reinforced the B-pillars and the lower sides of the frame, and built the windshield with an extra-high strength frame. This not only improves rigidity, but adds an extra element of safety in the unlikely event of a rollover. The 6 Series comes standard with adaptive headlamps that aim toward the inside of a corner as the steering wheel is turned. This helps throw light around a bend, reducing shadows and improving visibility for the driver. Sometimes just that extra moment of warning can make for a safer and more enjoyable drive. The 6 Series also features BMW's adaptive LED brake lights, which illuminate for intensely in a panic stop. This is supposed to convey the gravity of the situation to drivers following when you slam on the brakes, but it presumes they know how to interpret the brighter brake lights.

Interior Features
From the driver's seat, the BMW 6 Series seems to have it all: comfort, luxury, convenience and the ambience of a true high-performance car. Both the coupe and convertible inspire a feeling of control, even a feeling of success, before the car ever leaves the driveway. These cars encourage the driver to take driving seriously. The 6 Series seats provide excellent support, and they're more comfortable than the ultra-firm seats found in some of BMW's sports packages. Driver and passenger feel safely ensconced in this car, partly because of its high waistline. Interior materials and finish are generally up to standards expected in this price range. For 2006, the contrasting color (the one that's the same in all 650is, regardless of which color is selected for the seats and carpeting), has been changed from a deep gray to almost pure black. The default trim is a metallic material BMW calls Ruthenium, a hard white metal, and we like the way it looks on the doors and dash. Those who prefer a more traditional look can choose either light or dark stained birch wood at no charge. For 2006, the 6 Series gets something that BMW has been rolling out across its model line: a Start button. Rather than a conventional key, the 6 now has an electronic cartridge, shaped something like a key fob remote. The cartridge slides into a slot on the dash, and the driver presses a button to the right of the steering column to start or stop the engine. The gauge cluster features a large tachometer and speedometer framing an LCD box that displays a wide range of information. The package is crisp and legible and, if you like BMW's familiar orange backlighting, quite attractive. The optional Head-Up Display projects speed, navigational information, cruise control status and other data onto the windshield, and can be programmed to show whichever data the driver chooses. The central feature inside the 6 Series, at least when it comes to operating the stereo, climate controls and other systems, is iDrive. iDrive uses a big knob mounted on the center console to set and adjust the various systems, and for 2006 the knob itself has been reshaped and covered with a leather insert for a softer touch. iDrive works a lot like the mouse on a personal computer, without the arrow. Various functions can be selected by sliding the big knob left or right, forward or aft, turning it to work through menus displayed on a monitor in the center stack, and pressing it down to select options or confirm settings. The system has been simplified somewhat since it was introduced in BMW's 7 Series, and the knob doesn't slide in the diagonal directions. Regardless, we recommend spending some time in the driveway with the owner's manual to master this system. We're not big fans of iDrive. Some owners master it, but we find it too difficult to operate and too distracting from the business of driving. The back seats will accommodate pre-adolescents on short trips, but will not work for two couples enjoying a night on the town. The trunk, on the other hand, is relatively large, with room for two sets of golf clubs. The BMW badge on the rear serves as the trunk latch. The lid pops open fully when a button on the key is pressed, handy when running through the rain with an armload of groceries. The 6 Series coupe has a slightly larger trunk (13 cubic feet) than the convertible (12.4 cubic feet), though the convertible's trunk shrinks (to 10.5 cubic feet) when the top is down.

Driving Impressions
The 2006 BMW 650i's purchase price includes complimentary high-performance driving instruction at the BMW Performance Center in South Carolina. We can't think of a better way to get to know this machine. Some reviewers have complained about BMW's latest high-tech control systems mucking up the purity and driving satisfaction that have long characterized the brand, but we have no such gripes with the 6 Series. This car immediately becomes an extension of the driver, flawlessly executing his or her wishes. Put simply, the BMW 650i is smooth and precise. It's easy to drive, always poised, and satisfying to drive at a brisk pace. The ride is taut but not harsh. It's easy to modulate the brakes and throttle and the steering is sharp. All the important controls work cohesively, making for a smooth driving experience. The engine is silky smooth and tractable for easy going around town or in stop-and-go traffic. Yet you're rewarded with immediate response whenever you press down on the accelerator, and the reward is a bit more lavish for 2006. BMW has bumped displacement in the 6 Series engine from 4.4 to 4.8 liters, increasing the output to 360 horsepower and 360 pound feet of torque. The 32-valve V8 benefits from Valvetronic variable valve timing and variable lift, which allows an impressive combination of low-rev, off-the-line acceleration and free-breathing, high-rev horsepower. The V8's breathing is controlled entirely by the valves. (Technically, there is no throttle, so the pedal on the right is more accurately called an accelerator.) It's a fascinating engine for engineers and car buffs, but the bottom line is that there's loads of power throughout the rev range, so the 650i responds immediately in any situation. It's also an efficient engine, so energy is channeled into fuel-efficient power. The engine sounds great, emitting a guttural roar under hard acceleration through its nicely tuned exhaust system. Response is impressive in either the coupe or convertible, though convertible drivers enjoy those sweet engine sounds a little more intimately. Of the three transmissions available, we recommend the six-speed automatic, unless you're a serious enthusiast, in which case we recommend the six-speed manual. We're not big fans of the SMG. The automatic is smooth around town and very responsive for spirited driving. In fact, a 650i with the automatic is nearly as quick as a well-driven 650i with the manual. As with all BMW automatics, it offers a Sport setting that moves shift points to higher revs for increased response. The Steptronic manual mode allows the driver to shift manually, imparting some of the same involvement as a manual. We found little need to shift into the manual mode, however, because the transmission always selected the right gear in automatic mode. The manual gearbox is smooth, precise and easy to shift, with easy clutch pedal effort. It's an excellent choice, unless a driver spends hours daily in stop-and-go traffic. The sequential manual gearbox, or SMG, is the essentially same transmission as the manual, but it operates the clutch electronically, eliminating the clutch pedal. Though we've enjoyed the SMG in the M3, the version in the 650i shifts too slowly and takes away some of the joy of driving this car. The 650i offers a nice balance of ride and handling. Though taut, it doesn't beat up your passenger on rippled highways. The springs and shocks are firmer than those in the standard 5 Series sedans, and the 6 Series cars ride lower. A 650i is absolutely joyful on a winding highway, as we discovered on some mountain roads near Santa Barbara. Handling is precise, with a superb self-centering feel to the steering. The 6 can be driven very hard into tight corners, and it tracks through high-speed turns like it's on rails. The suspension is tuned to minimize undesirable behavior when braking hard, accelerating hard, or lifting off the gas while cornering. Our car was equipped with Active Steering, which is now a stand-alone option. The system improves high-speed stability and makes it easier to steer in parking lots. Some drivers don't like BMW's active steering; I'm not one of them. Active Roll Stabilization dramatically reduces body roll (lean) when the 650i corners. As the car leans into a corner, the anti-roll bars are twisted by little hydraulic motors that counter-act the body lean, so the 650i leans very little, even in hard cornering. In addition to increasing driver confidence, the system improves handling over bumps, increases cornering capability, and improves steering response. Drive the 650i past the limit of the tires and the Dynamic Stability Control and other active safety systems kick in, allowing the car to motor around corners with little drama. The DSC works toward keeping the car from skidding into understeer or oversteer, making it easier for the driver to maintain control. Simply aim the 650i where you want to go and it'll go there, assuming the laws of physics allow it. If it snows, press the DTC button to turn on the Dynamic Traction Control system. This system will manage engine power for you, and keep the rear tires from breaking free and spinning. The brakes are excellent, with big, lightweight discs and calipers, and resistant to fade even after several hard stops. Yet, for its impressive performance envelope and response, the 650i is not the least bit finicky when driven at a lazy pace. The 6 Series cars come standard with aggressive 245/45VR18 high-performance run-flat tires. The coupes and convertibles we drove were equipped with 19-inch wheels, part of the optional Sport Package, and they rode well. The main drawback is more noise over bumps or pavement joints. The convertible is remarkably quiet with the top up, nearly as quiet as the coupe. As mentioned, the power rear windscreen can be lowered even when the top is up, though we didn't find it significantly added to air circulation. Conversely, the rear glass can be raised when the top is down to act as a wind blocker, but turbulence with the top down was minimal in any case, and raising and lowering the glass didn't seem to make a big difference. In short, this is a fun feature and we like having it, but it has no significant practical benefit. With the windows up and top down, the 650i convertible makes for great open motoring even on briskly cool days.

Summary
Coupe or convertible, the BMW 6 Series offers a combination of comfort, luxury, sportiness, great performance and ease of operation that's hard to beat. The 650i delivers excellent handling, exhilarating acceleration and supreme stability, and it comes with the latest active safety features. It's not a four-seater, however, it's a 2+2; the rear seat might better be described as a pet or package shelf. If seating for four is not a priority, the biggest decision with the 650i is choosing between the coupe and the convertible. You can't go wrong there.

New 2007 Mercedes Benz E350 From $529/mo $50,575 Click Image For Live Auction

2007-02-28T11:58:00.000-08:00

BASE MSRP: $50,550
P1: Premium I
Hands-Free Communication System
DVD COMAND Navigation
SIRIUS Satellite Radio
Power Rear-Window Sunshade
Heated Front Seats
Panorama Sunroof
33 Sport Package details
All Season Tires
18" Wheels
Lowered Sport Suspension
Sport Rear Bumper with Dual-Chrome Pipes
Blue-Tinted Glass

TOTAL OPTIONS: $3,390
DESTINATION CHARGE: $775
TOTAL MSRP: $54,715
Easy Auto Leases Price $50,575

2007 Mercedes E350
Low Mercedes Prices Discount Mercedes Auto Leases
Premium 1 Package
All Colors-Options Nationwide Delivery

The Mercedes-Benz E-Class features more powerful engines for 2007, along with subtle styling changes, new interior elements, and a few tweaks for handling and safety. The E-Class in many ways epitomizes the Mercedes-Benz brand. It's the company's best selling line worldwide and one of the best-selling Mercedes models in the United States. The E-Class describes a full line of big, roomy sedans that are solid, safe, practical, comfortable, luxurious, and fast. Yet the cost of operating the popular E350, in terms of fuel consumption and maintenance, can be quite reasonable. The E-Class features some of the industry's most advanced safety technology, and it expresses what most people think of when they think of Mercedes: status in elegant, understated fashion. Since a frame-up overhaul for model year 2003, the E-Class has expanded steadily and now includes six variants (more if you count the all-wheel drive E350 4Matic sedan and wagon and E550 4Matic sedan as separate models). The E-Class has sedans that seat five, wagons that seat seven, power from a V6, two V8s and a turbocharged V6 diesel, optional weather-busting all-wheel drive and screaming super-performance models from supertuner AMG. For 2007, there are changes in E-Class nomenclature, thanks to new engines. The E500 sedan has become the E550 sedan, the new badge indicating it's powered by the 5.5-liter V8 that first appeared in the 2006 S-Class. The E550's double overhead cam V8 generates 382 horsepower compared to the 302 horsepower from the single overhead cam V8 it replaces, yet with a seven-speed automatic transmission, the E550 achieves the same estimated mileage as its less powerful predecessor. The E550 4Matic sedan retains its five-speed automatic. The E350 benefits from a V6 that was upgraded last year and is offered as a sedan and a wagon. Meanwhile, there is no better example of how far passenger car diesel technology has advanced than the new E320 Bluetec sedan, which replaces the E320 CDI. The impressive common-rail direct-injection turbodiesel engine comes with a more sophisticated exhaust system that makes it the only diesel-powered passenger car available in the U.S. during the 2007 model year. It's not only more powerful than the outgoing E320 CDI with 210 horsepower and a muscular 388 pound-feet of torque, but it also returns the outgoing CDI's excellent EPA-estimated fuel mileage of 27 city/37 highway mpg. Also new for 2007 are the E63 AMG sedan and wagon. It's hard to conceive of a faster, sportier team of luxury cars than the outgoing E55 AMGs, but the completely new 507-hp 6.2-liter V8 that replaces the E55's 469-hp supercharged V8 makes the E63s the fastest E-Class models ever built. And though capable of monstrous acceleration (0 to 60 mph in just 4.3 seconds) and a top speed of 180 mph (were it not for electronics that limit top speed to 155 mph), the AMGs boast the touches of luxury expected at the upper end of the market. The Mercedes E-Class is an icon, a benchmark in its class. The mid-life freshening for 2007 helps the E-Class keep pace with such outstanding luxury sedans as the Audi A6, BMW 5 Series and Acura RL.

Model Lineup
The Mercedes E-Class lineup can seem daunting and complex, yet there is only one primary choice: four-door sedan or wagon. From there, it's a matter of choosing the engine and whether you want 4Matic all-wheel drive. The E350 models come with a 3.5-liter V6 engine. The E350 sedan ($51,325) comes with a seven-speed automatic while the all-wheel-drive 4Matic ($53,825) has a five-speed automatic. E350s are available in Sport or Luxury trim. The E320 Bluetec ($52,325) is equipped identically to the E350 Luxury version, but features the turbodiesel engine. The E350 4Matic wagon ($56,475) is equipped comparably to the sedan. A power liftgate and cargo organizer are standard, along with a folding third seat that increases passenger capacity to seven. Standard features include fully automatic dual-zone climate control, 10-way power front seats with leather seating surfaces and memory, real burl walnut trim, a power tilt and telescoping steering wheel, a nine-speaker surround-sound stereo, power windows with one-touch express up and down, auto-dimming mirrors and rain-sensing windshield wipers. New standard equipment for 2007 includes a glass sunroof, six-disc CD changer, harman/kardon Logic 7 premium audio and, in the wagon, a power liftgate. Luxury trim comes with 17-inch wheels, comfort suspension, green-tinted glass and burl walnut wood trim. Sport trim includes 18-inch twin-spoke wheels, a sport rear bumper with dual exhaust pipes, lowered sports suspension, blue-tinted glass, black bird's eye maple wood trim, white gauges, and a matte chrome gearshift surround. Options include the Premium 1 package ($2,390) with phone pre-wiring, DVD navigation, Sirius satellite radio, power rear window sunshade and heated front seats. Premium II ($4,290) adds headlamp washers, a bi-xenon active light system, cornering fog lamps, and Keyless Go to that list. Also optional: a panorama sunroof ($1,000), electronic trunk closer ($520), split/folding rear seats ($300), radar-controlled Distronic adaptive cruise control ($3,160); a wood/leather steering wheel ($540); five-spoke chrome 17-inch wheels ($1,200); and Parktronic obstacle warning ($1,110). The E550 ($59,775) and E550 4Matic ($62,275) sedans are powered by the 382-hp V8, and it offers more standard equipment than the E350. Upgrades include a four-zone climate control system and Airmatic variable air suspension. Options include the Premium I package ($2,840), which adds active ventilated seats to the E350's similar package, while Premium II ($4,740) is identical in content to the E350's. The E63 AMG sedan ($85,375) and wagon ($86,175) include the 507-hp V8, a seven-speed automatic with steering-wheel-mounted shift paddles, massive 18-inch tires and wheels, performance brakes, a lowered chassis and an aggressively tuned air suspension. They're distinguished by unique body touches and interior trim, deeply sculpted sports seats and AMG markings. Options are similar to those on the other E-Class models. Safety features that come standard on all models include eight airbags: dual front airbags, side-impact airbags for front and rear passengers, and head-protection curtains that run the length of the cabin on both sides. The airbag management system employs multiple impact sensors designed to more precisely control the timing and rate of deployment. The system accounts for the weight of a front-seat passenger and controls seatbelt pretensioners according to the force of impact. Active safety features start with anti-skid stability electronics and the latest evolution of ABS. Safety is further enhanced by the Pre-Safe system, which was engineered to recognize critical situations as they develop and prepare both the passengers and the car for the crisis. If braking deceleration exceeds a certain level or the vehicle threatens to skid, the system tensions the front seatbelts, adjusts the position of the passenger seat for optimum positioning relative to deployment of the airbags, and closes the side windows and sliding sunroof, leaving only a small gap. In the event of a rear collision, the front head restraints move forward nearly two inches and upward by more than an inch, helping to support the head and reduce whiplash injuries.

Walkaround
Before the launch of the gorgeous CLS sedan/coupe, the Mercedes-Benz E-Class was widely considered to be the most successful design among the company's current sedans. For 2007, a slightly increased overall length and wider front and rear tracks does nothing to dispel the car's suave look. The four-headlight theme introduced on the previous-generation E-Class is now the company standard, but it has been refined further in the mid-life freshening of the 2007 car. Up front, the bumper and radiator grille now have a pronounced V-shape, the spoiler is lower, and, for a striking effect, the twin headlamps sport transparent louvers over their top sections. A finishing touch is the white LEDs used for the parking lights. The front end's new look for 2007 is carried to the rear along deeper side skirts to a new rear bumper and taillight configuration. Along with the new, more aerodynamically shaped single-strut rearview mirrors, the changes keep the E-Class looking fresh and youthful, yet elegant. The current E-Class design introduced many innovations not necessarily apparent to the eye. This was the first Mercedes sedan to use aluminum body components extensively, starting with the hood, front fenders, trunk lid, front crossmember and front subframe. Aluminum is lighter and stronger but more expensive than steel. Aluminum amounts to 10 percent of the body's weight. About 37 percent of the total is modern high-strength steel alloys. From the aerodynamic perspective, the E-Class is one of the slipperiest sedans extant. Its 0.27 coefficient of drag, identical to the 2006 model, is a benchmark for sedans and helps minimize wind noise and maximize fuel economy. The E-Class wagon, this year available only in E350 and E63 AMG versions, will never be mistaken for anything but a wagon. Nonetheless, it is impressively sleek, and some critics find the tear-drop taper of the rear roof more aesthetically pleasing than the trunk deck on the sedans. The exterior revisions on the sedan apply to the wagon. The wagon has been fitted with a larger center brake light. The wagon's added cargo-passenger flexibility is welcome. If the E350 wagon is too stodgy for your taste, there's always the new E63 AMG wagon. The E63 AMG sedan and wagon look meaner than the other E-Class cars. With their lower body cladding and 18-inch wheels, the E63s look racy and aggressive. As is often the case, the body add-ons add slightly more drag, if you can call a super slippery 0.28 Cd more drag. The aerodynamic aids are for downforce, to improve grip in fast corners.

Interior Features
We really enjoy the Mercedes E-Class interior. Like its exterior styling, we consider the E-Class cabin to be some of the marque's best design work, with a successful mix of attributes. The E-Class sedan delivers plenty of passenger space, yet it maintains some level of intimacy. It's luxurious, yet functional, and loaded with features without being excessive. The E-Class has all the traditional Mercedes interior cues, starting with its standard dark stained burl walnut trim. The cabin is conservative in some respects, daring in others, and impressively executed throughout. New for 2007 is a more elegant look, distinguished by sweeping curves, soft surfaces and effective use of chrome trim. A handsome four-spoke steering wheel with elliptical thumb-operated buttons is new, along with revised controls for the automatic climate system and additional interior color choices. The dashboard sweeps from each side and blends into the doors and center console. The wood trim is complemented by splashes of chrome. Plastic panels are generally rich in appearance and have a soft-touch finish. All are sprayed with a polyurethane coating that delivers impressively consistent color. The instrument cluster uses black script on white gauges with LED lighting. There's a big speedometer in the middle, with a menu-operated display for diagnostics, feature selection, ambient temperature, date and other information in its center. To the left sits a large analog clock, to the right the tachometer. On either end of the cluster are neat bar gauges that resemble thermometers, displaying fuel level and coolant temperature. A cluster of switches between the visors on the headliner controls cabin lighting and the Tele-Aid SOS call button. The panel also includes a switch to operate the sunroof. HomeLink buttons are located on the bottom of the rearview mirror and can be programmed to control garage doors, house lighting, gates, etc. Redundant controls on the steering wheel hub operate the phone, radio and information display. A single row of switches at the bottom of the center stack operates door locks, flashers and seat heaters. The main audio, telephone and navigation controls are located in a Comand module, spread around a 16:9 ratio LCD display screen. The system is a big improvement over Mercedes' previous control center, and while it still requires some learning, it probably takes less time to master than the menu/joystick system in many E-Class competitors. The new CD changer is located behind a flip-up switch panel in the center of the dash panel, which, at the touch of a button, opens for access to the changer. It can play audio CDs and MP3s, and an auxiliary input plug in the glove box allows personal audio devices to be played through the 12-speaker sound system. An optional kit connects the Apple iPod to the audio system and provides information in the center display while allowing control via the multi-function steering wheel. Mercedes is learning that people who drive cars carry stuff with them, at least Americans do. This E-Class has less storage space than some of its competitors, but acres more than any Mercedes did five years ago. The center console has a funky pop-up cupholder and a large storage bin (two bins if you don't order the telephone package). Storage bins are also located in each door along with map pockets on the front seatbacks. The 10-way adjustable front bucket seats are firm enough for good support when driving fast, but not hard on the back when cruising. They grip bodies of various sizes nicely, and there's more than enough adjustment via Mercedes' patented door-mounted seat controls to accommodate just about everyone. The sport seats have enough bolstering to keep a bronze bust in place. But if you don't dive into corners like Stirling Moss, you probably don't need them. They make getting in and out a little more difficult. We especially enjoy the Active Ventilated seats in the E550 and E63 AMG models on hot days, when they provide a welcome measure of comfort. Gripes? We didn't like the previous model's outside mirrors, which were too small, no doubt in deference to sharp styling and good aerodynamics, but the mirrors on the 2007 models are shaped better for viewing to the rear, and they're even more slippery in the wind. More significant is the cruise control. Mercedes' system still is managed with a stalk on the left side of the steering column, above the turn signals. At some point, no matter how long you've driven the car, you are going to hit the cruise control when you intend to turn on the blinker. Mercedes engineers insist that theirs is the most effective cruise-control operation going. We've yet to meet anyone who prefers it. The E-Class was one of the first cars to feature ambient cabin lighting. These strips of soft, low-level lighting in the headliner remain on during darkness, like a fancy nightlight in the bathroom. It's disconcerting while driving at night, at least initially, because we're used to nothing but the instrument lights. The distraction goes away as you become accustomed, but we're not sure the benefit of being able to see around the cabin outweighs the perceived loss of night vision and focus on the road. Ambient lighting is convenient for passengers who want to be able to see inside the cabin, however. A power glass moonroof that tilts and slides comes standard, but the Panorama roof can be ordered that offers twice the glass surface area. It features continuous glass that slides along the top of the body from the windshield to the rear window. The back seat has all the comforts of home. Separate air vents for both sides, a fan-speed switch and separate temperature adjustments help keep rear passengers comfortable. A 12-volt power point, reading lamps, and a wide, fold-down center armrest with cupholders and divided storage are provided. Headrests are provided for all three rear seating positions, yet the driver can retract them with the press of a button when there's no one riding in back for a greater range of rearward vision. The optional split/folding rear seat adds utility; get it if you haul stuff. The trunk is one of the largest in the class, with nearly 16 cubic feet of space. The trunk floor is as long as it is wide, with load height just above the bumper. The E-Class wagon offers 24.4 cubic feet of cargo space behind the second-row seats and 69 cubic feet with all the seats folded down. That's nearly as much volume as the Mercedes M-Class, and with its lower load height, the space in the E-Class wagon is much easier to reach than it is in an SUV. The folding third-row seat will accommodate pre-teens without complaint, but most adults won't like it back there.

Driving Impressions
All of the 2007 Mercedes E-Class cars are enjoyable to drive. Smooth, serene and quiet are the dominant impressions at the wheel of any E-Class, unless you have the accelerator floored. There's very little vibration anywhere in the cabin, and almost no wind noise. Improvements to the geometry of the front suspension for 2007 give the E-Class a crisper, quicker turn-in while cornering, perceptibly increasing the sporty nature of the car's handling. All of the E-Class cars corner responsively and provide a smooth, if slightly firm, ride, a balance we like in luxury sedans. The four-link front suspension is similar to that under the expensive S-Class models, and the five-link rear suspension does a superb job of controlling unwanted wheel movement, which is crucial to handling and ride quality. The Sport models are tuned for those who like to feel in closer touch to the pavement, as it's fitted with shorter springs for a slightly lower ride height, stiffer shocks and low-profile performance tires on 18-inch wheels. The available Airmatic Dual Control suspension replaces the standard steel coil springs with air springs. This computer-managed system adjusts the air pressure to the spring at each wheel, based on road conditions or driving style, to slightly soften or firm the ride and to add or decrease body roll (lean) in corners. In combination with electronically adjusted shock absorbers, the air suspension can automatically improve ride quality or handling or optimize the balance of the two, depending on where the car is traveling and whether the driver is cruising or driving quickly. The system works automatically, without switching suspension settings between sport and comfort. The variable-power steering system was improved for 2007 with a 10-percent quicker ratio for more precise control of front wheel direction. The system provides more boost for easy turning at low speeds and less for more progressive steering response and feedback at higher speeds. With 2.6 turns lock-to-lock compared to the previous system's 3.3 turns, we found the new steering makes maneuvering through crowded parking lots easier and more pleasant, and far more responsive in the corners. One of our gripes with the 2006 models was the braking system. All of the E-Class cars came with Sensotronic Brake Control, commonly called brake-by-wire, because the connection between the brake pedal and reservoir of brake fluid is electronic, not mechanical. Although we found them to be excellent in terms of performance, with stops straight, true and short, repeatedly, with virtually no brake fade, we didn't care for the way they engaged, which we felt was too abrupt, especially in commuter crawl mode. They do, however, have their advantages. The electronic system can apply brake force to each wheel independently, helping to keep the car traveling straight and true during panic stops, even on bumpy, uneven roads. It will also keep the brakes on full in an emergency situation, as measured by sensors, even if a driver inadvertently eases off the brake pedal. And if it's raining, the system periodically, lightly, applies the brakes to sweep them dry. Still, the brake-by-wire had its quirks. Several testers found them difficult to modulate in everyday driving, making smooth braking around town a challenge. In short, we didn't really like them. For 2007, the Sensotronic control has been removed from the brake system, which is essentially unchanged except for the now ultra-smooth grasp of the binders, even at slow speeds. Each E-Class model has progressively larger brake rotors and more complex piston designs to complement the engine's power and corresponding speed potential. The E-Class wagons give up almost nothing to the sedans in performance, fuel economy or handling dynamics. The E350 comes with a 3.5-liter engine introduced for 2006, which was the first Mercedes V6 with dual overhead cams and four valves per cylinder. The 3.5-liter V6 generates 268 hp and it matches well with the high-tech seven-speed automatic transmission that comes standard. The E350 is as responsive as any V6-powered car we've driven. The 3.5-liter V6 has fully variable valve timing, delivering an impressive amount of torque from idle all the way to redline. The E350 responds immediately, no matter how fast it's already traveling when the driver dips the gas pedal. The 3.5-liter engine is also appreciably smooth, particularly at high rpm. And thanks to the seven-speed automatic, it delivers decent fuel mileage. The new E320 Bluetec diesel gets vastly superior fuel economy, however. It's expected to deliver 27 city/37 highway mpg. With predominantly highway travel, this gives it a range of 600-700 miles per tank. The Bluetec replaces the diesel-powered E320 CDI, which was an impressive car, but the new diesel is better and cleaner. It's designed to run on the ultra-low-sulfur diesel fuel introduced into the U.S. starting October 2006. Mercedes' first V6 diesel, the Bluetec features all the latest high-tech goodies, including turbocharging, a variable nozzle turbine, four valves per cylinder, exhaust gas recirculation and a third generation of CDI, the common-rail direct-injection system that delivers fuel to the engine at an incredible 23,000 psi (compared to 100-250 psi in a typical gasoline engine). Yet the technology matters less than the results. The diesel V6 puts out a modest 208 hp, but is backed up by a resounding 400 pound-feet of torque that begins as early as 1600 rpm. In other words, this baby hauls. There's no smoke to be seen or smelled. Four after-treatment units in the exhaust stream help make the Bluetec V6 the cleanest diesel powerplant in the world. (Initially, it will be sold in 45 states only, but Mercedes-Benz expects that a further evolution of Bluetec will allow diesel Mercedes to be sold throughout the United States in 2008.) We drove the E320 Bluetec sedan through the deserts and mountains surrounding Las Vegas, and it exhibited all the attractive traits of the gasoline-powered Benzes, and more. As well as being as smooth and quiet as any of the world's luxury sedans, Bluetec comes with a powerful character all its own, owing to the massive yank of torque that pulls the car from 0 to 60 mph in just 6.6 seconds, only a tenth of a second behind the gas-powered E350 sedan. In other words, forget everything you know about diesel-powered cars built in the 1970s, '80s or '90s. Slow starting? Not anymore. Like all diesels, the E-Class version still needs electric glow plugs to heat the combustion chambers before starting, but we never noticed. Unpleasant odors? You'll still experience that oily diesel smell at the truck stop when you fill the E320 Bluetec's tank, but once the filler cap is back on and the car is running, there will be no unpleasant fumes inside or out of this E-Class. Excessive engine noise? At idle, during warm-up, we heard the rapid tick-tick of diesel noise more loudly than anything coming from the gasoline-powered E350's engine, but once underway, there was zero difference in the amount of engine noise reaching the cabin compared to other E-Class models. That extra bit of noise is more than offset by the Bluetec sedan's excellent benefits. With 400 pound-feet of torque, more even than the E550 boasts with its V8, the turbodiesel V6 makes a winner of the E320 Bluetec in almost any stoplight derby. The 3,860-pound sedan, though no lightweight, jumps forward quickly enough to spin the back tires just by jabbing the right pedal, if you've switched the traction control off. Its turbocharger also provides a level of immunity from the power-robbing effects of high elevation, as we discovered in our climb up Mount Charleston northwest of Las Vegas. And on one quiet desert road, we reached the electronically limited top speed of 130 mph without breaking a sweat. That said, there's nothing like the E550's V8 power for smooth, exhilarating acceleration. This V8 is sweet from idle to the 6000-rpm redline, and with 382 hp and 391 pound-feet of torque (up from 302 horsepower and 339 pound-feet in the E500), the E550 flies. From a stoplight or from 70 mph, there's a deep well of torque underfoot and plenty of acceleration, good enough to take it from 0 to 60 mph in 5.2 seconds. Throughout our first drive of the E550, on the high-speed autobahns of Germany and over the twisting roads of the Bavarian Alps, it provided a stellar combination of performance and luxury, sharp handling and passenger comfort. In short, the Mercedes E550 is as nearly perfect a sports sedan as has been developed by anyone. The seven-speed automatic transmission improves acceleration, performance and response, but it also enhances fuel efficiency when compared to a more common five-speed automatic. Gear changes are barely noticeable, especially in the higher gears. This transmission allows significantly quicker acceleration for highway passing situations. And it doesn't have to go through every gear: Step on the gas and the transmission will skip down to the appropriate gear, switching from seventh to fifth, for example, and from there directly to third, meaning two downshifts instead of four. Both of the transmissions also offer three individual driver-selectable shift programs to alter the shifting characteristics from comfort to sport to full manual gear selection. The 2007 E63 AMG sedan and wagon operate on another plane entirely. Their race-bred naturally aspired 6.2-liter V8, which is being offered in a variety of Mercedes models, delivers 507 hp and 465 pound-feet of torque, compared to 469 hp and 516 pound-feet of torque in the outgoing E55 AMG. The previous models got their power courtesy of an intercooled Lysholm screw-type supercharger, which helped rocket them from 0 to 60 mph in 4.5 seconds, but the new, big V8 makes the cars even faster: 4.3 seconds from 0 to 60 mph. Plus, the new V8 emits less harmful emissions than the supercharged engine and weighs 55 pounds less. The 6.2-liter V8 is the first Mercedes engine to be totally engineered and built at the AMG facility, and the firm put every bit of its long motorsports experience into it. The all-aluminum engine features four valves per cylinder, a variable intake manifold made of magnesium, variable camshafts and a special low-friction cylinder wall treatment, but the most important part is it performs and growls like a big V8. The five-speed automatic in the E55 AMG has been replaced by a more efficient seven-speed automatic with AMG-tuned Speedshift programming. Like the five-speed, it shifts quickly up or down (though without the throttle blip of some manu-matics), doesn't hunt back and forth for the right gear, even in hilly terrain, and it rarely shifts unless the driver changes the angle of the gas pedal, which is good. When the driver prefers, an auto-manual shift mechanism allows a high level of control over gear selection. Either by toggling the shifter left or right or using the paddles on the steering wheel, the transmission shifts quickly up and down at the driver's discretion. The system will hold the selected gear indefinitely just below the 6000-rpm redline, but it won't let you bump the engine off its rev-limiter without shifting up a gear. Should the mood strike, a driver can run through the gears or challenge a curving stretch of road almost as if it was a fully manual transmission. Drivers who like that sort of thing might gripe about the lack of a blipped throttle during downshifts like some other transmissions of this type deliver, but that's a minor point that will be moot to almost everyone else. Most of the time, we simply put it in Drive. Even the high-performance E63 AMG is so quiet that the driver forgets just how powerful and fast it is until the throttle is opened up.

Summary
The Mercedes-Benz E-Class offers a wide range of choices, but all have the attributes that have made them a benchmark among luxury cars. Every model delivers a combination of safety, luxury, practicality, performance, status, and cost of operation that's difficult to match. This remains an iconic car in a market segment crowded with good cars.

New 2007 Mercedes Benz ML350 From $549/mo $44,975 Click Image For Live Auction

2007-02-28T11:39:00.000-08:00

BASE MSRP: $42,670
P1: Premium I
Rain Sensor
Glass Sunroof
SIRIUS Satellite Radio
harman/kardon Sound System
Power Liftgate
Hands-Free Communication System
Lighting Package
Headlamp Washing System
Bi-Xenon Curve Illuminating Head Lamps
Corner Illuminating Front Fog Lamps
DVD Navigation System

TOTAL OPTIONS: $5,350
DESTINATION CHARGE: $775
TOTAL MSRP: $48,805
Easy Auto Leases Price $44,975

2007 Mercedes ML350
Low Mercedes Prices Discount Mercedes Auto Leases
Premium 1 Package With DVD Navigation
All Colors-Options Nationwide Delivery

The M-Class SUV might be the Swiss Army Knife in the Mercedes-Benz lineup. It isn't so large that it's cumbersome or hard to park, but it comfortably seats five and carries plenty of stuff. As daily transportation, it doesn't feel like a truck, and it won't beat its driver or passengers up. Yet it has the potential for some fairly serious off-road adventuring, and it can tow up to 5,000 pounds. The M-Class is more than powerful enough in any of its variations, with the safety equipment, luxury accoutrements, style and smooth finish expected of a Mercedes-Benz. For 2007, the M-Class line features two new, very different models that will further broaden its appeal: The fuel-efficient ML320 CDI diesel and the ultra-high performance ML63 AMG. With the ML320 CDI, you can forget just about everything bad you knew about diesels. It gives up nothing to the standard, gasoline-powered ML350. It's equipped identically, except for its diesel engine. The 3.2-liter diesel V6 generates 398 pound-feet of torque, comparable to a large-displacement V8, and brings a substantial improvement in fuel economy. The ML63 AMG features a hand-built V8 that generates 503 horsepower with AMG tuning and enhancements to match all that power. Though considerably more expensive than other M-Class models, the ML63 AMG is a true high-performance machine. Its 6.2-liter V8 is hand-built by a single technician. It bursts from 0 to 60 mph in 4.8 seconds, according to Mercedes, with top speed electronically limited at 155 mph. Plus, it comes with the full load of luxury features. The original M-Class helped make luxury SUVs a familiar part of the automotive landscape. Completely redesigned for the 2006 model year, this second-generation M-Class is better than the original in every way. It's roomier, more comfortable and more car-like in its bearing. Its wheelbase is almost four inches longer, and its body three inches wider, all to better accommodate larger Americans inside. In the bargain, the coefficient of drag, or Cd number, has dropped from brick-grade to a sylphlike 0.34, on par with many passenger cars that are much lower to the ground. This means quieter highway travel and better fuel economy. In place of the original body-on-frame, truck-style design, this latest-generation M-Class has welded unibody construction with isolated front and rear subframes, a technique that emphasizes rigidity, decreased vibration and lower weight. The unibody also reduces its overall height, making it easier for families to get in and out. The M-Class has given up any pretense to being a large-family vehicle. The optional side-facing rear seats from the old model are gone (they weren't very good anyway), so the M-Class is strictly a five-seater. You'll want to look at the GL-Class for seven-seat SUV accommodations. The new look and larger size come with a new double-wishbone front suspension and four-link independent rear suspension, emphasizing sedan-style dynamics. Yet with a two-range transfer case on most models, and a sophisticated control program for the fulltime all-wheel-drive, the M-Class can get its driver through some fairly tricky off-road situations. M-Class buyers will pay a premium over many other comparably equipped luxury SUVs, but those who appreciate the cache and engineering strengths of the Mercedes brand will find plenty to like here. New for 2007 are three significant options: A dual-screen rear-seat DVD entertainment system, a rearview camera that shows the area behind the vehicle when reverse is engaged, and a Bluetooth interface for cell phones that provides integrated, hands-free operation without docking the handset.

Model Lineup
2007 brings two new models that expand the Mercedes M-Class line to four. Each is equipped with a seven-speed automatic transmission and electronically managed 4ETS fulltime all-wheel drive. The primary distinguishing feature is each model's engine. The ML350 ($42,680) is powered by Mercedes' latest-generation 3.5-liter gasoline V6, generating 268 horsepower. It comes with vinyl upholstery, automatic headlights, power seats, and an eight-speaker stereo with CD. The ML320CDI ($43,680) is equipped similarly but with the 215-hp 3.2-liter diesel V6 rated at 398 pound-feet of torque. The ML500 ($49,200) gets a three-valve, twin-spark 302-hp V8 and more standard features. These include heated, leather covered front seats, rain-sensing wipers and Tele-Aid emergency communication. The ML500 also includes more potent brakes and an upgrade from 17-inch to 18-inch alloy wheels. The ML63 AMG ($85,500) features a 6.2-liter V8 that generates 503 hp along with an AMG transmission, AMG shocks and suspension tuning, high-performance P295/40ZR20 tires on 20-inch wheels, AMG brakes, an air dam and other aerodynamic aids, AMG instruments, harman/kardon Logic7 CD6 audio with 12 speakers, and leather upholstery. Options include Distronic radar-managed cruise control ($3,150), Parktronic obstacle warning ($760), the DVD-based navigation system ($1,650), dual-screen rear-seat DVD entertainment system ($2,800), Keyless Go starting ($1,100), iPod integration kit ($365), CD6 changer ($440). Three packages are available, designated Premium I ($2,800), PII ($5,800), and PIII ($8,600), with exact content tied to the model. Drivers who want the racy look and sportier handling of the ML63 AMG, but not the high-power engine, can order the AMG Sport Package ($4,550) on any M-Class model. Safety features on all models includes two-stage front airbags for the driver and front passenger, side-impact airbags front and rear (torso protection) and curtain-style head protection airbags. A rollover sensor can activate both the seat-belt tensioners and curtain airbags if the vehicle senses an imminent rollover. An Electronic Stability Program comes standard along with advanced anti-lock brakes with electronic brake-force distribution. A tire pressure warning system is also standard.

Walkaround
The 2007 Mercedes-Benz M-Class generates more physical and visceral excitement than its predecessors, the pre-2006 models. From the emotional perspective, its front end is bolder, more interesting and more aggressive, with ventilated grille bars, a power-dome hood design and wild-looking integrated headlamps. In profile, the wheel arches loom large and prominent. There's an unmistakable character line rising front to rear, and a forward-slanting C-pillar that frames trapezoidal rear side glass. On the practical side, the M-Class body is much more aerodynamic. Its drag coefficient, or Cd, measures 0.34. That's closer to the average sedan than the typical slab-sided SUV. The lower the number, the less noise generated as air flows over the vehicle, and the less power required to move the ML at a given speed. Some improvements aren't readily apparent to the eye. A new-fangled scratch resistant paint, embedded with thousands of flecks of ceramic, is standard. It should be welcomed by those owners who actually decide to challenge overgrown trails, or those who share their garages with kids, toys and bicycles. There's an optional power liftgate operated with the key fob, and several cargo organizing devices available as accessories. New for 2007 is the ML63 AMG, and it is readily distinguished from other M-Class models. If its 20-inch spoke rims aren't a dead giveaway, check the ML63's more aggressive front and rear aprons, unique grille, flared fenders and deeply sculpted AMG side skirts. The ML63 also features unique tinted taillights and two sets of twin-chrome exhaust tips.

Interior Features
Inside the Mercedes-Benz M-Class, the dashboard, door panels and seats compliment the aggressive exterior design nicely. Wood, leather, plastic and metal finishes are generally top-drawer, as they should be at this price. Four huge, round air vents spread across the dash panel, which is dominated by a deeply hooded instrument cluster with sharp graphics and prominent chrome trim around the tachometer and speedometer. A central information window between the gauges can be programmed to supply about as much driving and maintenance information as one driver can stand to absorb. The steering wheel has a nice, thick rim that's reassuring when driving off road. We're fond of the optional wheel, finished with the top half in wood and the bottom half in leather. The center hub houses four sets of controls for information, telephone, navigation and entertainment systems. Wipers are stalk-mounted to the left of the column, while primary climate and audio controls are in the center stack above the console. The center stack is dominated by the elements of the COMAND system and a 16:9 LCD display which incorporates entertainment, telephone, and navigation displays. The M-Class features an electronic gear selector that's making its way into all Mercedes models. It's an easy-to-reach short stalk on the right side of the steering column, with simple up-down movement for reverse and drive. Alternate shift buttons, which allow selection of a specific gear, are located on the back of the steering wheel hub, right where fingers wrap around the spokes. It's a good system, and eliminates the conventional gear selector from the center console, making more room available for elegant design and function. The power seat controls have been relocated from the door to the outboard side of the seat bottom. We can fathom no reason for this change except the cost trimmed by eliminating the remote switches. It's certainly a less convenient arrangement. Still, the front seats themselves (even the base seats in the ML350) are all-day comfortable. The rear seat isn't as supportive as the fronts, but it's much roomier than before. Most of the newly created space in this second-generation M-Class translates into more knee and legroom for rear seat passengers. The rear seat folds fairly easily, and is split 60/40, to expand storage space from 29.1 to 72.4 cubic feet maximum. The load height in back is SUV high, but M-Class offers nearly as much cargo-hauling room as the typical, full-size truck-based SUV. The new 2007 ML63 AMG has heavily bolstered sport seats upholstered with Nappa leather and an Alcantara insert across the shoulder bolsters. Its entire dashboard is wrapped with leather. The ML63 also features a leather-wrapped sport steering wheel, unique instruments with AMG graphics and stainless-steel pedals with rubber studs.

Driving Impressions
In any variant, the Mercedes M-Class will do just about anything the typical owner demands, on road or off. Acceleration ranges from better-than-adequate, even with the new diesel engine, to oh-my-gosh! with the new ML63 AMG. Ride quality on pavement is never rough, even in the more stiffly suspended ML63, which features Mercedes' automatic AirMatic air suspension as standard equipment. New for 2007 is the available 3.2-liter diesel V6. This is the state of the art in diesel engines and we really like it. It's as clean as the ML's gasoline engines and gets much better fuel economy, yet it is not available in California and four other states. With this engine, there is no black soot, no sulfur smell and no loud, clattering noise. At idle the diesel in the ML320 CDI is nearly as quiet as the gasoline engine in the ML350, and that's when you're standing outside next to the vehicle. Inside, a driver is hard pressed to tell any difference between the gas and diesel engines, measured by noise or vibration. The only obvious difference is that the diesel shifts to a higher gear under full-throttle acceleration sooner than the gas engine to take advantage of its torque. There's no decrease in performance, either. Mercedes reports identical 0-60 mph times of 7.9 seconds for the both the ML320 diesel and the ML350. Yet that doesn't tell the whole story, because in short bursts the diesel actually accelerates more quickly. Its whopping 398 pound-feet of torque (compared to 258 lb-ft for the ML350) comes across as a neck-whipping burst of acceleration. And for this the diesel buyer gets a fuel economy improvement of 30 percent or more in real-world driving. We're perfectly happen in the ML350, but if diesel were readily available on our appointed rounds, we would choose the ML320 CDI over the ML350. During several days of hard driving in the south of France, we found the ML500 a hoot. The 5.0-liter V8 engine will take this 2.5-ton SUV from 0-60 mph in less than seven seconds flat, and then settles down to a background burble by the time you reach seventh-gear overdrive. The seven-speed automatic offers a manual-shift mode, and it's the best automatic Mercedes has built. It's flexible, in that it kicks down to a lower gear more quickly than its predecessors, and it almost always keeps the engine in the most productive part of its power band. Yet its overdrive top gear makes for quiet high-speed cruising and better fuel economy. The suspension is good at keeping the ML nice and flat in high-speed corners, and it smoothes dips and potholes better than we'd expect a truck to do. The optional AirMatic suspension we tested in France can be downright supple, which trucks aren't supposed to be. The larger standard 18-inch wheels and tires with the 5.0 V8 and the power rack-and-pinion steering deliver a nice feel of the road, and quick reactions when necessary. At high speeds through mountain passes, the ML500 leans over a little, takes a set, and then grabs the ground and turns the corners. Critics have complained with some justification about the electronically actuated and modulated Sensotronic brake system that Mercedes-Benz has been feeding gradually into all of its models over the last few years. We're getting used to them, and they'll stop the M-Class right now without much pedal effort. They've also improved considerably since they were first introduced. Yet they still don't have the smooth, linear feel of the best mechanically actuated brake systems. Nice smooth stops can be tricky without practice. We prefer the brakes in the Mercedes cars that do not have Sensotronic. Off road, the ML500 and ML63 AMG have two significant added features: a Downhill Speed Regulation software control that won't let you and it go any faster than about 7 mph downhill, and a Start-Off Assist that keeps the vehicle from drifting backward in Drive or forward in Reverse on steep hills. Very handy, indeed, and easy to learn to use. All M-Class models are rated at a significant 5000-pound towing capacity with the optional Class III towing package. We have little doubt that three of the four, including the new M320 diesel, would be up for the job (the diesel generates as much torque as a large displacement V8). We'd have some doubts about the gasoline V6 in the ML350, however. If towing a substantial load were a regular part of our routine, we'd look at the ML320 CDI or the ML500. New for 2007 is the 6.2-liter V8. We've driven the ML63 AMG and it certainly has appeal: a people hauler to do battle with Porsche 911s in the stoplight derby or blast through big sweeping curves much faster than decorum or good sense might suggest. The ML63 is fast, dashing from 0 to 60 mph in less than five seconds, and, with the torque of a large V8 and the high-revving character of a sports car engine, it can be fun to drive. But it's also big and heavy, so don't think sports car. Through the twisties where we sampled it, changing directions quickly and often, the ML63 AMG is not exactly fun. Its massive tires mean plenty of grip. The steering is fairly quick for such a hefty machine, but also quite light, and the package conspires to feel twitchy, almost unsettling.

New 2007 Mercedes Benz GL320 From $599/mo $55,975 Click Image For Live Auction

2007-02-28T10:54:00.000-08:00

BASE MSRP:

$52,400

P1: Premium I
Cargo Net
Parktronic
Power Front Seats and Steering Column with Memory
Autodimming, Power Folding Mirrors
Rear Audio Controls
DVD Navigation
SIRIUS Satellite Radio
harman/kardon Sound System
Power Tailgate
Sunroof Package
Glass Sunroof
Power Rear Quarter Windows

TOTAL OPTIONS:

$6,000

DESTINATION CHARGE:

$775

TOTAL MSRP:

$59,175

Easy Auto Leases Price

$55,975

Mercedes-Benz GL320 CDI Bluetec
Premium 1 and Sunroof Package
All Colors-Options Nationwide Delivery

The GL-Class launches with a single model. The 2007 Mercedes-Benz GL 450 comes with a 335-hp V8 engine similar to the one in the new S-Class sedan. Additional models will be coming, starting early in calendar year 2007 with the GL 320 CDI, which comes with a diesel engine. Later, the GL will be available with Mercedes' breakthrough BlueTec diesel powertrain. The Mercedes-Benz GL 450 ($54,900) comes with a 4.6-liter V8 engine, seven-speed automatic transmission, the 4MATIC four-wheel drive system, and the Airmatic air suspension system. It comes with seating for seven and with a third row that powers up or down at the touch of a button. Options include Distronic radar-controlled cruise control; a rear-seat entertainment system with two screens; Keyless Go, which allows the car to be started as long as the key is inside the vehicle; Parktronic, which uses sonar to detect obstacles near the vehicle; a power rear tailgate; Harman/Kardon Logic 7 surround sound system; and DVD navigation. Safety features that come standard include eight airbags, including side airbags for all four outboard first and second-row seating positions as well as side curtain airbags that protect occupants in all three rows. It comes with active front head restraints, LATCH tethers for child safety seats, and three-point safety belts for all seating positions; make sure everyone in the vehicle always wears those seat belts because they're your first line of defense in a crash. Active safety features (to help you avoid a crash) include an Electronic Stability Program, anti-lock brakes with Brake Assist Plus, and four-wheel electronic traction control. Optional safety features include Parktronic and a rear-view camera, each of which can help alert the driver obstacles or people, including children, behind the vehicle.

Walkaround
The GL carries the styling cues seen in newest generation of Mercedes' mid-size M-Class (ML), but applies them to a larger package and adds some strong, perhaps even masculine touches. For example, both in front and at the rear, a metal skid plate (designed to protect underlying mechanical parts from damage when driving off pavement) is a prominent feature that underscores the GL's image of strength. The GL's face looks much like that of the ML, except for the use of round fog lamps instead of oval-shaped accessory lights. Like the ML, the hood features what Mercedes calls a pair of power domes. Seen in profile, the GL's nicely raked windshield and large, 18-inch wheels (with 19- and even 20-inch wheels available) and bulging wheel arches help balance what is basically a tall and long vehicle. But even being tall and long, the GL doesn't look as bulky as, say, General Motor's full-size SUVs, the Chevrolet Tahoe and GMC Yukon, and even with the squared-off rear edge of its D-pillar, the GL doesn't look as boxy as DaimlerChrysler's other full-size, three-row SUV, the Jeep Commander. Viewed from the rear, the GL presents a formidable obstacle. It's tall and wide, with a large rear hatch opening, large tail lamps and all of it sitting above a substantial skid plate bracketed on either side by large, rectangular exhaust pipes. Compared to the ML, the GL is nearly a foot longer and also an inch wider in track (the axle width including wheels), though it is less than half an inch wider overall and not quite an inch taller. Despite their similar styling, the Mercedes SUVs share only their front doors; otherwise, each has unique sheetmetal. As large as the GL may appear, it's 2 inches shorter than the R-Class touring wagon, which also has three rows of seating, though with room for only six occupants. The GL is built using unibody construction rather than the body-on-frame design that full-size pickups and SUVs traditionally use. Mercedes notes that because of this architecture, the GL-Class weighs in at anywhere from 300 pounds to 600 pounds lighter than its full-size competitors. To make sure the GL class is strong enough, 60 percent of the vehicle structure is made from special high-strength steel.

Interior Features
While the GL may look sleeker than its competitors, Mercedes brags that the 2007 GL 450 offers both best-in-class interior room as well as ease of entry and exit. With all seats in their upright position, there's still 14 cubic feet of storage between the third-row seatbacks and the closed rear hatch door. A power folding feature for the third row is standard equipment on the GL with controls near the rear hatch and next to the right-side second-row passenger's seat. Power down those third-row seats, and cargo capacity expands to 43.8 cubic feet. Fold down the 60/40-split second row seats and the GL provides as much as 83.3 cubic feet for cargo. There's also room under the cargo floor for a full-size spare tire. Standard equipment includes eight-way power front seats, 14 air conditioning outlet vents, eight cup holders, air vents, and reading lamps. The interior layout is familiar to Mercedes drivers, with either faux or real leather trim for the seats (Mercedes notes that not all luxury car buyers want real leather seating surfaces), wood trim and metal rings around gauges, air vents, and cup holders. The second-row seats provide ample legroom. When occupied by only two people, the back of the center section can be folded down as an armrest and storage tray. We climbed into the third row and found room for two adults to ride back there, each in a separate seat. The room is enhanced by foot wells for your feet so you don't sit with your knees at chest level, and even the third-row seats are thickly padded to provide comfort. Fears of claustrophobia back there evaporate quickly thanks to the standard sunroof that extends over the third row. The GL can be equipped with a 440-watt, 11-speaker harmon/kardon Logic 7 sound system, with Sirius Satellite Radio and with a DVD video entertainment system with screens mounted in the rear of both front-seat headrests and with a 6CD changer.

Driving Impressions
Driving the 2007 Mercedes-Benz GL 450 doesn't feel at all like driving the typical full-size sport utility vehicle. While this is a substantially sized vehicle, it is not truck-like. The Mercedes has a much more car-like dynamic. The 335-hp V8 engine can propel the GL 450 from a standing start to 60 miles per hour in a car-like 7.4 seconds. This powerplant, with four valves per cylinder, is part of a brand new family of V8 engines from Mercedes-Benz. A standard, seven-speed automatic transmission helps keep the engine operating in the sweet part of a power band that provides maximum torque from 2700 rpm all the way up to 5000. Mercedes notes that the GL is the only full-size SUV offering such a seven-speed gearbox. The 4MATIC four-wheel-drive system features front, center and rear differentials. The sure-footed 4MATIC system is designed to maintain mobility even when only wheel has traction. In normal driving, the system distributes power equally to front and rear wheels. The system includes DSR, a sort of cruise control for regulating downhill speed, and Hill-Start Assist, which keeps the GL from rolling backward when launched after being stopped on uphill slope. 4MATIC also adjusts anti-lock brake controls to provide quicker stops on slippery and unpaved surfaces when off-roading. Airmatic is an air suspension system that uses air bladders instead of coil springs to adjust ride height by as much as three inches as well as ride firmness and body control parameters, so the driver can select from comfort and more aggressively sporty settings. The system automatically lowers the vehicle to enhance handling and aerodynamic efficiency at speeds of 77 mph or higher. Those serious about venturing far from pavement can opt for a special off-road package that includes special wheels and tires, a two-speed transfer case, locking center and rear differentials, adaptive dampening and with ground clearance height-adjustment options of as much as 12.4 inches, compared to the standard 7.9 inches of clearance. We did our driving on freeways in and out of San Francisco's airport and on roads through Napa Valley wine country. Steering feedback was consistent, brakes (14-inches in diameter on the front wheels and 13 inches on the rear) were responsive and consistently predictable and the GL 450 offered nice balanced dynamic capabilities when hustled through the curves on the narrow, hilly roads that wind through the vine-covered hillsides.

New 2007 Mercedes Benz GL450 From $599/mo $60,975 Click Image For Live Auction

2007-02-28T10:50:00.000-08:00

BASE MSRP: $54,900
3rd-row Split/flat-folding Pwr Seats, Individual Adjustable Head Restraints
4.7L SMPI DOHC 24-valve V8 Engine
7-speed Automatic Drive-adaptive Transmission-inc: Driver-selectable Comfort Mode, Touch Shift
8-way Pwr Front Heated Seats W/active Head Restraints, Drivers Adjustable Lumbar
Brown Birds Eye Maple Wood Trim
P1: Premium I
Rear-Seat Entertainment
Sunroof Package

TOTAL OPTIONS: $8,650
DESTINATION CHARGE: $775
TOTAL MSRP: $64,325
Easy Auto Leases Price $60,975

2007 Mercedes-Benz GL450
Low Mercedes Lease Payments
All Colors-Options Nationwide Delivery

The GL-Class launches with a single model. The 2007 Mercedes-Benz GL 450 comes with a 335-hp V8 engine similar to the one in the new S-Class sedan. Additional models will be coming, starting early in calendar year 2007 with the GL 320 CDI, which comes with a diesel engine. Later, the GL will be available with Mercedes' breakthrough BlueTec diesel powertrain. The Mercedes-Benz GL 450 ($54,900) comes with a 4.6-liter V8 engine, seven-speed automatic transmission, the 4MATIC four-wheel drive system, and the Airmatic air suspension system. It comes with seating for seven and with a third row that powers up or down at the touch of a button. Options include Distronic radar-controlled cruise control; a rear-seat entertainment system with two screens; Keyless Go, which allows the car to be started as long as the key is inside the vehicle; Parktronic, which uses sonar to detect obstacles near the vehicle; a power rear tailgate; Harman/Kardon Logic 7 surround sound system; and DVD navigation. Safety features that come standard include eight airbags, including side airbags for all four outboard first and second-row seating positions as well as side curtain airbags that protect occupants in all three rows. It comes with active front head restraints, LATCH tethers for child safety seats, and three-point safety belts for all seating positions; make sure everyone in the vehicle always wears those seat belts because they're your first line of defense in a crash. Active safety features (to help you avoid a crash) include an Electronic Stability Program, anti-lock brakes with Brake Assist Plus, and four-wheel electronic traction control. Optional safety features include Parktronic and a rear-view camera, each of which can help alert the driver obstacles or people, including children, behind the vehicle.

Walkaround
The GL carries the styling cues seen in newest generation of Mercedes' mid-size M-Class (ML), but applies them to a larger package and adds some strong, perhaps even masculine touches. For example, both in front and at the rear, a metal skid plate (designed to protect underlying mechanical parts from damage when driving off pavement) is a prominent feature that underscores the GL's image of strength. The GL's face looks much like that of the ML, except for the use of round fog lamps instead of oval-shaped accessory lights. Like the ML, the hood features what Mercedes calls a pair of power domes. Seen in profile, the GL's nicely raked windshield and large, 18-inch wheels (with 19- and even 20-inch wheels available) and bulging wheel arches help balance what is basically a tall and long vehicle. But even being tall and long, the GL doesn't look as bulky as, say, General Motor's full-size SUVs, the Chevrolet Tahoe and GMC Yukon, and even with the squared-off rear edge of its D-pillar, the GL doesn't look as boxy as DaimlerChrysler's other full-size, three-row SUV, the Jeep Commander. Viewed from the rear, the GL presents a formidable obstacle. It's tall and wide, with a large rear hatch opening, large tail lamps and all of it sitting above a substantial skid plate bracketed on either side by large, rectangular exhaust pipes. Compared to the ML, the GL is nearly a foot longer and also an inch wider in track (the axle width including wheels), though it is less than half an inch wider overall and not quite an inch taller. Despite their similar styling, the Mercedes SUVs share only their front doors; otherwise, each has unique sheetmetal. As large as the GL may appear, it's 2 inches shorter than the R-Class touring wagon, which also has three rows of seating, though with room for only six occupants. The GL is built using unibody construction rather than the body-on-frame design that full-size pickups and SUVs traditionally use. Mercedes notes that because of this architecture, the GL-Class weighs in at anywhere from 300 pounds to 600 pounds lighter than its full-size competitors. To make sure the GL class is strong enough, 60 percent of the vehicle structure is made from special high-strength steel. Interior Features
While the GL may look sleeker than its competitors, Mercedes brags that the 2007 GL 450 offers both best-in-class interior room as well as ease of entry and exit. With all seats in their upright position, there's still 14 cubic feet of storage between the third-row seatbacks and the closed rear hatch door. A power folding feature for the third row is standard equipment on the GL with controls near the rear hatch and next to the right-side second-row passenger's seat. Power down those third-row seats, and cargo capacity expands to 43.8 cubic feet. Fold down the 60/40-split second row seats and the GL provides as much as 83.3 cubic feet for cargo. There's also room under the cargo floor for a full-size spare tire. Standard equipment includes eight-way power front seats, 14 air conditioning outlet vents, eight cup holders, air vents, and reading lamps. The interior layout is familiar to Mercedes drivers, with either faux or real leather trim for the seats (Mercedes notes that not all luxury car buyers want real leather seating surfaces), wood trim and metal rings around gauges, air vents, and cup holders. The second-row seats provide ample legroom. When occupied by only two people, the back of the center section can be folded down as an armrest and storage tray. We climbed into the third row and found room for two adults to ride back there, each in a separate seat. The room is enhanced by foot wells for your feet so you don't sit with your knees at chest level, and even the third-row seats are thickly padded to provide comfort. Fears of claustrophobia back there evaporate quickly thanks to the standard sunroof that extends over the third row. The GL can be equipped with a 440-watt, 11-speaker harmon/kardon Logic 7 sound system, with Sirius Satellite Radio and with a DVD video entertainment system with screens mounted in the rear of both front-seat headrests and with a 6CD changer.

Driving Impressions
Driving the 2007 Mercedes-Benz GL 450 doesn't feel at all like driving the typical full-size sport utility vehicle. While this is a substantially sized vehicle, it is not truck-like. The Mercedes has a much more car-like dynamic. The 335-hp V8 engine can propel the GL 450 from a standing start to 60 miles per hour in a car-like 7.4 seconds. This powerplant, with four valves per cylinder, is part of a brand new family of V8 engines from Mercedes-Benz. A standard, seven-speed automatic transmission helps keep the engine operating in the sweet part of a power band that provides maximum torque from 2700 rpm all the way up to 5000. Mercedes notes that the GL is the only full-size SUV offering such a seven-speed gearbox. The 4MATIC four-wheel-drive system features front, center and rear differentials. The sure-footed 4MATIC system is designed to maintain mobility even when only wheel has traction. In normal driving, the system distributes power equally to front and rear wheels. The system includes DSR, a sort of cruise control for regulating downhill speed, and Hill-Start Assist, which keeps the GL from rolling backward when launched after being stopped on uphill slope. 4MATIC also adjusts anti-lock brake controls to provide quicker stops on slippery and unpaved surfaces when off-roading. Airmatic is an air suspension system that uses air bladders instead of coil springs to adjust ride height by as much as three inches as well as ride firmness and body control parameters, so the driver can select from comfort and more aggressively sporty settings. The system automatically lowers the vehicle to enhance handling and aerodynamic efficiency at speeds of 77 mph or higher. Those serious about venturing far from pavement can opt for a special off-road package that includes special wheels and tires, a two-speed transfer case, locking center and rear differentials, adaptive dampening and with ground clearance height-adjustment options of as much as 12.4 inches, compared to the standard 7.9 inches of clearance. We did our driving on freeways in and out of San Francisco's airport and on roads through Napa Valley wine country. Steering feedback was consistent, brakes (14-inches in diameter on the front wheels and 13 inches on the rear) were responsive and consistently predictable and the GL 450 offered nice balanced dynamic capabilities when hustled through the curves on the narrow, hilly roads that wind through the vine-covered hillsides.

New 2007 Land Rover Range Rover Sport SC From $869/mo $68,975 Click Image For Live Auction

2007-02-28T10:44:00.000-08:00

BASE MSRP: $70,535
Rear Differential Lock

TOTAL OPTIONS: $500
DESTINATION CHARGE: $715
TOTAL MSRP: $71,750
Easy Auto Leases Price $68,975

2007 Land Rover Range Rover Sport SC
Low Land Rover Prices Discount Auto Leases
All Colors-Options Nationwide Delivery

Forty-some years ago, a famous Land Rover magazine ad tallied the record number of times one of these stalwart vehicles had been gored by a Rhinoceros: "If you know of a Land Rover that has been gored more times, or by more Rhinoceroses, please contact us. . . ." The ad was deliberate camp, and a blatant parody of a famous Rolls-Royce ad of the same period. But its point was clear, and essentially true: If you needed to drive where Rhinoceros encounters were a genuine possibility, then the Land Rover was your baby. Whereas if quiet highway cruising was your goal, well then, old boy, you might do as well to shop elsewhere.Four decades later, Rhinoceroses are still rarely encountered in upmarket suburbs; whereas comfortable, competent, even sporty SUV-like vehicles such as the BMW X5, Cadillac SRX, Infiniti FX, Mercedes-Benz M-Class, and Porsche Cayenne frequently are. And competition from these vehicles, more than the occasional large horn driven angrily through an aluminum door, constitutes the biggest threat to Land Rover's territorial dominance.So just last year (2006) Land Rover released the all-new Range Rover Sport: Spirited, sporty, agile, with a snazzy look. (OK, maybe not all that snazzy, but for a Range Rover, it's snazzy.) And frankly more comfortable on the road than off.Range Rover Sport also plugs a gap in the Land Rover model range, between the full-size, hyper-expensive Range Rover and the entry-level, family-friendly LR3. Range Rover Sport is in fact built on a mechanical platform derived from the LR3, but with a shorter wheelbase that emphasizes handling over seven-passenger capacity. Sport also costs a solid $20,000 less than the full-size Range Rover, but only about $4,000 more than a fully equipped LR3.New for 2007: Standard equipment levels are improved with the addition of a Personal Telephone Integration System with Bluetooth capability, and one-touch power window operation at the front passenger's position. The Dynamic Response System, exclusive to the Supercharged model last year, is now available (along with Brembo disc brakes) on the HSE. Supercharged Sports now come standard with Sirius Satellite Radio; and with a choice of Line Oak or Cherry interior wood, Lux or Sport leather, and standard or Stormer 20-inch wheels.

Model Lineup
Land Rover makes shopping for the Range Rover Sport easy. Just two versions are available, the HSE ($57,235) and the Supercharged ($70,535). The HSE comes with a 300-horsepower, 4.4-liter V8. Not surprisingly, the Supercharged has a supercharged V8 displacing 4.2 liters and making 390 horsepower. Both engines drive through the same six-speed CommandShift automatic that's also fitted in the top-of-the-line Range Rover. Full-time four-wheel drive with a two-speed, shift-on-the-fly, electronic transfer case is standard, as is an electronically controlled, locking center differential. Optional is a rear differential lock ($500).Standard amenities include dual-zone, automatic climate control; cruise control; eight-way power front seats; power outside mirrors, central locks and windows (now with one-touch operation from the front passenger's position); three memory settings for driver's seat and mirrors; digital, 13-speaker, surround-sound AM/FM/CD stereo with six-disc, in-dash changer and auxiliary audio inputs; sunroof; front and rear park assist; five function-programmable key fob; a new Personal Telephone Integration System with Bluetooth capability; and a DVD-based GPS navigation system with voice recognition and dash-mounted, seven-inch, touch-screen LCD display incorporating a picture-in-picture monitor of 4X4 settings and status.Ride and handling features include Dynamic Stability Control and Active Roll Mitigation, which combine to heighten directional control and rollover resistance; Hill Descent Control, which automatically applies appropriate braking on steep downhill inclines; Terrain Response, a manually selectable set of four pre-programmed suspension and engine management settings for various off-road conditions; and, of course, Land Rover's trademark load-leveling, height-adjustable air suspension.Options for HSE include a rear-seat entertainment system ($2,500) consisting of two displays integrated into the back sides of the front seat head restraints, a six-disc CD changer, touchscreen interface, two wireless head sets and a wireless remote control; Sirius Satellite Radio ($400 plus subscription fee); and 20-inch alloy wheels ($4,000).There's also a Cold Climate package ($1,300) with heated seats all 'round and heated windshield and washer jets; a Luxury Package ($3,000), with upgraded leather upholstery, cherry wood trim, a center console cool box, the Cold Climate package, and adaptive headlights that pivot when you turn the steering wheel; and a Dynamic Response Package ($2,000) that combines Brembo front brakes with the Dynamic Response System, which electronically adjusts the stabilizer bars for optimal cornering.The Supercharged model, or S/C, comes standard with everything on the HSE plus the Luxury, Cold Climate, and Dynamic Response packages; Sirius Satellite Radio; and 20-inch alloy wheels. Stormer alloys of equal size are an exclusive S/C option ($1,000), as is Adaptive Cruise Control ($2,000). S/C buyers can choose Lined Oak or Cherry wood interior trim, and Lux or Sport leather with no extra charge for either. Otherwise, the S/C offers the same options (at the same prices) as the HSE.Safety features on the Range Rover Sport comprise twin, dual-stage front airbags; front seat-mounted side airbags for torso protection; full-coverage side curtain airbags to protect against head injury in side-impacts and rollovers; child safety seat anchors (LATCH); antilock brakes with electronic brake-force distribution and brake assist; and all-terrain traction control.

Walkaround
At first glance, the Range Rover Sport could easily be mistaken for the top-of-the-line Range Rover. To the extent there are differences, they are confined to dimensions and subtle styling cues.Although nominally based on the Land Rover LR3 (formerly known as the Discovery), the Sport is smaller on the outside in all but width, and that by less than half an inch. The Sport is more than two inches shorter than the LR3 in overall length; its wheelbase is shorter by more than five inches. It's not as tall, by three inches. In one significant measure, it's identical to the LR3, and that is its track, the distance between the wheels from side to side, which is also less than an inch narrower than the taller and longer top-of-the-line Range Rover.Appearance-wise, the Sport so closely resembles the top-of-the-line Range Rover that it's like the Disneyland version of Main Street: It looks just like the real one built to a slightly smaller scale. Only the most discerning and trained eye will notice that the hood, or bonnet, as they call it on the other side of the pond, is mostly flat, missing the full-size Range Rover's castellations, those longitudinal humps running along the top outer edges back from the headlights. Or that the windscreen and backlight (rear windscreen) are faster, or more raked. Or the presence of understated side skirts, front air dam and rear spoiler. Maybe the front quarter panels' side vents are more obvious, being closely patterned after the LR3's and in stark contrast to the Range Rover's vertical louvers.
Because, other than striking a slightly more rakish pose with its rounder, more tapered lines, the Sport contains all the major styling elements of its full-size kin. The compound headlight clusters are indistinguishable. The grille finishes are alike, with the HSE's a matte gray and the S/C's a bright metallic. The roof gets the marque's trademark floating look, achieved by blacking out the roof pillars. A similar character line runs the length of the body side, but with the door handles positioned beneath it to reinforce the Sport's lower profile. Taillights repeat the larger Range Rover's stacked look, only not quite as tall and with the elements staggered from the vertical. And just like the full-size Range Rovers, the Supercharged Sport has chrome-tipped dual exhausts in place of the HSE's bare, single exhaust.

Interior Features
While the Range Rover Sport's exterior unabashedly mimics the top-of-the-line Range Rover's looks, the interior stays truer to its LR3 underpinnings.The dash top, instrument cluster and steering wheel are direct transplants from the LR3, right down to the stacks of cruise control buttons and redundant audio controls next to the thin, vertical, metallic horn buttons along each side the airbag cover in the steering wheel hub. Curiously for a serious off-road vehicle, the tachometer has no redline, leaving drivers dependent on the Sport's computers to coordinate engine speed and gear selection with terrain idiosyncrasies. Although the center stack structure lays back at a more ergonomically friendly angle than the LR3's, the switches, knobs, buttons and display screens are the same as the LR3's, too, which while plentiful, are fairly easy to decipher. The four dash-top vents are shaped differently, but located in the same positions, belying the shared, behind-the-scenes framework. The navigation system's display is recessed in the dash at the top of the center stack and accessible to both front seat occupants.The seat contours are more defined than both the LR3's and the full-size Range Rover's standard accommodations, although the seat bottoms could be deeper and provide more thigh support. More pronounced bolsters in front add lateral support, and the rear seat's softer cushions render it less bench-like than it looks; we appreciated this over a several hour drive from Aspen, Colorado, to the smooth red rock around Moab, Utah. Infinitely adjustable, inboard arm rests in front ease long, droning, interstate drives.The head restraints could be better, however. The positioning of the front-seat head restraints favors the back-seat movie watchers. To ensure the best viewing experience, the head restraints, which double as housings for the video screens, are fixed in a vertical plane; in other words, they're adjustable only up or down and cannot be angled forward or backward. The way I like the driver's seat configured, in placement fore and aft, height and seatback angle, the head restraint blocked me from holding my head upright, forcing me to lean it forward. This awkward angle was literally a pain in the neck. Reclining the front seat a bit lessened the discomfort, by allowing me to hold my head upright. Still, this work-around left me wondering why, in a vehicle this expensive, I should have to be the one to compromise. Also, and as with their counterparts in the full-size Range Rover, the large head restraints block much of the forward view for rear-seat passengers. A panel of auxiliary jacks for the entertainment system is set into the rear of the front center console, along with the levers for the optional rear seat heaters.In all interior measures, the Sport returns mixed comparisons. The front seat offers less legroom than the LR3 but more legroom than the Range Rover, and it offers less headroom than either. Its rear seat headroom is less than the LR3 but about the same as the top model, and legroom is the same as the LR3 but more than the top model.In cargo space, the Sport fits where it logically should, offering almost 20 fewer cubic feet than the much more upright LR3 but less than four fewer than the Range Rover. Save for cup holders, of which there are but two, protected by a sliding cover in the front center console, incidental storage is decent. The nifty little cool box packaged with the Luxury Interior option fits in the cubby in the center console aft of those cup holders and chills small beverage bottles and snacks. The front doors have two map pockets, the rear doors, one. Pouches for magazine and headsets are stitched into the backside of the front seat backs. The bi-level glove box's upper element doubles as a CD rack. Atop this, a divided tray for odds and ends fills the space between the air conditioning registers.

Driving Impressions
Land Rovers must, by definition, be at least as adept off-road as on. The Range Rover Sport may push the needle a bit closer to the on-road end of the gauge than many of the marque's faithful will find appropriate. But most needn't worry, as it'll still go where many will hesitate to tread, no matter how lightly.For this, credit the chassis engineers' unwavering commitment to such measures as suspension articulation and angles of approach, ramp break-over and departure. Yes, it trails its kin in almost every measure, the LR3 the most. Still, we climbed rock faces nearing a 45-degree gradient with minimal tire slippage, thanks to the all-terrain traction control. Dangling a wheel in the air while crossing fields of boulders upset neither us nor the Sport. Hill Descent Control worked its magic on slopes ranging from loose gravel to slippery silt. The biggest obstacle we faced over an afternoon of serious off-roading was our reflexive tendency to interfere with the various terrain-sensing systems.What impressed us is how well the Sport comports itself when the going gets paved. Both engines come from Jaguar, so urban and exurban refinement is presumed. The automatic transmission is sourced from Aston Martin, noted for high-performance polish. Land Rover, Jaguar and Aston Martin are owned by Ford Motor Co. and share technology.Tooling around Aspen, the HSE, with its naturally aspirated V8, felt more comfortable, more at home, than the Supercharged. Throttle response in the HSE seems more linear, shifts more subtle, the ride more compliant. The Supercharged seems occasionally to catch the transmission off guard, as if the transmission isn't quite sure what the engine wants by way of managing the gear shift. Throttle tip-in, too, was sometimes a bit more aggressive than we wanted, making difficult a calm acceleration from a stop. The lower profile tires' ride is a bit harsher over rough and broken pavement. These issues hurt the Supercharged in stop-and-go traffic.Both the HSE and the S/C account well for themselves on the interstates, even when pushing the posted limits more than just a little; at highway speeds, the air suspension automatically lowers the Sport one inch, lessening drag and stabilizing the ride. At highway speeds, the speed-sensitive assisted steering feels a tad light, with not as much on-center feel as we like. Cranked up to seriously extra-legal rates of travel, though, directional stability improves markedly.The adaptive cruise control works as promised; the Sport maintains your choice of one of four programmed following ranges, which are based on time, not distance, slowing perceptively but not obtrusively as the gap to followed vehicles closes, then gently building speed when the road is clear. No, the system won't slam on the brakes if it senses impending doom and you're too busy chatting on the cell to notice, but it will sound an alarm to get your attention.Braking is more than adequate, much better than older Land Rovers, for which a couple of marmots scurrying across the road on a pass above Aspen should be eternally grateful. There is, however, more dive under braking, and squat under acceleration, for that matter, than we expected with a suspension as sophisticated as this one.Range Rovers have never been known for their prowess on winding, two-lane back roads. No longer, at least in the Sport. And this holds for both the HSE and the S/C, especially now that the HSE can be ordered with the excellent Brembo brakes and Dynamic Response suspension. The engine, the air suspension and the tires play their part, but sharing top billing are the transmission and the aforementioned Dynamic Response System (DRS).The transmission adapts to a wide variety of driving styles, from the sporty to the laid back. When it senses a heavier foot on the gas and high cornering loads, it heads toward the sporty end of the spectrum, downshifting more readily and avoiding upshifts mid-corner. In CommandShift mode, it matches engine and gear speeds during shifts. Its outstanding attribute is the ability to do the same thing when it's downshifting in automatic Sport mode, or under heavy braking, to affect a virtual double-clutch, electronically syncing engine and gear speeds to smooth the change. We experienced something similar in the full-size Range Rover Supercharged, but the Sport's system responds more readily, quicker and more crisply.The Dynamic Response Suspension, or DRS, similar to the system on the BMW 7 Series, monitors steering angle and horizontal acceleration to anticipate when the Sport will lean in a corner. Using hydraulic motors powered by an engine-driven pump, it then stiffens the stabilizer bar at each wheel at the precise moment the Sport starts to lean. It works, as we proved to ourselves on quick runs down winding, two-lane roads outside Moab with and without the system. With DRS, it felt like the Sport was lifting its wheels just enough to keep everything on an even keel. Not to worry, though, the Sport doesn't remain perfectly flat to the limit of adhesion through corners. The engineers realized this could get inattentive or over-confident drivers into trouble. Once the lateral force reaches about 0.4g, the system allows a bit of body roll. The system decouples off-road so as not to restrict suspension articulation.As we settled back along the bank of the Colorado River after the day's drive to watch the sunset, we realized we hadn't had as much fun in a sport utility since we drove the BMW X5. This pleased the Sport's designers, seeing as how the X5 was their handling benchmark.

Summary
The Range Rover Sport retains the superb off-road capability for which Land Rovers are legendary, but delivers on-road performance as good as or better than the luxury-utility competition.

2007-02-27T23:44:00.000-08:00

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New 2007 Mercedes Benz S550 From $1,059/mo $86,975 Click Image For Live Auction

2007-02-27T17:33:00.000-08:00

Easy Auto Leases Price: $86,975

BASE MSRP: $85,750

P1: Premium I
Heated and Active Ventilated Front Seats
SIRIUS Satellite Radio
P2: Premium II
Includes all contents of Premium I package plus:
Parktronic
Keyless Go
Panorama Sunroof
Electronic Trunk Closer

TOTAL OPTIONS: $3,800

DESTINATION CHARGE: $775

2007 Mercedes S550
Low Mercedes Prices Discount Mercedes Auto Leases
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For decades, the Mercedes-Benz S-Class has been the symbol of success among doctors, bankers, lawyers and other wealthy types seeking the ultimate luxury sedan. Powerful, luxurious and built with the solidity and precision of a bank vault, the S-Class announced prestige, quality and good taste. The outgoing model, produced for the 2000-'06 model years, was especially popular. For 2007, Mercedes has set out to revamp its flagship sedan. That formidable task required a balancing act worthy of a Cirque du Soleil performer. The company's goal for the full redesign was to re-establish the S-Class as the premier vehicle in the premium luxury sedan segment without losing sight of the car's trademark style and personality. To accomplish this, Mercedes updated the car's exterior styling, added more power, increased the car's handling agility, improved the quality of the interior and went with an infusion of the latest luxury- and safety-oriented technologies.Compared to the previous model, the 2007 Mercedes-Benz S-Class is visually sleeker and, more controversially, bolder thanks to its engorged wheel arches. Width is increased by 0.6 inch, height is up 1.1 inches, the wheelbase is stretched 3.2 inches and overall length is 1.7 inches greater than before. For occupants, the most significant advantage of the size increase is additional rear-seat room. On the inside, major interior changes include a new control and display layout, higher-quality materials, more comfortable front seats and an easier-to-use COMAND system.In terms of the driving experience, one will almost certainly notice the new engine in the 2007 S550. It sports a 5.5-liter, 4-valve-per-cylinder V8 that pumps out 382 horsepower and 391 pound-feet of torque. These are hefty increases over the outgoing 5.0-liter V8 -- horsepower is up 82 ponies and there's 52 more lb-ft of torque on tap. For those wanting more, the twin-turbo V12 in the S600 (it's a bit more powerful than last year) and the insane 6.0-liter V12 in the S65 AMG continue to be available this year. The new S-Class also steers and handles noticeably better than the old car.New and updated features are in plentiful supply on the '07 S550, S600 and S65 AMG. One highlight is the "Distronic Plus" smart cruise control. It has the ability to slow the car down to very low speeds automatically, making it possible to drive for very long distances on the freeway without touching the pedals. Other impressive S-Class items include a Night View Assist infrared night-vision system, a rear parking camera with a dynamic-view display, a 14-speaker Harman Kardon surround-sound audio system and a panorama sunroof.By any measure of performance, luxury, safety and sheer technological prowess, the redesigned M-B flagship sets a new standard. Superior steering feel may still give the BMW 7 Series an edge for the pure driving enthusiast, while the Audi A8 continues to rival the Benz for sumptuous cabin ambience. But all things considered, the 2007 Mercedes-Benz S-Class presents a well-rounded case for luxury sedan buyers in spite of its bracing price tag. Mercedes has successfully pulled off that tricky balancing act between progress and tradition with the new S-Class.

Body Styles, Trim Levels and Options
There are currently three trim levels available on the 2007 Mercedes-Benz S-Class luxury sedan: the S550, the V12-powered S600 and the performance-oriented S65 AMG. Notable items on the S550's standard equipment list include bi-xenon headlights, an air-spring suspension, 14-way adjustable front seats, the COMAND all-in-one control interface, a hard-drive based navigation system, hands-free cell phone communication, a Harman Kardon audio system with a 6-disc CD changer and of course, rich leather and wood trim. Major options include an Active Body Control (ABC) suspension, ventilated front seats with a massage feature, a keyless entry and start system, the Distronic Plus adaptive cruise control and Night View Assist infrared night vision system. One can also order an AMG wheel-and-body trim package. The Rear Seat Package equips the car with power-adjustable, heated-and-cooled rear seats and four-zone climate control. The S600 sedan is similar but comes with almost all of the S550's optional features as standard. The S65 AMG takes the same approach but also features 20-inch lightweight AMG wheels, specific exterior styling pieces, larger and more powerful brakes and sport-tuned versions of the car's air suspension and ABC system.

Powertrains and Performance
The 2007 S550 sports a 5.5-liter V8 that makes 382 horsepower and 391 pound-feet of torque. In testing, we've found that this is enough for a 6.1-second 0-60-mph time. A standard 7-speed automatic transmission routes power to the rear wheels. A pair of 12-cylinder engines are found in the two remaining S-Class models. The S600's twin-turbo V12 is of the same displacement as the V8, but provides 510 hp and 612 lb-ft of torque. For the S65 AMG, a twin-turbo 6.0-liter V12 develops a Herculean 604 hp and 738 lb-ft of torque. Mercedes says the S65 AMG can hit 60 mph in 4.2 seconds. On the V12s, Mercedes sticks with a 5-speed automatic, because the 7-speed unit isn't capable of handling the V12's torque output.

Safety
Since this is an all-new Benz, the latest advances in safety equipment have been incorporated. Stability control, eight airbags (including side window curtain airbags) and BrakeAssist (which automatically applies full power braking if it senses a panic stop situation) are all onboard. So is Mercedes' Pre-Safe system, a useful bit of technology that can sense an impending crash and automatically tighten up the seatbelts and reposition the power seats for maximum airbag protection.

Interior Design and Special Features
Mercedes' COMAND (Cockpit Management and Data) system is much easier to use than before, as there is a larger screen mounted to the right of the instruments and many controls are redundant. The only ergonomic flaw is the turn signal stalk, which is located somewhat awkwardly down low and away from the driver. Simple elegance marks the cabin decor, with high-quality materials, richly polished woods and soft leather all around. The optional Dynamic Multicontour seats have 11 air chambers that essentially allow you to mold the seat to your body. During aggressive driving the side bolsters automatically pump up and down in response to cornering forces, to better hold you in place. These seats can also provide a soothing back massage. Another interesting feature is the optional Night View Assist system. Unlike thermal (heat-sensing) systems, this one uses infrared beams to provide sharper images and light up inanimate objects that don't give off heat.

Driving Impressions
The S-Class suspension utilizes Mercedes' Airmatic System wherein four air bellows support the weight of the vehicle. Under lateral weight transfer during cornering, the outside bellows inflate to reduce body lean by as much as 40 percent. Ride and handling are what you'd expect -- and what you wouldn't. The ride is compliant and fitting for a luxury sedan, dispatching bumps and ruts with nary a shake to the cabin, while the tight handling makes the S550 feel two-thirds its size. "Nimble" may be too strong a descriptor, but considering the 2007 S-Class weighs at least 4300 pounds, it feels surprisingly agile. The steering is fairly quick and precise with a decent heft to the wheel, though we'd still give the BMW 7 Series a slight edge in road feel.

What's New
The Mercedes-Benz S-Class has been fully redesigned for 2007. For this revamp of the flagship luxury sedan, Mercedes focused on improving performance and handling as well as expanding the luxury envelope with new technology-oriented features such as Distronic Plus cruise control and the Night View Assist infrared night-vision system.

Pro
State-of-the-art luxury features, sport sedan performance and handling, prestige that comes with S-Class ownership.

2007 Mercedes Benz CLS550 From $799/mo $66,975 Click Image For Live Auction

2007-02-27T17:08:00.000-08:00

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BASE MSRP: $66,900

Active Ventilated Front Seats With Heating
DVD Navigation
Power Rear Window Sunshade
Premium 1 Package
SIRIUS Satellite Radio
TOTAL OPTIONS: $4,412

DESTINATION CHARGE: $775

2007 Mercedes Benz CLS550
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The CLS has frequently been called one of the most beautifully crafted Mercedes-Benzes ever. We won't challenge that observation. It has the look of a coupe. Yet it has four doors. And in terms of interior comfort, the CLS makes for a great four-passenger sedan. The Mercedes CLS is roughly the same size as the E-Class sedan, with which it shares a number of major components. Yet the CLS-Class features fewer variants than the E-Class and it occupies a higher range on the price scale, with more standard luxury equipment. What distinguishes the CLS most readily from other Mercedes sedans is its four-seat cabin and gorgeous exterior styling. It comes in two varieties: powerful and crazy powerful. For 2007, the CLS line features new V8 engines. The baseline is now the CLS550, powered by a 5.5-liter V8 introduced in the full-size S550. This engine is considerably more powerful than the one it replaces (in last year's CLS500), yet without a decrease in fuel-economy ratings. The super-fast 2007 CLS63 AMG gets a new, hand-built 6.2-liter V8. With 507 horsepower and 469 pound-feet of torque, the CLS63 is one of the most powerful four-door cars available. For 2007, the CLS63 also gets a new seven-speed automatic transmission, replacing the five-speed previously used in AMG cars. While both CLS models offer performance, it's styling that distinguishes the CLS. Technically, the CLS is a sedan because it has four doors. Mercedes calls it a four-door coupe, and that's a good description. The swoop-roof, pillar-less CLS has the graceful, sensuous, feel of a coupe with the rear-seat access of a edan. Whatever it's called, it may be the most visually appealing four-door on the market. Those great looks come with a slight penalty in terms of interior space, of course. The CLS only has four seats with four seat belts, while the E-Class cars have five. In terms of technology, however, the CLS gives up nothing. Its air-spring suspension automatically gets firmer or softer depending on road conditions. A vast array of Mercedes safety features come standard, including rear-passenger side-impact airbags and one of the most advanced skid-management systems in production. More than 70 percent of the steel in the body and frame is galvanized, high-strength alloy, and even the paint is advanced. The clearcoat layer is impregnated with tiny ceramic particles, increasing resistance to scratches by 300 percent compared to conventional finishes, according to Mercedes. The CLS is unique among luxury sedans. It's a must-see for drivers willing to exchange a rear center seat for a load of curb appeal.

Model Lineup
The 2007 Mercedes-Benz CLS550 ($66,900) is powered by a 382 hp 5.5-liter V8. The CLS550 comes with leather seats with three-position memory, four-zone automatic climate control, a 12-speaker harman/kardon audio system and hand-rubbed wood trim. Options include the Lighting Package ($1,240) with headlight washers and bi-xenon headlamps that swivel when the steering wheel is turned. The Premium Package ($4,740) adds heated seats with active ventilation, DVD-based navigation, a six-CD changer and power rear-window sunshade. Stand-alone options include Distronic radar-guided cruise control ($3,150), Parktronic park-assist warning ($1,100), the navigation system ($1,260), and Keyless Go ($1,090) one-touch starting. The CLS63 AMG ($92,200) comes with a 6.2-liter V8, air suspension tuned for sharper response and flatter cornering, larger Z-rated tires, and more powerful brakes. Its seven-speed automatic features Speedshift paddle shifters that allow it to work like a manual transmission without the clutch pedal. The AMG Sport package ($5,000) adds the handling and braking and looks of the CLS63 to the CLS550 without the big engine. Safety features that come on all CLS models include front multi-stage airbags, side-impact airbags for front and rear passengers, front and rear curtain-style head protection airbags, seatbelts with pre-tensioners and force limiters, ABS with Brake Assist, Electronic Stability Program, a roll-over sensor, low-tire warning system and Tele-Aid emergency telematics.

Walkaround
The Mercedes-Benz CLS has been labeled both coupe and sedan. It's a four-door car with the ambience of a coupe, and a beautiful coupe at that. This is one of the most striking four-passenger cars anywhere. The sedan quality derives from one obvious characteristic. It has four large, conventionally hinged side doors that allow unfettered access to both the front and rear seats. Its coupe-ness is harder to define, but it's this quality that makes the CLS so interesting and attractive. And it's not just its long, low-slung profile. It's the frameless side windows, the lack of a visible center roof pillar, and the descending slope of the rear pillar, which blends into muscled rear fenders. A pronounced shoulder line sweeps back from the front wheel arch, creating a wide, tall-waisted stance, as though the car has been stretched by the wind. It's hard to believe that a tilt/sliding glass sunroof will fit within the arching roofline, but it does. The front of the car thrusts visually forward with prominent grille slats, a deeply wedged hood and fenders that dive steeply into the distinctive headlamp clusters. A deep bumper forms a coupe's characteristically muscular rear, braced by two chromed exhaust pipes. The CLS features details that reduce noise when cruising at high speed. Look closely and you'll discover things like plastic deflectors in front of the front wheel arches to improve airflow across the front axle links, aerodynamic cladding on the rear axle spring links, and mini-spoilers in front of each wheel to reduce dynamic pressures at the tires and improve airflow around the wheels. Even the wiper arms were refined in the wind tunnel. These aerodynamic wipers feature a mounting system and integrated spoiler for better wiping with less noise. We're not sure we love the looks of the aggressive lower body cladding on the CLS63 AMG. It's just not as pretty as the CLS550. The staggered-width, 19-inch five-spoke AMG wheels look fantastic. The deep front and rear aprons and sculpted doors sills are anything but ugly, yet they get in the way of the graceful shape. The AMG version rides a half-inch lower than the standard CLS, but both models cut a fairly slippery profile. A drag coefficient of 0.31 is low for such a sculpted four-door car. This aerodynamic efficiency contributes to overall fuel efficiency and reduces wind noise at high speeds.

Interior Features
Inside, the Mercedes-Benz CLS has the bespoke quality of some of the world's most expensive sedans. This richness flows from good, clever design as much as from the materials used. A driver feels successful at the wheel of the CLS, much as a rear passenger feels in the back of one of Mercedes' mighty Maybach sedans. The view forward is filled by an expanse of burr walnut that stretches between round vents in the far corners of the dash, finished in a silk matt rather than the high-gloss familiar in many Mercedes. The walnut surface is broken by recessed center air vents, the climate control switch cluster and the main instrument cluster, which features three chronometer-style gauges and two LCD bar graphs for fuel level and coolant temperature. Each gauge is ringed with chrome, as is the cluster as whole. The graphics are crisp, and covered with a special mineral glass that virtually eliminates glare. Fit and finish is good, and the custom-tailored feel is enhanced by the design. Note how the front passenger airbag door blends perfectly into the upward sweep of the walnut panel. Note how the chrome-and-walnut theme carries down through the center console, with a ring surrounding the transmission shift lever, and into the rear cabin, with a separate walnut panel and chrome trim for the rear-seat climate controls. Note how the curve of the center rear console is reflected in the reverse curve of the outboard armrest. All four seats are covered in leather, with a thicker, richer Nappa finish in the CLS63 AMG. The standard front seats are adjustable 10 ways, using Mercedes' patented seat-shaped switches. There are three memory storage settings, and they can be matched to the remote key fob. Most switches are conveniently placed. A color display screen incorporates audio controls, navigation system and most other functions into a single set of switches. It takes time to learn, but I prefer it to the point-and-click devices in many luxury cars. The standard harman/kardon Logic 7 stereo sends 480 watts of audio through 10 speakers, including two in the rear self. Digital processing allows the driver to tailor sound to his or her taste, or to create a surround effect for any seating position. The CLS stereo sounds good. If it doesn't match the best currently available, it's light years better than those in Mercedes-Benzes just 10 years ago. In the rear seats, the sexy exterior styling results in a decrease in headroom, compared to a Mercedes E-Class. As part of our familiarization with the CLS, we were chauffeured across Rome so that we might see how the rich and famous do it. Tough job. My six-foot frame was comfortable on winding city streets, but passengers much taller may step out of the CLS with a crick in the neck. There's no problem with trunk space, however. With 15.9 cubic feet of volume, the CLS trunk offers exactly the same space as the E-Class sedan, and not much less than the larger S-Class sedan. In terms of interior comfort, the CLS makes for a great four-passenger sedan.

Driving Impression
The Mercedes CLS550 is generally a joy to drive. Its 382-horsepower V8 delivers a wad of acceleration-producing torque at any speed. Its computer-managed air suspension scoffs at whatever the road serves up, delivering that classic Mercedes balance of ride comfort and predictable handling. This car is rock steady and inspires confidence at speeds that could earn you a nice set of handcuffs, courtesy of the highway patrol. The CLS is loaded with technologies, but they can be a double-edge sword. Two drive-by-wire systems, the throttle/accelerator and brake controls, work to different effect. Both use sensors and servo motors in place of cables, virtually eliminating mechanical parts. The electronic throttle control is fantastic. It delivers instant engine response and integrates with the transmission and cruise-control system for smooth shifts and seamless operation, and it can actually improve fuel economy. The drive-by-wire brakes, on the other hand, are not so satisfying. They will stop the CLS right now, and repeatedly, with no noticeable degradation in performance. Yet the engineers haven't quite figured out how to make these brakes more pleasing to the senses. The electronic brakes lack the steady pedal feel of the best mechanical systems. It's more difficult to modulate the pedal consistently, and smooth stops befitting a car of such grace can be a challenge. Electronics aside, the CLS63 AMG stops like a sports car, and goes with almost as much enthusiasm as a race car. Its 6.2-liter V8 is a welcome improvement. Previously powered by AMG's supercharged 5.5-liter V8, this car with was fast. With the new 6.2-liter V8, it's blindingly quick but it's also super smooth. With 507 horsepower, the naturally aspirated 6.2-liter V8 delivers slightly more power than the supercharged engine it replaces. The 6.2-liter engine gets racing-style features such as dry sump lubrication, which ensures proper oiling under extreme g-forces. This is the first AMG engine matched with the Mercedes seven-speed automatic transmission. Called, the AMG Speedshift 7G-Tronic, it pairs with the 6.2-liter V8 to form one of the most impressive powertrain combinations from Mercedes in years. Throttle response is instantaneous, automatic downshifts nearly so. The manual control electronics, which allow a driver to shift the transmission like a manual using either the shift lever or paddles on the steering wheel, are excellent. Speedshift allows the driver to hold a gear right at the 6.2 V8's 7200-rpm redline, where it's much silkier than the previous supercharged engine. There's a nice burbly exhaust tone at part throttle, and something more like a rebel yell when you floor it. In the CLS63, the air suspension is tuned with a bias toward the handling side of the equation, or more firmly than some owners might like. It's also fitted with larger, Z-rated tires. In our view, it's not uncomfortable, and the payoff in improved response is worth it. Most Mercedes-Benz cars will go along for the ride when pushed, behaving predictably. The CLS63 AMG likes to be pushed. Think of it as a more willing participant in a spirited drive. SCCA Trans-Am champion Tommy Kendall gave took us on a couple of laps around the fast 2.5-mile Willow Springs International Raceway and quickly showed that that CLS63 worked at the limit of its tires very well at high speeds. Kendall had little trouble changing direction with a quick lift of the throttle while sliding the CLS63 through the turns.

New 2007 Mercedes Benz ML63 AMG $975/mo $84,975 Click Image For Live Auction

2007-02-27T15:46:00.000-08:00

Easy Auto Leases Price: $84,975

BASE MSRP: $85,500

Lighting PackageHeadlamp Washing SystemBi-Xenon Curve Illuminating Head LampsCorner Illuminating Front Fog LampsiPod Integration KitKeyless GoParktronicVoice Control

TOTAL OPTIONS: $3,625

DESTINATION CHARGE: $775

TOTAL MSRP: $89,900

2007 Mercedes ML63 AMG

Low Mercedes Prices Discount Mercedes Auto Leases

All Colors-Options Nationwide ML63 Delivery

Introduction

In the late 1990s, Mercedes-Benz was one of the first automakers to recognize America's desire for a luxury-themed SUV. The original ML, while truckish in nature and plagued by early quality problems, was a solid sales success. Last year, Mercedes introduced the second-generation M-Class, and in almost all aspects it's a better vehicle. Still a midsize luxury SUV meant for five passengers, the 2007 Mercedes-Benz M-Class is now more on-road oriented thanks to a unibody structure and a revised suspension design that combine to provide improved handling and comfort. Other upgrades for the second generation include sleeker exterior styling, a higher-quality interior and new engines. For the 2007 M-Class, Mercedes-Benz has released two new trim levels. The first, the ML320 CDI, is diesel-powered. Its 3.0-liter turbocharged engine is capable of 215 horsepower and a stout 398 pound-feet of torque and, like most diesels, provides impressive fuel mileage and range -- more than 600 miles between fill-ups is possible, says Mercedes. Buyers should be aware, however, that the ML320 CDI is not for sale in California, Maine, Massachusetts, New York or Vermont due to tighter diesel emissions standards in those states. For maximum acceleration, there's the new ML63 AMG. A successor to the original ML55 AMG, the ML63 AMG features an all-new 507-hp V8 developed specifically by AMG's engineers. Impressively, this power comes about without the help of supercharging or turbocharging. Zero to 60 mph takes fewer than 5 seconds. This AMG model is also equipped with more powerful brakes and a sport-tuned version of the optional air suspension system. Though the point of fitting a 500-hp engine to a top-heavy SUV weighing 2.5 tons is lost on many driving enthusiasts, there's no denying that the ML63 AMG is impressive for what it is. It also happens to undercut the price of its closest competitor, the Porsche Cayenne Turbo S, by a significant margin. When judged against other SUVs in the $50,000 price range, the Mercedes faces some very competent vehicles. The Acura MDX, Audi Q7 and BMW X5 are all-new this year, and the Cayenne, Lexus RX 350 and Volkswagen Touareg continue to be solid choices, as well. Overall, we're impressed with the 2007 Mercedes-Benz M-Class, and it should make a fine choice for shoppers valuing the ML's versatility along with the traditional Mercedes traits of quality, prestige and safety. Downsides? The lack of a third-row seat is an obvious omission, but Mercedes dealers will no doubt point you to the R-Class or new GL-Class if you truly need six- or seven-passenger capacity. The only other issue that will likely give you pause is price; equipped with a fair number of options, the M can often end up being one of the more expensive vehicles in this segment.

Body Styles, Trim Levels and Options

The 2007 Mercedes-Benz M-Class is a midsize luxury SUV that seats five. There are four trim levels available: ML350, ML320 CDI, ML500 and ML63 AMG. The ML350 and 320 CDI are equipped similarly and come standard with 17-inch wheels, heated exterior mirrors, Tele Aid, dual-zone automatic climate control, power front seats, maple wood interior trim, the COMAND interface and a CD player with an auxiliary input jack. The ML500 has this equipment plus 18-inch wheels and heated front seats. The ML63 AMG features special interior and exterior styling details, as well as a sport-tuned air suspension, 20-inch wheels, stronger brakes and sport seats. For the regular MLs, a large collection of options -- most of which are bundled in packages -- are available for further customization. Highlights (depending on the trim level) include an AMG sport appearance package with 19-inch wheels, an adjustable air suspension, park assist, adaptive cruise control, adaptive xenon HID headlights, a sunroof and a power liftgate. For the interior, MB offers tri-zone climate control, deluxe multicontour front seats with heaters, leather upholstery, a premium Harman Kardon surround-sound audio system, satellite radio, a navigation system and a rear-seat entertainment system.

Powertrains and Performance

Each trim level has a distinct engine. The ML350 has Mercedes' corporate 3.5-liter V6; it develops 268 hp and 258 lb-ft of torque. A 3.0-liter turbodiesel V6 is found in the ML320 CDI. It provides 215 hp and 398 lb-ft of torque and has EPA fuel economy estimates of 21 mpg city/27 mpg highway. The 5.0-liter V8 in the ML500 is capable of 302 hp and 339 lb-ft of torque. For the ML63 AMG, Mercedes installs a 6.3-liter V8 that makes 503 hp and 465 lb-ft of torque. All models are fitted with a seven-speed automatic transmission and all-wheel drive. Maximum tow capacity is 5,000 pounds.

Safety

Standard safety features on the 2007 Mercedes-Benz M-Class include traction and stability control, antilock disc brakes with brake assist, front side-impact bags and full-length head-protecting side-curtain airbags. Hill descent control and hill assist features are also included. The ML's performance in NHTSA crash testing was impressive, as the Benz posted perfect (five star) scores in both frontal- and side-impact testing. The IIHS gives the SUV a top score of "Good" for its protection of occupants in frontal-offset crashes.

Interior Design and Special Features

Large helpings of bird's eye maple wood and brushed aluminum trim help define the handsome instrument panel. Storage space is adequate, and the front console features very large cupholders. In the back, passengers have more than 39 inches of legroom to stretch out in, which is nearly 6 inches more than the RX 350 offers. Folding down the rear seat provides a maximum 72 cubic feet of cargo room.

Driving Impressions

Steering is precise, but doesn't offer much feedback and feels a little dead in the center. The brakes, however, supply a sure-footed pedal and stop this SUV quickly. Despite some body roll, the 4,788-pound, all-wheel-drive ML is a predictable and stable handler. In terms of acceleration, the ML350 possesses plenty of passing power, but feels a bit shy on torque from a stop. The new ML 320 CDI, being diesel-powered, is almost the opposite. If you want more punch off the line, spring for the V8-powered ML500 or ML63 AMG. The latter is capable of hitting 60 mph from a standstill in fewer than 5 seconds.

What's New

Two new trim levels, the ML320 CDI and the ML63 AMG, are available this year. The ML320 CDI has a diesel-fueled engine for enhanced fuel economy while the ML63 AMG is modified for performance and comes equipped with a 503-horsepower V8.

Pro

Wide range of engines, comfortable for five, sure-footed in bad weather, easy-to-use navigation system.