2007 Mercedes-Benz GL-Class Test Drive

Mercedes-Benz takes a crack at the full-size SUV market with a vehicle that marries expected luxury with surprising off-road prowess.
MSRP: $52,400 - $54,900

The Mercedes-Benz GL450 competes directly with the Audi Q7 and is among a new breed of big SUVs that takes advantage of a more sophisticated unibody construction (meaning a superstructure, body panels and underbody platform welded together as a unit, which is how most cars are made), rather than the traditional and less refined body-on-frame arrangement (a cabin box bolted to an old-fashioned, ladder-like chassis, which is how most pickups and traditional SUVs are built).

General Motors now has similar offerings in this more car-like configuration, including the Buick Enclave, GMC Acadia and Saturn Outlook.

Go to the SUV Buyer's Guide to find out more about the difference between unibody construction and ladder frames, and why it matters.

The GL450 was designed for U.S. and European markets, meaning that it has to be big enough for America’s oversized needs but still be maneuverable enough to navigate Europe’s smaller roads.

Mercedes compromised by making the GL450 six inches narrower than some of its competition, limiting rear seat width. Furthermore, its seven-seat setup can’t be turned into a nine-seat configuration, as is optionally available in some other full-size SUVs, like the Suburban. But the GL450 does carry one distinct advantage: the three-pointed star. And although the logo has been tarnished by recent, broadly publicized quality-control problems, it’s still iconic enough to mean, “I’m Special.”

Don’t confuse this vehicle with the Mercedes-Benz G-Class SUV, an ancient, juice-box-square, civilianized military vehicle that is still being sold to sheikhs, gentleman ranchers and people who find Range Rovers just a little too technologically advanced for their tastes. Compared to the G-Class, the GL-Class is an honest, thoroughly modern, three-row SUV.

The GL is not built in Germany, but at a Mercedes plant in Tuscaloosa, Ala., where the midsize M-Class SUVs have been assembled for nearly a decade. On one hand, vehicle-assembling robots in Alabama are probably just as competent as the robots in Germany. But on the other hand, it’s still hard for some to accept that a company that has made German craftsmanship a part of its brand mystique for more than a century is now building vehicles in the Deep South. Draw your own conclusions.

Exterior

The GL450 looks like a beefed-up M-Class. It seems to tower over other cars, thanks to its ample size and jacked-up stance.

Another Mercedes model, the R-Class, could possibly be cross-shopped against the GL-Class. Looks-wise, the R-Class skews more toward a wagon or minivan, though Mercedes is particular about not calling it either one.

The R-Class comes with a V6 instead of a V8 and doesn’t offer the ultimate towing and off-road abilities of the burlier GL450. But for most drivers simply looking for a stylish, safe vehicle with room for up to seven plus cargo, it certainly fits the bill. And it’s less expensive, too.

Despite TV commercials from multiple manufacturers showing SUVs summiting mesas and plowing through alpine snowdrifts, many of these vehicles no longer make any pretense at being genuinely off-roadable. They typically don’t have the requisite ground clearance, low-range gearing or appropriate four-wheel drive capabilities to do anything more adventuresome than driving on well graded dirt roads. (Read more about these features in our SUV Buyer’s Guide.)

The GL450, however, can be equipped with an optional off-road package that tacks on another 1.5 inches of ground clearance to its already-best-in-class 11 inches. The package also fits a transfer case with low-range gearing and adds lockable center and rear differentials for true four-wheel drive, as opposed to the standard GL’s totally transparent, automatic, full-time all-wheel drive. Mercedes estimates that only 2 percent of GL-Class buyers will opt for the package, which they feel is probably an accurate representation of how many SUV owners in general have any interest in real off-roading.

Interior

While the GL450’s ample ground clearance may be perfect for off-road situations, it’s less than optimal for more mundane pursuits, like getting in and out of the vehicle. It’s a long step up to any of the seats; getting back down is likewise a leap of faith. To further facilitate off-road prowess, the GL450 doesn’t have running boards or assist steps, so if you’re short, this could be a deal-breaker. This is where the lower-to-the-ground R-Class is at an advantage.

The third row is accessed by manually folding the middle-row seats forward, and no contortions are needed to crawl all the way aft, which usually isn’t the case for these setups. Once back there, you’ll be amazed by the relative comfort and ample headroom of the two backseats. Deep footwells and nicely designed foot space under the middle-row seats eliminate the knees-in-your-face experience common to many third-row arrangements. Plus, the seats are actually sculpted, not just slab-like cushions designed more for stowing than seating. For reference, I’m 5 feet, 11 inches and the rear seats fit fine. There’s also a fixed glass panel in the roof over the rear seats to lighten the atmosphere back there.

The third-row seats also quickly power-fold flat into the floor at the touch of a button, creating a cargo area that betrays the GL’s narrowness: with a volume of 83 cubic feet, it’s smaller than that of most other full-size SUVs, and roughly the size of a typical midsize ute’s hold.

As far as middle-row space is concerned, I sat there comfortably behind a gorilla of a guy during the test-drive, and suffered no ill effects. And not only did Mercedes get the spacing between the seats right, the backs of the front seats are also concave, for additional knee room.

Performance

Besides making the whole vehicle lighter and stiffer, the unibody construction lowers the GL450’s center of gravity and gives it a surprisingly refined, car-like ride, without a hint of excessive leaning through turns. Its extremely long wheelbase also works to eliminate any truck-like hobby-horse movements, the back-and-forth pitching sometimes found in smaller SUVs.

A sophisticated air suspension system helps keep the car level — in place of coiled steel springs, high-pressure air bladders cushion all four corners, and electronics instantly pump up the ones that need more support to counteract body movement while cornering or hard braking. The air suspension can also be used to raise the entire vehicle three inches above its normal ride height — 4.5 inches more if you opt for the off-road package — for increased ground clearance.

Speed-sensitive, power-assisted rack-and-pinion steering is nicely weighted and precise. It completely eliminates the on-center imprecision that was characteristic of generations of earlier Benzes with recirculating-ball steering — a mechanism the Germans have since consigned to the company museum.

The GL450 has a smooth-shifting, complex, seven-speed automatic transmission controlled by a stubby, extremely simple column shifter. The only options are forward and reverse, with an electronic park-engage button on the end of the stalk. If you want to select an individual gear, there are two switches located on the back of the steering wheel which allow manual up- and downshifting.

Mercedes demonstrated the GL450’s respectable off-road capabilities to journalists on a hilly, muddy vineyard track in the Napa Valley of California. The GL450 being tested had special deep-lugged off-road tires that aren’t part of the optional off-road package, but none of us were allowed to drive ourselves. The organizers admitted that part of the course was simply “too muddy to use” after a substantial rainstorm, although I suspect a Jeep demo would have relished the challenge.

One last interesting feature that’s also part of the standard GL450: pushing the DSR (Downhill Speed Regulation) button on the dash lets you set a speed anywhere from 4 to 12 mph so that the GL450 will hold a set speed and crawl down steep descents. Certainly the GL450 showed that it has the chops to perform serious off-road work, but let’s hope there’s always a Jeep — or one of Mercedes’ own G-Class — around to pull it out if it gets stuck.
(C)Forbes

Most Expensive Cars to Insure

High-priced cars aren't just expensive to buy — they can cost a lot to protect, as well.

The more expensive the car, the more it costs to insure. But just how expensive may come as a shock. For modest coverage ($500 deductibles on collision and comprehensive coverage, $100,000 each for personal and property coverage, and $25,000 each for medical and uninsured coverage) on this year's $135,400 Mercedes SL, owners will pay about $22,536 a year.

For pricey cars like this, yearly insurance costing 20 percent of the base price is typical. But for those with low monthly payments on high-end cars, that could mean spending more on insurance than on the car itself.

"The cost of the vehicle is primary when setting the price of a policy," says David Wurster, president of Vincentric, a Detroit-based automotive data firm that studies car insurance costs. Vincentric gets its data from state agencies and averages these figures in compiling its list of most expensive yearly rates. "But there's also the type of vehicle it is. Sports car owners tend to drive them a little more aggressively."

This, in turn, leads to higher-priced policies. With this in mind, it's no surprise that racy offerings from Mercedes-Benz, BMW and Porsche make for some of the most expensive cars to insure.

How It Works
"We start with the manufacturer's suggested retail price," says Kip Diggs, a spokesman for State Farm, the largest insurer of autos in the U.S. Diggs says State Farm then considers how expensive it is to repair each model. The more costly the parts, the higher the policy. For foreign brands with parts from afar, expect to pay more. "From there," Diggs says, "we look at safety features to see if a vehicle qualifies for a safety discount."

Allstate, the second-largest U.S. car insurer, also considers the price, but places more weight on a policyholder's driving record.

"Pricing has more to do with the driver than the car," says spokesman Raleigh Floyd. "If there are two drivers with the same car, the driver with accident histories will have a higher rate. He's shown himself to be a higher risk." Those with a penchant for wrecking Ferrari Enzos on California's Highway 1, for example, can expect to pay more.

Age is also a factor. "A 17-year-old driver is going to be more expensive to insure than a 40-year-old with a family," says Floyd. "Experience counts. It counts a lot."

There are some anomalies in the ranking.
"You would think a Corvette Convertible would be hideously expensive to insure," says State Farm's Diggs. "But that car is involved in very few accidents, so it's fairly low." This is because research shows Corvettes typically aren't driven every day.

More utilitarian models like the Toyota Camry can be more expensive to insure because, with more road time, they are more likely to be involved in an accident. Vincentric doesn't collect data on exotics like Ferraris and Lamborghinis because, says Wurster, there are too few owners to make the data useful.

Policy pricing also has to do with where a car is garaged, with urban areas considered higher-risk. "In a more concentrated area, your chances of bumping into something are higher," says Floyd. "Jersey's going to be on one end of the spectrum, and a less populous state is going to be on the exact opposite."

But if you have a hundred grand to spend on a car, you're probably not worrying about insurance.

"For people of that caliber," says a salesman at Mercedes-Benz Manhattan, "the cost of insurance really isn't an issue."

1. Mercedes SL Class and S Class
SL Class (pictured)
MSRP: $135,400
Insurance: $22,536

S Class
MSRP: $123,888
Insurance: $21,161

The convertible SL is Mercedes' most expensive production offering. A two-door roadster built for speed, the SL features a 5.5 liter V8 engine. The retractable hardtop roof is classier than its canvas counterparts, and the trunk is surprisingly spacious. The S Class sedans, while no less luxurious (and only slightly less expensive), aren't quite as sporty. But with the Benz logo front and center, they're not cheap to insure.

2. Mercedes CL Class
MSRP: $122,050
Insurance: $20,942

Who said coupes were small? Mercedes' CL is based on the stately S Class sedans, but sports only two doors for a sleeker profile. Zero to 60 in 5.4 seconds will get you to the office in time, but it comes at a price. With a monster V8 engine, the federal gas-guzzler tax applies. And then there's the insurance.

3. BMW Alpina B7
MSRP: $115,000
Insurance: $20,100

Good luck getting your hands on an Alpina B7. BMW is only selling 200 in the U.S. A souped-up version of the 7-series full-size sedan, the Alpina features bigger wheels, better suspension and an advanced stabilization system. All of this makes going fast a bit safer. But speed comes at a price.



4.BMW M5 and M6
M6 (pictured)
MSRP: $102,000
Insurance: $18,548

M5
MSRP: $82,500
Insurance: $16,220

The M Series cars are meant to go fast, and for insurers, speed is dangerous. The flagship M6 hardtop coupe is arguably the fiercest-looking BMW to roll off the production line, and inarguably one of the priciest. Both the M6 and the more practical M5 sedan have roaring V10 engines.

5. Mercedes G Class
MSRP: $95,600
Insurance: $17,784

The G Class is a boxy, military style SUV from Mercedes. Indeed, it was originally designed for the battlefield. But don't let the lack of finesse fool you--today the G Class is all luxe. The door handles are wrapped in leather, and a DVD-based navigation system keeps drivers on target.



6. Audi S8 and A8
S8 (pictured)
MSRP: $92,200
Insurance: $17,353

A8
MSRP: $92,000
Insurance: $17,353

The A8 and its fancier cousin, the S8, are the best Audi has to offer, and they're not half bad. The V10 in the S8 make this sedan faster than the Porsche 911 Carrera in a zero-to-60 sprint. And with enormous cast-aluminum tires concealing oversize brake discs, even speed demons can stop on a dime.

7. Cadillac XLR
MSRP: $87,898
Insurance: $16,973

The only American entry on the list, Cadillac's XLR is a serious roadster meant to rival its European competitors. The V8 is plenty strong to pull the light aluminum chassis, and the interior is posh--trimmed with eucalyptus. A retractable hardtop makes the XLR a speedy option in any weather, and there's also an exclusivity factor: GM is planning to sell only 1,000 a year.

8. Porsche 911
MSRP: $91,208
Insurance: $16,955

The fundamentals of Porsche's 911 have hardly changed over the years, and with good reason: Its teardrop shape keeps it aerodynamic and recognizable, and its hardware keeps it among the fastest cars in the game. Today's iteration comes equipped with Porsche's Active Suspension Management system, which adapts the suspension to match road conditions and driving styles.

9. Jaguar XK
MSRP: $83,335
Insurance: $16,154

The XK, in coupe or convertible, is a brand-new offering from the storied Jaguar brand. Designed to recall the XKE of the 1960s, today's XK appears perhaps a bit too similar to its countryman, the Aston Martin. That doesn't stop it from performing. The V8 propels a relatively light frame with ease, and this two-seater is the most teched-out Jag ever built, with a computer adjusting it to Comfort or Sport modes.

10. Land Rover Range Rover
MSRP: $84,285
Insurance: $16,042

One of only two SUVs on the list, the Range Rover is capable of climbing mountains, but more at home in the city. Four-wheel drive and a supercharged V8 make this among the most powerful production vehicles on the market, while options like Sirius satellite radio and a rear-seat DVD system ensure creature comforts are never far off.
(C)Forbes

Top 20 Safety Features

The most significant and sought-after technology on modern vehicles makes the road safer for drivers, passengers, pedestrians and even animals.

We now have vehicles that can park themselves, car radios that can hold enough music for a cross-country trip and climate controls that can measure occupants' body temperature. But of all the great gadgets on cars these days, safety technology is by far the most vital—and the most in demand.
In a 2006 survey of 500 consumers conducted by Accenture, more than two-thirds of respondents ranked safety as the most important technology to have in their automobiles, and seven out of 10 were willing to pay extra for safety features. Accenture is the largest consulting firm in the world and is one of the largest computer sciences and software companies on the Fortune Global 500 list.

Safety technology has experienced a quantum leap in the last few years, with advances spurred by the government in an effort to lessen loss of life and injury, as well as automakers seeking a competitive edge. But it's equally driven by consumer awareness.

"Auto safety took a big step forward in the '90s, when there was a high awareness of ABS brakes and airbags," notes Charlie Vogelhiem, vice president, automotive development, with J.D. Power and Associates. "We saw that when people had a vehicle that didn't have airbags, for example, they were less inclined to keep it."

Below we highlight the top 20 auto-safety technologies currently available, ranging from the common to the cutting-edge. And if auto-safety tech follows the typical pattern, even innovative features currently found only on higher-end cars should trickle down to more affordable automobiles. "As consumers replace their existing vehicles and the technology price tag continues to decline," explains Accenture's Richard Spitzer, "[safety features] will be part of the deciding factor in the car purchase decision."

Pre-Collision Systems
This technology uses various methods to sense and prepare for a collision. When a sensor signals an impending crash, the system takes preemptive action such as pre-tensioning the seat belts, preloading the brakes and even aligning airbags to better protect occupants.

Electronic Stability Control
To help drivers maintain control, ESC compares steering and braking inputs with the car's lateral acceleration, rotation and individual wheel speeds. If a difference in the driver's intended path and that of the car is detected, brakes can be automatically applied and the throttle can be dialed back until the vehicle is back on track.

Brake Assist
This technology resulted from a study that determined that most drivers do not push the brake pedal hard enough in emergency situations. So when sensors detect "panic" braking, Brake Assist applies maximum brake boost and therefore decreases stopping distance.

Dynamic Head Restraints
Few people adjust their car's headrests properly to prevent whiplash, so some vehicles now come with active head restraints that move into more effective positions when a car is rear-ended. Volvo's Whiplash Protection System (WHIPS) and Saab's Active Head Restraint (SAHR) go a step further by getting the seats to help in mitigating whiplash injuries.

Dual-Stage Airbags
The National Highway Traffic Safety Administration (NHTSA) stipulated that all passenger cars and light trucks produced after September 2006 must include passenger-side front airbags that are automatically enabled or disabled depending on whether a front passenger is detected (typically by seat sensors), and some now deploy in stages depending on the severity of a crash or the weight of the front-seat passenger.

Side and Supplemental Airbags
Side airbags can greatly reduce injuries, since occupants are often more vulnerable than in front- or rear-end crashes, where there's more of a "crumple" zone to protect them. Side airbags are not mandated by the NHTSA, however, and auto manufacturers can decide where and how to deploy them, and whether they're a standard or optional feature. Some luxury cars also include supplemental airbags, such as with BMW's Active Knee Protection and Head Protection systems.

Blind Spot Warning Indication
The Volvo S80's Blind Spot Information System (BLIS) uses a camera on each side-view mirror to scan a driver's no-see zone and indicators in the corners of the front windows alert the driver to the presence of vehicles. The Side Assist in the Audi Q7 and Side Blind Zone Alert in the 2008 Buick Lucerne and Cadillac DTS and STS work in much the same fashion, except the indicators are located on the side-view mirrors, and GM's system use radar instead of cameras.

Lane Departure Warning System
Infiniti's Lane Departure Warning (LDW) System uses a camera in the rearview mirror to detect when the vehicle gets close to the lane marker and sounds an audible warning. GM will also offer the technology on the 2008 Cadillac DTS and STS, and Buick Lucerne.




Night-Vision Camera System
Hitting an animal or pedestrian while driving after dark is an accident night-vision cameras can help prevent. BMW's night-vision system senses thermal energy and Mercedes' projects infrared light in front of the vehicle, and both show night-vision images on a screen in the dash.

Adaptive Headlights
This technology directs light from the headlights in the direction that the steering wheel is turned, to help illuminate where the driver intends the car to go. A feature currently found only on higher-end cars, adaptive headlights will likely trickle down to more affordable vehicles.

Tire-Pressure Monitor
Starting in the 2008 model year, the Feds will require all new vehicles to include tire-pressure-monitoring systems, which use sensors to provide information on tire inflation to a display in the instrument panel. Vehicles ranging from sports cars to SUVs already allow drivers to check tire pressure on the fly, and some show pressure in individual tires.

Rollover Protection
Manufacturers first offered airbag systems that inflate from the headliner or ceiling in top-heavy SUVs to protect occupants in case of a rollover. Ford's Safety Canopy, for example, covers 65 percent of the window surface in the first two rows of seats in Ford, Mercury and Lincoln SUVs, and the system is also available on the Volvo and Land Rover SUVs, as well as on the Ford Freestyle, Five Hundred, Mercury Montego and the Volvo C70 convertible.

Head-Up Display
Looking away from the road for even a few seconds can be dangerous. By projecting vital information from the speedometer, tach or navigation system on the windshield, a head-up display (HUD) allows drivers to keep their eyes straight ahead.

Bluetooth Hands-Free Phone System
While head-up displays let you keep your eyes on the road, Bluetooth lets you keep your hands on the wheel when using a mobile phone. The technology establishes a wireless connection with a compatible phone so that calls can be made and received using buttons on the steering wheel and voice commands.

Voice Activation
Using voice activation, you can change a radio station or adjust the volume on the audio system, raise and lower the temperature of the climate control, even enter destinations into a nav system—all without lifting a hand off of the wheel.

Navigation Systems
GPS navigation systems take the guesswork out of getting where you're going—and are much safer than reading a map behind the wheel. They issue turn-by-turn guidance and will reroute you if you miss a turn.

Adaptive Cruise Control
Adaptive Cruise Control automatically keeps a safe distance between you and the car ahead so that the driver doesn't constantly have to adjust the speed. A radar sensor monitors the distance and speed of vehicles in front of you, and most systems allow selecting a gap with which you're most comfortable.

Rearview Camera
Rear-vision cameras first appeared on super-sized SUVs to help drivers see behind the vehicles. But they are now available on luxury and sports cars as well as minivans and crossovers. Some also include visual aids that allow aligning a vehicle with an intended parking spot.

Obstacle Sensors
As with rear-vision cameras, obstacle sensors can help make you aware of objects you wouldn't normally see. The systems detect objects in close proximity to the vehicle and issue audible and/or visual warnings.

Emergency Response
OnStar and similar telematics services are known for "concierge" features such as unlocking doors and providing directions. But in the case of an accident they can pinpoint your location and detect if an airbag has deployed so that emergency personnel can respond accordingly.

Heartbeat Monitor
The key fob remote for the 2007 Volvo S80 will not only tell you if someone has broken into the vehicle while you were away, but a heartbeat sensor will alert you if someone is hiding inside.

While safety technology can save lives, features such as electronic stability control can also give drivers a false sense of security. "People may not understand that if you don't maintain your brakes, for example, the stability control won't work properly," maintains Lauren Fit, a.k.a., The Car Coach. And while safety technology compensates for human error, it can't make up for lack of common sense. "Nothing takes the place of putting down the phone and paying attention to what you're doing," remarks J.D. Power's Charlie Vogelheim.
(C)MSN

Shopping Advice: Buy a Car, Pick It Up in Europe

European delivery programs aren't just a glorified vacation: many offer discounts on new vehicles and attractive travel packages.

Many European car manufacturers offer special programs that allow buyers to purchase a vehicle at a dealer in the U.S., pick it up at the factory in Europe, drive it around and then drop it off at a designated port for shipment back to the U.S.

Often called "European delivery programs," some, like Saab's, provide as much as a 9 percent discount off of a vehicle's manufacturer suggested retail price (MSRP), as well as airfare to and accommodations near the factory where it's picked up. More elaborate travel packages are usually available for purchase and can be a good value. The car companies handle all of the complicated details, such as insuring the vehicle for driving in Europe and arranging its shipment back to the U.S. So drivers are free to enjoy their new vehicle while exploring Europe.

These money-saving trips are often an insider’s secret, one of those things that you need to know about to ask about. That’s because this ultimate option often lurks below dealers’ radars despite the wildly enthusiastic responses from owners who participate.

“They love the program, they love going to the factory,” says Anne Doris Korallus who is the European delivery order administrator for Mercedes-Benz. “Even if they’re not a car enthusiast, they go on the factory tour, and it’s like an elves workshop; it’s so fascinating to watch how a car is built. They come out bubbling over.”

The European delivery programs are a chance for Americans to drive their cars as they were designed to be driven, flat-out on the Autobahn; or above the Arctic Circle. That’s where Saab takes some customers for snow and ice training, as well as quality time behind a team of sled dogs. Or it’s a way to celebrate an anniversary or do some mother-daughter bonding while getting what James Hope of Volvo Cars N.A. calls “friendly” rates at hotels the company recommends.

The hitch is that you forgo the instant gratification of driving home with your dream car the same day you go down to the dealership.

No matter which brand you prefer, Audi, BMW, Mercedes-Benz, Porsche, Saab or Volvo (more on the English absence in a bit), the procedure is pretty much the same.

Go to your local dealer, select the model you want — it must be one regularly available in the United States — configure it to your specifications and order it. Prices are preset and usually slightly discounted from the MSRP. Payment and financing options are the same as for regular delivery. The dealer will tell you when your car will be ready at the factory.

Book flights. Plan your itinerary, coordinating with the manufacturer to ensure you take the best routes for some great drives. Pick up an international drivers license at the nearest AAA office.

Fly to Europe. Enjoy some hospitality from the manufacturer, usually a minimum of transportation from the airport, one night in a hotel near the factory, a meal and a factory visit.

Take delivery of your car. It will have temporary insurance that is often renewable so you can extend your stay, export registration and plates.

Explore Europe in your own car being careful not to exceed the maximum time limit that you can use the car there without being taxed, usually three to six months. You must also pay attention to where you can go; the offered insurance coverage may have geographical restrictions.

Drop off your car at one of many predetermined locations for shipping to the United States. Be sure to read the fine print on this because there may be extra charges at certain locations.

Pick up your car at your dealership several weeks after you return from Europe.

The biggest challenge may be finding a salesperson at your local dealership who knows about the program.

“If a retailer is supportive, you might see a poster” about the program, says Volvo’s Hope. “That’s why we get a lot of repeat customers, they’ve done it before. Or when they were buying a car in the past they saw the poster and then do it when they buy a new car.”

The programs, started between 30 and 40 years ago, were conceived as a sales enticement. At the time, European cars seemed exotic, if not downright odd, to most Americans. “The first Saab we bought was from a friend whose husband had died,” says Seth Bengelsdorf of Port Chester, N.Y. “My father felt bad for her because she had the snow tires on the wrong wheels, in front.”

That was in the late '60s when front-wheel-drive was unknown and theirs was the only Saab in town. By the summer of 1971, the family was in England, taking delivery of a new Saab for a driving vacation that included a ferry trip to Europe. Since then, it’s been all Saabs for all Bengelsdorfs almost all the time.

Such loyalty is not just a Saab quirk. At Mercedes-Benz, Korallus has tracked customers who’ve used the program 30 times since its inception. Audi revived its program in 2006, so great was customer demand, much of it from previous participants. And they want more, so Audi is expanding its post-pick-up touring offerings with the help of Abercrombie & Kent, a company known for arranging luxurious, individualized travel. Even Porsche, which doesn’t discount prices for European delivery, finds repeat customers are a significant percentage of program participants.

Mike Strada, of Kailua on the Hawaiian island of O’ahu, has taken European delivery of a silver Porsche 911 Carrera Coupe every year since 2001. He takes delivery in May, having signed up for the Porsche Grand Tour program that puts him on the racetrack in a Porsche 911 Turbo, or a Boxster S with a professional driver who will “redline from zero to 160 mph, and slow down to 120 mph on the turns,” Strada says.

He started this routine after a divorce, figuring a month of Porsche-ing about Europe with his son would be a good 24/7 experience for them. Strada keeps the car at his home in Bellagio, Italy, on Lake Como through the summer, then returns to drive it for another month in Europe each fall before shipping it home. He manages to squeak out under the deadline for paying what amounts to a failure-to-export penalty.

Porsche handles all the details of getting the 911 Carrera Coupe to Hawaii, and each year, Strada sells last year’s model to make room for the new baby next to his daily driver, a Toyota Tacoma.

Perhaps only a Mini driver could be so loyal, which brings us to the lack of an English delivery option for Mini Cooper owners. Judging by online howls, they want this option the way a pre-schooler wants a puppy — passionately and right now. Given Mini’s innovative marketing and owner programs, what gives?

Common sense.

For American drivers, “it’s a challenge to drive on the right-hand side even with a right-hand side drive car,” says Andrew Cutler of Mini USA. With a car designed for American roads, which would be left-hand drive “it’s kooky-crazy. The last thing we would want is for somebody to come pick up their brand new baby” … here, Cutler pauses, letting images of dented, crumpled Minis slouch through the imagination. The possibility of owner injury is too great a horror to contemplate.

Gamely, the company has tried a Mini-holiday program where owners would tour the factory, then rent a Mini for scooting about the landscape. It never achieved what Cutler calls “critical mass.” There have been discussions of installing mini-cams in the factory, so customers could watch their car being built from afar. So far, no go.

But Mini is not alone in not offering an English delivery option. Jaguar doesn’t. Neither does Land Rover. However, Land Rover compensates somewhat by welcoming American owners who want to "get their mud on" into its intensive driver training courses throughout the United Kingdom. Use of the vehicles is included in the enrollment fee. You can take much the same classes at home throughout North America.

Keep reading for a guide to the most popular European delivery programs or scroll to the top and click on a brand that interests you.

If you want to buy a super luxury car or an exotic, check with your dealer. As a Ferrari spokesman said, “The simple answer is 'no,' but things can be arranged on an exceptional basis.”
(C)Forbes

Top 10 Least Expensive (TCO) Luxury Vehicles to Own

Cars at the lower end of the luxury class are the least costly to own because their lower starting prices minimize the effects of depreciation.

Luxury car buyers looking for the best long-term value should cross-shop vehicles at the lower end of the price spectrum. The lower the starting price of a vehicle, the more likely it is to mitigate the single largest financial hit associated with car ownership — depreciation.

This is the second feature in SMART-NEWS's series on vehicle ownership costs, and here we rank the top 10 luxury vehicles with the lowest cost of ownership over five years.
See also our list of the Top 10 Most Expensive Vehicles to Own.

Depreciation is the largest ownership cost for any vehicle. Therefore, models with lower sticker prices end up dunning owners less than models with higher manufacturer suggested retail prices (MSRPs).

That's true even if a higher-priced model holds its value better: The Audi A3, the fifth least expensive car to own according to our research, depreciates a whopping 71 percent from its base MSRP over five years. By contrast, Porsche’s 911 Turbo — the sixth most expensive car to own — loses just 54 percent of its base price in five years. But the A3 starts at around $25,000, compared to $122,900 for the 911 Turbo. And 71 percent of $25,000 comes out to $17,750, which is a lot less than the 54 percent of the Porsche’s $122,900, or $66,366.

Looking at those numbers, it starts to become clear why the top 10 luxury vehicles with the lowest ownership costs all have base prices below $35,000.

Lower-priced cars also cost less in other categories, says David Wurster, president of Vincentric, the research firm that provided data for our rankings. “You see that in taxes and insurance,” he says.

But bear in mind that Vincentric’s projected ownership costs are only estimates. Actual expenses will vary by region. “There are large variations in maintenance and repairs when you look at a state where costs of living are higher, because labor rates are higher,” Wurster says. Similarly, people living in high-tax states will likely pay more in vehicle taxes and other fees. Insurance rates also change by region, as do fuel prices, he says. All of these are factored into the five-year ownership costs used to rank the vehicles on our list. Click here to see the full list of vehicles in the slideshow.

Drivers do have some control over ownership costs, regardless of where they may live. For instance, driving style and distances traveled determine fuel, maintenance and repair expenses. Plus, insurance premiums remain lower with good driving records.

“There are substantial variations in insurance rates between carriers even in the same region,” says Michael Calkins, who tracks ownership costs for AAA's national office as manager of its approved auto repair program. “You have to be a smart shopper for everything, not just for the car, but also for the insurance.”

Owners who care well for their cars can even beat the deprecation average. “You need to maintain your vehicle properly,” Calkins says. “Keep it in good condition cosmetically and mechanically to maximize its trade value.”

Japanese and Swedish brands dominate our list of the 10 least expensive luxury vehicles to own, likely due to the fact that they tend to have lower starting prices. One German and one American nameplate help balance out the rankings.

The 10 least expensive to own luxury vehicles are determined by estimating six expenses over five years: depreciation, interest and opportunity costs, fuel, maintenance and repairs, insurance, and taxes and fees (see explanations below). The rankings include 2007 models only.

Vincentric breaks down ownership costs for every variation within a model line, so the ownership costs used to rank vehicles on this list are averages of all variants in a given model line. For example, Acura sells four versions of its TSX sedan, the least expensive luxury car to own. Vincentric computes separate lifespan costs for each of the four variants.

The data used in this ranking is from late May 2007 (Vincentric updates cost-of-ownership estimates monthly). Interest expenses assume a five-year loan at 6.86 percent with a 15 percent down payment. Opportunity costs consider what owners would have earned if car expenses went into certificates of deposit instead. Insurance costs are for a typical driver under age 65, with a clean record. Vincentric used the EPA's 2007 Fuel Economy Guide to calculate fuel costs.

10. Lincoln MKZ
Starting MSRP: $29,305
Five-year cost of ownership: $55,011
Depreciation: $19,718
Interest and opportunity cost: $10,456
Fuel: $10,983
Maintenance and repairs: $3,880
Insurance: $7,851
Taxes and fees: $2,123

The Lincoln MKZ is the only model from a Michigan-based auto company that makes the list of either the 10 least or 10 most expensive luxury cars to own. It squeezes onto the 10 least list by dint of its relatively low sticker price. With a base MSRP under $30,000, the MKZ can get away with a high depreciation rate. Averaging $19,718 for the front-drive and all-wheel-drive versions sold by Lincoln, the MKZ's depreciation takes 67 percent of its starting price.

9. Lexus ES 350
Starting MSRP: $33,470
Five-year cost of ownership: $54,585
Depreciation: $19,549
Interest and opportunity cost: $10,905
Fuel: $10,648
Maintenance and repairs: $3,888
Insurance: $7,315
Taxes and fees: $2,280

The ES 350 from Lexus, the luxury division of Toyota, has been called a Camry in fancy attire. That may account for its showing among the 10 luxury leaders in lowest total ownership cost. The sedan is the highest-priced model that makes the list, with a starting MSRP of $33,470. That raises its loan interest and opportunity cost, as well as its taxes and fees. But the Camry's reputation for dependable quality rubs off, so the Lexus does well with depreciation, and it also enjoys the second lowest insurance cost.

8. Acura RDX
Starting MSRP: $32,995
Five-year cost of ownership: $54,502
Depreciation: $17,826
Interest and opportunity cost: $11,323
Fuel: $12,542
Maintenance and repairs: $3,538
Insurance: $6,950
Taxes and fees: $2,323

The Acura RDX is the only SUV that runs with the 10 luxury vehicles that are least expensive to own. With the gas-guzzling rap against SUVs, it seems appropriate that the RDX has the highest estimated fuel cost in the group. At $12,542 over five years, the Acura squanders 20 to 25 percent more fuel than some passenger cars in the ranking. Still, for a sport utility, its EPA fuel economy rating of 19 mpg city/23 mpg highway is good — especially for an all-wheel-drive hauler with pep and pizzazz.

7. Lexus IS 250
Starting MSRP: $30,255
Five-year cost of ownership: $53,220
Depreciation: $16,998
Interest and opportunity cost: $10,793
Fuel: $10,480
Maintenance and repairs: $3,700
Insurance: $9,060
Taxes and fees: $2,189

As a sport sedan made for more aggressive posturing, the Lexus IS 250 carries the highest average insurance cost among the 10 least expensive luxury cars to own. That excess alone moves it lower on the list. With better resale value — and therefore lower depreciation — than four of the six luxury models that have lower lifespan costs, the IS 250 would rise at least one spot in the ranking, even though its purchase price is higher than the six models that score lower lifetime ownership costs.

6. Volvo V50
Starting MSRP: $26,690
Five-year cost of ownership: $52,906
Depreciation: $18,306
Interest and opportunity cost: $10,054
Fuel: $10,346
Maintenance and repairs: $4,006
Insurance: $8,176
Taxes and fees: $2,018

Like other European models among these economy leaders of the luxury class, Volvo's introductory-priced wagon stumbles with a high depreciation rate that saps its value. The average depreciation of the three V50 versions Volvo sells, at $18,306, comes to 69 percent of the car line's starting MSRP, among the highest in the group. The V50 wagon would do better, but the higher priced, all-wheel-drive version pulls its average ownership costs upward.

5. Audi A3
Starting MSRP: $25,340
Five-year cost of ownership: $51,513
Depreciation: $18,092
Interest and opportunity cost: $9,863
Fuel: $10,026
Maintenance and repairs: $3,697
Insurance: $7,815
Taxes and fees: $2,020

As a hatchback, the Audi A3 is the only model among the 10 least costly luxury cars to assume that classic economy car shape. Fittingly, its five-year fuel cost estimate, at $10,026, is the lowest among the least expensive to own. But the A3 suffers from rapid depreciation. The model line's five-year depreciation, averaging $18,092, steals 71 percent of the A3's starting price, the highest percentage among the 10 lowest cost luxury cars.

4. Saab 9-3 SportCombi
Starting MSRP: $27,495
Five-year cost of ownership: $51,499
Depreciation: $17,457
Interest and opportunity cost: $9,672
Fuel: $11,521
Maintenance and repairs: $3,159
Insurance: $7,740
Taxes and fees: $1,950

Vincentric's David Wurster explains that higher purchase prices point to higher ownership costs. The Saab 9-3 SportCombi shows how. The wagon's starting price is just $1,245 higher than its kindred, the 9-3 Sedan. Over five years, the SportCombi depreciates about $200 more, takes about $300 more in interest and opportunity costs, $300 more for insurance and $100 more in taxes and fees. Add about $300 worth of additional gas consumed by the heavier wagon and the SportCombi drops two places below the 9-3 Sedan among the least expensive to own vehicles.

3. Volvo S40
Starting MSRP: $24,240
Five-year cost of ownership: $51,484
Depreciation: $16,941
Interest and opportunity cost: $9,736
Fuel: $10,783
Maintenance and repairs: $4,005
Insurance: $8,104
Taxes and fees: $1,915

Starting at $24,240, the Volvo S40 sedan is the lowest-priced luxury car among these 10 models with the lowest ownership expenses. But its average depreciation, at a whopping 70 percent of the base price over five years, hits hard. Not only will you spend more to own the S40 than you will for the top-rated Acura TSX, you'll also spend more when you visit the repair shop. At $4,005, the S40's maintenance and repair expenses tie with the Volvo V50 wagon as the highest among these lowest 10.

2. Saab 9-3 Sedan
Starting MSRP: $26,250
Five-year cost of ownership: $50,282
Depreciation: $17,247
Interest and opportunity cost: $9,352
Fuel: $11,197
Maintenance and repairs: $3,159
Insurance: $7,437
Taxes and fees: $1,890

The first of five European luxury models with the lowest lifespan costs, the Saab 9-3 Sedan benefits from its relatively low purchase price. That puts it in second place among the least expensive to own vehicles, even though depreciation grabs 66 percent of its starting MSRP. At their base prices, you'll pay less to purchase a 9-3 Sedan than an Acura TSX, the least expensive luxury car to own. But through five years, the 9-3 will gobble up $3,000 more.

1. Acura TSX
Starting MSRP: $28,090
Five-year cost of ownership: $47,084
Depreciation: $13,808
Interest and opportunity cost: $9,730
Fuel: $10,279
Maintenance and repairs: $3,002
Insurance: $8,285
Taxes and fees: $1,980

Half the models on this least expensive to own list wear lower sticker prices than the Acura TSX. But after five years, this sporting sedan ends up the most economical. Acura's reputation for vehicle reliability helps hold up resale value, so that the TSX depreciates just 49 percent over five years — the lowest depreciation among the 10 luxury cars that consume cash most lightly. It also boasts the lowest maintenance and repair expenses among these 10 lowest cost luxury models.
(C)Forbes

2008 Audi A8 News

Audi says the new 2008 Audi A8 features “major enhancements.”

We won’t know for sure if that’s true until we drive it, but the most intriguing thing about the A8 is the fact that the company says it has enhanced the steering to offer more driver feedback, making the A8 a bit sportier. The suspension and sound-deadening also see gains.

We’d take those upgrades, but there will also be a new engine — a direct-injection six-cylinder that’s expected to return decent mileage with a 0-62 mph time under 8 seconds. We wonder if this new engine choice — presumably it’ll make for a lower entry price, currently at $68,900 — will help sales in the U.S. Most buyers of large premium sedans prefer V-8 power to fuel efficiency, even in these gas-conscious times. If they do buy it, will that take sales away from the A6?

The A8 will still be available with its current base V-8 engine, and high-performance W12 S8 models will also return in 2008.
(C)KickingTires

2008 Audi TT Review

For 2008, Audi has redesigned its TT Roadster.

Heading north on Route 257 through southeastern Quebec, it occurred to me that Audi’s second-generation TT is a perfect example of how, sometimes, it can take years to fulfill a promise. Then my thoughts turned to manure.

The first TT arrived in the United States as a 2000 model, and the rounded little Bauhaus design made visual promissory notes: It would be wonderful to drive.

But we were tricked. The steering lacked feel and the driving experience was rather average, not coming close to matching the magic of the TT’s appearance.

For the 2008 model year Audi has an all-new TT, which is on sale now. A stronger body and redesigned suspension have delivered huge improvements in its handling, finally giving it the performance to back up its come-hither-and-enjoy-driving look.

As before, there are coupe and convertible versions and a choice of front-wheel drive or all-wheel drive. There are two engines: a new turbocharged 2-liter 4 producing 200 horsepower or a carried-over 3.2-liter V-6 that makes 250 horsepower. You can get a six-speed manual or six-speed dual-clutch automatic. Unfortunately, there are restrictions on what goes with what.

Prices start at $35,575 for a front-wheel drive coupe with the 4-cylinder engine, which comes only with the automatic.

Those who want the V-6 must also take the quattro all-wheel drive system and a price of $42,275. A six-speed manual is standard on this version; the automatic is an option.

All-wheel drive is not available with the turbo 4, although Audi is thinking of changing that, said Filip Brabec, product planning manager for Audi of America.

For those who desire a convertible, the least-expensive TT Roadster is $37,575 with front drive and the turbo 4. A version with the V-6 and all-wheel drive starts at $45,275.

The roadster that I tested had the V-6 and the automatic and a base price of $46,675. The final price was $51,225 with options including fancier leather upholstery, larger 18-inch wheels and an upgraded stereo system with Sirius Satellite Radio.

But back to the manure. Starting early one summer morning my wife, Cheryl, and I drove north from our home in New Hampshire along Route 3, passing the First, Second and Third Connecticut Lakes. These are names that hint at a lack of pioneer poetic imagination but excellent counting skills.

By 10 a.m. we crossed into Canada and were headed toward this farming town advertised by a small, weathered sign in French that translated to “Let us charm you.” A few minutes later, the smell of manure hit with the drenching pungency possible when a convertible top is down and olfactory protection is drastically reduced.

If we’d had some additional warning (“Let us charm you, but we stink”) we could have quickly protected ourselves. Putting the top up (or down) is possible with a push of a button even while the car is moving up to 25 miles an hour.

Incidentally, the power open-close mechanism worked flawlessly; the top was snug.

With an overall length of 164.5 inches, the new TT is 5.4 inches longer, but the biggest change cannot be seen. It is the extensive use of aluminum (there is still some steel) to achieve strength with less weight. The advantage of this new structure can be felt easily. Anyone familiar with the tiresome shake and wiggle of a poorly done convertible will be amazed by the TT’s wonderful solidity even on the worst surfaces.

Inside, the TT feels sports-car intimate without being crowded, and Audi’s tradition of handsome accommodations continues. The basic controls are easy to use, lacking the classic Teutonic approach in which mystery is preferred over logic.

All the good safety gear is standard, including stability control; antilock brakes; rollover hoops intended to keep noggins off pavement; and seat-mounted bags to protect chests and heads in side impacts.

The coupe and roadster each has more cargo capacity than the first TT and could easily be used for a weekend trip.

By noon we had spent about two hours in Canada and saw no reason to wear out our welcome. We crossed into Maine at Coburn Gore and headed south on Route 27, a smooth two-lane with turns ranging from benevolent sweepers to tricky kinks. Route 27’s straights can be short, but with the TT it was easy to build speed.

The 3.2 liter V-6 is rated at 236 pound-feet of torque, all available between 2,500 and 3,000 revolutions a minute. Part of the swiftness comes from the S Tronic dual-clutch automatic with six gears chosen for strong acceleration, not maximum fuel economy.

The dual-clutch gizmo means quick gear changes (Audi claims 0.2 seconds) and, unlike a manual or conventional automatic, there is no discernable drop in power as the gears change. It is also an extraordinarily eager gearbox that needs no more than a hint that the driver needs a downshift.

Audi says a TT with S Tronic is slightly quicker than a six-speed manual. Going from zero to 60 m.p.h. takes 5.3 seconds, compared with 5.5 seconds for a car shifted with manual labor.

On most turns, the TT is a delight. The steering has a good feel and is nicely weighted, inspiring the confidence and communication crucial in a good sports car.

Thanks to a redesigned suspension and extra-sticky summer tires (you can choose all-seasons instead) there is so much cornering power that blind mountain turns at high speeds come with a greatly reduced fright factor.

Alas, it is on the tight turns, like hairpins, that the TT becomes less fun and shows its weak point. It begins feeling nose-heavy and less willing to change direction, reminding the driver that about 59 percent of its weight is up front, far from the ideal 50-50 balance.

On a rough surface the TT’s ride is comfortable, at least for a sports car. That means the TT is suitable for enjoyable long-distance travel. It is not one of those rough-riding, tiring sports cars no good for anything more than an afternoon romp.

By midafternoon we were home, having covered 336 miles on our TT International Tour, more than enough to come to some sunny and solid conclusions. While the original TT was a dynamic disappointment, Audi has learned its lesson and made nice with the new car. It has not just looks and style but the anytime-anywhere acceleration, cornering and braking that finally make the TT as delightful to drive as to look at.
(C)NYT

Ten Cars You Can't Buy in the U.S.

The U.S. has restrictions when it comes to cars that can be purchased here, but it wasn't always that way.

She may be the land of plenty, but when it comes to purchasing certain cars, the U.S. falls short.

Wheels from French automakers Peugeot, Citroen and Renault aren't sold in the States. American buyers can't have Italian brands other than those of high-end makers Ferrari and Maserati. They also can't register many of Germany's new, diesel-powered passenger cars in five states, including New York and California, because of tough emissions rules.

It wasn't always that way.

In the 1980s and early 1990s, American buyers had a wide choice of French and Italian cars. They might not have been very reliable, but their styling, comfort, ride and handling added spice to the automotive melting pot.

Today that pot is rather bland. Peugeot, the last remaining French brand in the U.S. market, abruptly pulled the plug on its underperforming U.S. subsidiary in 1991, done in by high prices and poor quality, which made them unsuited for the market, especially in light of the new competition from Lexus and Infiniti from Japan.

Neither it nor other French brands has come back, even though by all accounts, their products are much improved. And Alfa Romeo and Fiat are long gone from the U.S. market.

When they left, the French and Italian brands were fat and lazy, with huge domestic market shares that were practically guaranteed by their home governments, which maintained high tariffs between European countries.

After 1992, the European Community ushered in a new era of freer competition that created a more even playing field for imported cars. Fiat, for instance, nearly went broke as its Italian market share fell, but in the long run the French and Italians hung on and have come back in Europe stronger than before. Today, they can afford to invest in a U.S. distribution channel, and their products are much more suitable for U.S. buyers, especially in terms of quality.

Take the Peugeot 4007 SUV. You would think at least some American buyers would like to buy it. Even though $3 gasoline has torpedoed U.S. demand for big domestic SUVs, import luxury-brand SUVs like Land Rover, the Porsche Cayenne and the Mercedes GL-Class have prospered.

Yet nobody expects Peugeot back anytime soon, nor sister company Citroen, which makes a distinct version of the 4007 called the C-Crosser. The closest American buyers can get is a Mitsubishi Outlander, which was developed in a three-way cooperative effort among the brands.

Italian Renaissance

Unlike the French makers, Italian brands Alfa Romeo and Fiat, which belong to parent company Fiat S.p.A., appear ready for a comeback.

Fiat quit selling cars in the U.S. under the Fiat brand in the mid-1980s; it had a poor quality reputation summed up by the acronym, "Fix It Again, Tony." (Fiat also owns the Maserati brand, which it relaunched in the U.S. market in 2002, after a 12-year absence.) Alfa Romeo quit in 1995, after a shaky alliance with then-Chrysler. The No. 1 Alfa dealer in the U.S. sold only 28 cars in 1994, according to Automotive News.

But Fiat Auto CEO Sergio Marchionne has said Alfa would return to the U.S. market, but not before the end of 2008. Alfa Romeo's mainstream models are the Brera Coupe and Spider convertible. The brand also has shown a high-end sports car, the 8C Competizione, at auto shows. And speculation persists on whether the company could export a higher-performance version of the tiny, redesigned Fiat 500 to the U.S. market. It would compete with the Mercedes Smart car and BMW's Mini brand.

Pump Busters

Modern diesels are an especially logical choice for a comeback, now that fuel efficiency is on the radars of U.S. consumers.

Fuel-efficient diesels dominate today's European market, and German automakers are preparing to launch a host of so-called "50-state" diesels sellable in the entire U.S. market, starting next year.

Thanks in part to low-sulfur diesel fuel mandated by the U.S. government since 2006, today's diesel engines are quiet, powerful and not smoky — unlike the diesels in the Peugeot 505 of the mid-1980s. And diesel engines get about 30 percent more miles to the gallon versus the same-size gasoline engine.

What does all this mean for you? If you’re a car enthusiast who likes choice, the list of cars you can’t buy in America might soon get shorter.

Alfa Romeo Spider V6 model
About $46,377

The 1967 movie The Graduate made the Alfa Romeo Spider a pop culture icon, but poor quality and financial problems for parent Fiat S.p.A knocked the brand out of the U.S. market in 1995. Several product generations later, the latest Spider could help launch a U.S. comeback in the next few years. In Europe, engine choices include a 260-hp 3.2-liter V6.


Aston Martin Vanquish S
About $360,000

The Vanquish S, last offered in the U.S. market for the 2006 model year, is Aston Martin's fastest-ever, street-legal car, with a hand-built, 6.0-liter V12 engine that generates 520hp. It is theoretically a four-seater, but European customers can replace the cramped rear seats with a luggage shelf. Ford Motor sold Aston Martin to a group of investors earlier this year.

Audi S3
About $39,700

The S3 is a high-performance version of the A3, which is available in the U.S. The S3 has a 265-hp, turbocharged, four-cylinder engine. However, the S3 has two strikes against it with U.S. buyers: It's a boxy two-door and it's a hatchback, which is not a popular body style. The A3 is a four-door, and looks like a station wagon.


BMW 1 Series
Estimated U.S. Starting Price: Around $30,000

Germany's BMW AG introduced the four-door hatchback 1 Series in the fall of 2004, but not for the U.S. market. America will get an all-new 1 Series coupe along with the rest of the world, starting in early 2008. The U.S. gets two six-cylinder variants, the 230-hp 128i and the 300-hp 135i. The European hatchback model has smaller engine options and diesel available.

Citroen C6
About $54,000

The Citroen C6 flagship sedan has a 3.0-liter, 215-hp V6 gasoline engine, or a choice of two diesels. Cool features include a head-up display for the driver. Also, to meet European safety standards for low-speed pedestrian impacts, the hood automatically raises slightly in case of an impact, to create a small "crumple zone" between the hood and hard points under the hood.

Fiat 500
About $14,000

Fiat launched the latest generation of the 500 minicar on July 4. In Europe, engine choices range from only 69 hp to 100 hp. But with the Mercedes smart brand set for a U.S. launch next year, and BMW's Mini brand doing well, the U.S. could be ready for a higher-performance version of the 500, if Fiat adds one in the next few years.


Smart (Mercedes) fortwo
Starting U.S. Price Under $12,000

Mercedes-Benz launched smart (small "s") in Europe in 1998. U.S. customers can finally buy one in early 2008. The base fourtwo has a three-cylinder engine and a five-speed automatic transmission that can be shifted manually--and not much else. Air conditioning, power windows and even a radio are optional. In an unusual setup, Penske Automotive Group, the nation's second-largest dealer chain, will distribute smart for Mercedes-Benz.

Mitsubishi Lancer Evolution
Estimated U.S. Price: Around $35,000

The high-performance "Evo" was last offered in the U.S. for the 2006 model year. Mitsubishi will revive it in early 2008. Features include all-wheel drive and a lightweight, turbocharged, four-cylinder engine, with an aluminum cylinder block.



Nissan Skyline
About $25,000

Since you can’t buy a new one in the U.S., some "drifters" in Southern California have bought used Japanese-market Skylines and paid to have them converted to meet U.S. regulations. Drifting is driving sideways, in a controlled skid. The closely related Infiniti G35 is the next best thing for U.S. buyers, but it is being replaced this fall by the all-new G37.


Peugeot 4007
Pricing Not Available

Peugeot, which bailed out of the U.S. market in 1991, says on its official Web site that it has "no plans" to return. If it ever did, maybe some U.S. buyers would like an attractively styled SUV like the 4007--especially if there were a more powerful alternative to the standard, four-cylinder diesel engine. The 4007 was expected to debut this month in Europe.
(C)Forbes

Most Affordable Luxury Cars

Entry-level luxury cars offer most of the bells and whistles of higher-end models, but at a reasonable price.

Preparing to plunk down $61,715 on a brand-new Lexus LS 460? Save your money. Instead, buy a $30,000 IS 250. Toss in another $5,000 worth of options, and you get the prestige of the Lexus plus many of the same bells and whistles, including heated and ventilated front seats, bi-xenon headlights and an optional sound system that includes a DVD player.

Call it the trickle-down theory of economics for cars. For a fraction of the price of their more expensive counterparts, entry-level models are getting top-of-the-line features.

Consider the 2008 Cadillac CTS. It allows customers (with some options) to play music off an iPod, a memory stick, a CD, satellite radio or terrestrial radio. It even allows the customer to pause and rewind live radio broadcasts.

The $32,500 (estimated) car, which goes on sale in August, also boasts an innovative "infotainment" system that uses several digital formats. Besides music, the dashboard system can play DVD movies when parked. The optional navigation system runs off the car’s hard drive, as opposed to a removable DVD or CD-ROM. As technology improves, customers will someday be able to download updates wirelessly.

It makes sense that starter luxury cars are increasingly being outfitted with top-of-the-line features, says George Peterson, president of Tustin, Calif.-based auto industry consulting firm AutoPacific.

"Entry-level luxury cars need to demonstrate the capability of their brand — just as the more premium entries do," he says. "As more and more has been added at the top of the pile... these features become expected as part of the standard [or typical] feature load of even the lowest level luxury-brand vehicle."

Examples for the mechanically inclined include: six-speed manual transmissions or automatic transmissions with up to seven speeds that you can shift manually if you want.

To get more than four automatic gears or to shift your automatic manually, you used to have to buy a Porsche with a Tiptronic transmission, or a six-speed BMW, or even a Ferrari, with Formula One racing-style "paddle" shifters mounted on the steering wheel.

Technical Touches

But as much as transmissions have improved, nothing is trickling down faster in this digital age than electronic gizmos, especially car stereos, and new-and-improved navigation systems.

It takes three to five years for automakers to make substantial changes to the car itself, but the lifecycle for electronics gear can be six months long, says J. Ferron, automotive partner at PricewaterhouseCoopers in Detroit.

"So there's an eight times shorter cycle [for electronics]," Ferron says. "There’s a collision between that and what’s shaped in the marketplace in terms of customer expectations versus what a car can do."

Some of the vehicles on this list can have 10 or more audio speakers, as much wattage as an in-home system, half a dozen ways to download and swap music between formats, plus many different ways to control it — buttons on the dash, buttons on the customer's MP3 device, buttons on the steering wheel or even voice control.

Sounds great, but keep in mind that "entry level" is a relative thing. The most expensive car on our list is the redesigned 2008 Porsche Cayenne, at $44,295 (including required $895 delivery). That’s not cheap, but it's the least-expensive Porsche. All the cars (and two trucks) here are the least-expensive new models offered by their respective luxury brands. Since it’s nearly fall, most are already 2008 models, but a few are 2007s, pending model year changeover.

The least expensive overall is the little Volvo C30, an all-new 2008 model, at $23,395 (also including delivery). Even so, it comes standard with a six-speed manual transmission, a feature that once was found only on high-end BMWs.

"These entries today need to be fully featured and are," says Peterson. "They need to support their brand identity and mostly do."

Audi A3 2.0T
Starts at $25,340

The 2007 A3 has several features that once were found exclusively on more expensive cars, like a six-speed manual transmission; an optional six-speed automatic, which can be shifted manually; and electronic brake-force distribution to reduce skids. Thanks to turbocharging, the A3's standard four-cylinder engine produces 200 horsepower. Optional upgrades include a more powerful six-cylinder engine with Audi Quattro all-wheel drive.

BMW 328i
Starts at $33,175

The least-expensive BMW--until the 1 Series lands next year--the 2007 328i has a 230-hp, six-cylinder engine. A six-speed manual transmission is standard. The optional six-speed automatic has a "Steptronic" mode, for manual gear selection without a clutch. High-tech brakes include Brake Standby, which almost but not quite applies the brakes when the driver suddenly lifts off the accelerator pedal, anticipating hard braking.

Cadillac CTS
Starts at $32,500 (estimated)

Sales of the 2008 model start in September.

The 2008 CTS, with a 304-hp, 3.6-liter V-6 engine, is a redesigned model. Its innovative "infotainment" system uses several digital formats. Besides music, the dashboard system can play DVD movies when parked. The optional navigation system runs off the car's hard drive, as opposed to a removable DVD or CD-ROMs. As technology improves, customers will someday be able to download updates wirelessly.

Infiniti G37
Starts at $32,000 (estimated)

Sales of the 2008 model start in August.

The G37 Coupe, with a 330-hp V-6 engine, replaces the 2007 G35. Optional features include advanced four-wheel active steering, where the rear wheels help steer the car. Like the Cadillac CTS, the optional navigation system shows "3-D" landmark buildings. And like some more expensive cars, the G37 has optional "intelligent cruise control," which, within limits, maintains a set distance to the vehicle ahead.

Jaguar X-Type 3.0
Starts at $34,995

X-Type sales are down more than 40% year to date through May, but the entry-level 2008 model Jag has its fans. The X-Type has standard all-wheel drive, which is unusual but "trickling down" among luxury cars. Other upscale features include electronic brake force distribution to prevent skids, wood trim and a 120-watt sound system.


Land Rover LR2
Starts at $34,700

The smallest Land Rover is an all-new 2008 model, with a 230-hp, 3.2-liter V-6 engine. Like its bigger siblings, it can "wade" across streams up to about 20 inches deep. Its six-speed automatic transmission has different settings for different slippery conditions. The LR2 isn't exactly roughing it, however: It has a nine-speaker, 320-watt audio system with an MP3 plug-in.

Lexus IS 250
Starts at $30,970

The 2007 Lexus IS 250 has a once-rare six-speed manual transmission, plus a 204-hp, 2.5-liter V-6 engine. An optional luxury package includes features that were scarce a few years ago, like heated and ventilated front seats; bi-xenon headlights; adaptive headlights, which redirect the beam of light around a corner for better visibility