Top 10 Summertime Toys

One of these sexy drop-tops could be the perfect reward for your hard labor. There are plenty of options, from affordable to extravagant, so you don't have to blow your retirement savings.

Buying a car purely as a personal indulgence may be more within reach than you think. The article list of Top 10 Summertime Toys includes racy convertibles that start at about $20,000 and go up to more than 10 times that.

But exactly how much wealth do you have to amass before you can safely justify purchasing even a moderately priced convertible purely for the sake of enjoyment?

First, have enough money invested to fund your retirement until at least age 95, possibly even longer, says John Wasik, personal finance columnist and author of The Merchant of Power. “If a dream car purchase puts you into debt, then it's unwise,” he says. “Financing a depreciating asset is always a bad idea, but if a sports car makes you feel alive and you aren't financing the thrill with money you'll need later, then by all means you should put the pedal to the metal.”

We’ve concocted a list of entertaining convertibles in a wide range of prices that serve as rolling rewards for a life well lived. Far from being rational choices, ragtops convey a sense of freedom and emotion that no other vehicle can offer, which makes them popular choices as personal extravagances.

If price is a primary concern, there are affordable convertibles like the Mazda MX-5 Miata and Pontiac Solstice, both of which made our top 10 list of summer reward cars. Mid-range drop-tops like the BMW Z4 and Mercedes-Benz SLK-Class step up the luxury and performance without busting a decent-sized budget. Then there are special roadsters like the Dodge Viper SRT10, Ferrari F430 Spider and extremely rare Spyker C12 LaTurbie, an automotive testament to one’s net worth and, perhaps, need for attention.

An Emotional Choice

A car can speak volumes about its driver, says Dr. Charles Kenny, a psychologist who has conducted research for the likes of General Motors, Nissan and Toyota. He says that most car purchases fill an emotional need, whether the buyer cares to admit it or not.

“Single women do not usually want to drive four-door sedans, no matter how nice or how luxurious,” says Kenny, who is president of psychology firm The Right Brain People. “They feel that driving a four-door car says to others that they are committed, taken, settled down and are older and stodgy.”

On the other hand, those who buy ultra-luxury models might expose a need for status and uniqueness, while sports car owners may seek to impart youthful exuberance and rejuvenation. “Buying, owning, being seen in and driving fast, exciting sports cars is a way for people to reassure themselves and tell others that they can in fact be in control of their impulses — like driving too fast and doing almost anything else you can imagine to excess — while still having fun, escaping and expressing themselves,” Dr. Kenny says.

Though research shows that some drop-tops, like Volkswagen’s New Beetle Convertible, tend to have a higher percentage of female buyers, the quickest and costliest convertibles attract more of a testosterone-fueled following. See our feature on the Top 10 Luxury Vehicles Driven by Men for more on this topic.

“Men are drawn to higher-priced, ‘performance’ cars, with 41 percent citing looks and design as a key consideration,” says Doug Scott, Senior VP at the market research firm GfK Automotive. Women, on the other hand, want more conservative, value-oriented models that are fun yet affordable and practical, he says.

Chicago attorney Kathleen Zellner bucks the trend. As an avid car buff, her personal fleet currently includes a 2003 Mercedes-Benz SL55 AMG and a 2006 Porsche 911 Turbo. In a reluctant nod to practicality, as well as to her husband’s bird-hunting hobby, she also drives a Lexus LX 470 SUV.

“Driving sports cars is one of the things I’ve done to reward myself — it’s where I’ve allowed myself to be extravagant in an otherwise extremely disciplined and structured life,” Zellner says. “Plus, it’s a way to stand out in what is a male-dominated business — I like to show the guys I’m every bit as skilled a driver as they are, and probably more so.”

Renting Versus Owning

Fortunately for those who can’t afford (or can’t justify buying) a costly sports car, a growing rental market for upscale rides can help even those with more moderate salaries scratch the itch to feel affluent for a day.

For example, Altitude Dream Cars in Denver, Colo., will rent you a Lotus Elise for as little as $299 a day, or a Porsche Boxster for $349. If you want to make the ultimate impression, a Lamborghini Gallardo will set you back a staggering $1,395 for a 24-hour period. Still, that’s around $179,000 less than actually buying one to impress the former homecoming queen at your high school reunion. Click here to read more about exotic car rentals.

Regardless of how much you spend on a flashy, fun roadster, owning or even just renting one is a great reward. “Driving a good car is one of the few things in my life that I don’t overanalyze and worry about,” Zellner says. “It’s just something I enjoy.”

To make this list, cars had to be convertibles with only two seats. We left out four-seaters because of their bias toward practicality under the premise that two-seat roadsters make no such pretenses — they’re the embodiment of automotive style and encourage driving purely for the sake of enjoyment. The list reflects ForbesAutos editors’ subjective opinions based on collective reporting and test-drives.

10. Most Underrated Roadster

2007 BMW Z4
MSRP: $36,400 - $52,100

The Z4 carries all the visceral appeal of classic European roadsters, yet it tends to get lost in a crowded market. It's extremely satisfying to drive, practical enough for daily use and surprisingly calm with the top down.

Everything about the Z4 warrants a closer look, whether in the quick 215-hp 3.0i, quicker 255-hp 3.0si or quickest 333-hp M Roadster version, each of which delivers progressively sharper handling.

9. Best Budget Ragtop

2007 Mazda MX-5 Miata
MSRP: $20,500 - $26,520

A modern version of the classic roadsters from the 1960s and '70s, the MX-5 Miata remains one of the most entertaining rides at any price. An optional power retractable hardtop keeps the fun rolling when the temperature dips.

The MX-5 Miata packs a lively, 170-hp 2.0-liter four-cylinder engine with a short-throw six-speed manual gearbox among its three transmission choices. It also hugs corners like few others, making it a real value in terms of driving enjoyment per dollar.

8. Best Flash for the Cash

2007 Pontiac Solstice
MSRP: $21,500 - $27,115

Though not quite as polished as the Mazda MX-5 Miata, the two-seat Pontiac Solstice delivers exotic-car curb appeal thanks to curvaceous, low-slung styling. But don't expect a lot of storage space.

The base Solstice backs up its good looks with decent performance from a peppy 177-hp four-cylinder engine. The turbocharged 260-hp GXP version is more satisfying.

7. Most 'Affordable' Luxury Roadster

2007 Mercedes-Benz SLK-Class
MSRP: $43,350 - $62,500

Combining elegant styling and deft German engineering, the SLK doesn't force you to compromise comfort and luxury — even in cooler months. A retractable power-operated roof makes it a true four-season convertible.

Buyers can choose from 228-hp and 268-hp V6-equipped models, as well as the hot-blooded SLK55 AMG that features a burly 355-hp 5.4-liter V8 engine shoehorned under the tiny hood.

6. Best Car for Weekend Racers

2007 Lotus Elise
MSRP: $46,270

The diminutive Elise looks and acts like it belongs on a racetrack more than a roadway. Lightweight aluminum construction allows this two-seater to wring maximum velocity out of its 190-hp 1.8-liter Toyota-sourced engine and hit 60 mph in just under 5 seconds.

Serious racers should opt for the $2,495 Track Pack, which includes Bilstein dampers, an adjustable front sway bar, a rear control-arm brace and provisions for a bolt-in harness bar, all designed for hardcore track driving.

5. Best Modern Classic

2007 Chevrolet Corvette Convertible
MSRP: $52,590

The Chevrolet Corvette is the quintessential American sports car; anyone who grew up during the '50s, '60s or '70s probably lusted after a 'Vette. Now is a great time to get one — the current version is arguably the best ever, yet it stays true to the original.

A 400-hp 6.0-liter V8 engine catapults the Corvette to 60 mph in 4.5 seconds. Besides grinning on the straights, you'll smile when the roads turn twisty thanks to its tight suspension. A burly exhaust sound and coarse nature keep that classic muscle-car persona alive.

4. Best Brute

2008 Dodge Viper SRT10
MSRP: $85,000 (estimated)

With its 600-hp V10, firm suspension, massive wheels and minimalist cockpit, the aggressively styled Viper SRT10 is all about visceral appeal and raw performance. It makes no apologies for its brutish nature, which can definitely be intimidating.

Its 8.4-liter V10 engine generates enough muscle to catapult the Viper to 60 mph in less than four seconds, while bulked-up brakes will bring it back to a standstill from that speed in just 100 feet.

3. Best Attention Getter

2007 Ferrari F430 Spider
MSRP: $192,484

Few cars scream excess and sex appeal more loudly than a red Ferrari. The F430 Spider is currently the only Ferrari with a drop-top. Though engineered for speed, it's actually comfortable for casual cruising, too.

Like a work of art, the F430's mid-mounted 4.3-liter V8 engine sits beneath a glass cover. It's not just for show, though, and generates 490 hp for a 0-60 mph time of around 4 seconds.

2. Best Display of Wealth

2007 Spyker C12 LaTurbie
MSRP: $345,625

We're hard pressed to find a car as rare and impressive as the Spyker C12 LaTurbie, which hails from Holland and could make a Porsche seem mundane. The workmanship of its interior is stunning, with aeronautical details that evoke the company's history of building planes.

Hand-built in limited numbers, this dramatically sculpted Dutch treat exploits a mid-mounted, Audi-sourced 500-hp W12 engine to register a 3.9-second 0-60 mph time and a wildly illegal top speed of 196 mph.

1. Best All-Around Performer

2007 Porsche Boxster
MSRP: $45,600

With classic, uncluttered styling, a comfortable interior, commodious cargo space and stellar performance, the Porsche Boxster excels in every aspect. Thoughtful design — like not one, but two trunks and an easy-to-use top — make it practical enough for daily use.

The base model is more than fast enough, with its 245-hp 2.7-liter six-cylinder engine behind the seats. The S version takes performance to a higher level with a 3.4-liter 295-hp six-cylinder. Also key to the Boxster's appeal is long-standing reliability.
(C)Forbes

Auto Leasing: Pros and Cons

If you are considering leasing, you need to do your homework. Here is some advice on how to get the best deal.

Aside from having a new car every few years, a major attraction to leasing is that "you get more car for the same monthly payments," says Robert Haber, a New York City art dealer who is leasing his Lexus RX 330 SUV.


These pluses will seem convincing to many new car shoppers, but to lease successfully, you need to understand the transaction. The concept is simple, but the execution is often highly complicated. When you lease, you pay, in effect, for the loss in value of a vehicle for the three or four years you are leasing it, plus interest on that amount.

Dealers will want to talk only about monthly payments, but to lower those payments you need to understand all the moving parts.

How Leases Work
Leasing comes with its own jargon. The most important factor in determining payments is the difference between the starting cost, known as the capitalized cost, and the estimated value at the end of the lease, called residual value. Auto brands that have high resale value, such as Mercedes-Benz, are good candidates for leasing.

Usually the best available lease deal will be the one offered by the manufacturer's captive finance subsidiary (see definition below). They often offer subvented, or manufacturer subsidized, leases, a promotional effort designed to help move certain vehicles. These deals are most common for luxury brands, and typically the residual value will be fixed, as will the interest rate. Thus your only weapon to lower payments is to negotiate down the capitalized cost — just as you would try to lower the purchase price if you were buying the car instead.

Leasing has its pitfalls, as well.

Do’s and Don’ts

Don't sign a lease longer than the warranty on the car. You don't want to be paying for repairs on a car you don't even own. On Ford, General Motors and DaimlerChrysler cars, three-year warranties would call for no longer than three-year leases.

Don't sign a lease with mileage limitations that are unrealistically low for your driving habits. Excess mileage costs at the end of the lease can be very expensive. You will likely save money by negotiating up front for a limit higher than the typical 12,000 miles a year, if you think you will need it.

Do protect yourself against theft or serious collision loss early in the lease. If the vehicle is stolen or totaled, your insurance will pay only the depreciated market value of the car at that time, which may be less than the total you owe on your lease. So-called "gap insurance" will pay you the difference between your insurance settlement and the total amount you still owe on the lease. Most leasing companies offer this coverage, and it is one of the few add-ons that makes sense to accept. Gap insurance as part of the lease usually won't cost you any more than getting it from your insurance agent, and is more convenient.

Do brush up on leasing jargon, so you can be a savvy negotiator.

Leasing Terms to Know

Capitalized Cost: The lease transaction's equivalent of the selling price. Payments are determined largely by the difference between the capitalized cost and the residual value (see below).

Capitalized Cost Reduction: Jargon for down payment in a lease transaction. You can use it as a way to reduce payments if, say, you have the proceeds from selling your old car, or if you are trading in your old car.

Excess Mileage Charge: A penalty for driving more than the mileage allowance in the lease — typically around 12,000 miles a year. To avoid this penalty, make sure your lease has a mileage allowance matching your driving habits.

Captive Finance Companies: These subsidiaries of major auto companies, such as Ford Motor Credit and General Motors Acceptance Corp., make auto loans on the companies' brands. Often they have better rates than those offered by the dealership itself.

Subvented Leases: Subsidized by the manufacturer, these leases are generally designed as promotional efforts to help move vehicles. Often, these can be one of the best deals for the consumer considering leasing as an option.

Residual Value: What the vehicle will be worth at the end of the lease. It may or may not match true estimates of the used car value at that point. When a manufacturer wants to promote leasing of a certain model, it will lower payments by artificially boosting the residual value.

When Does it Make Sense to Lease Instead of Buy?

A choice to lease or buy with a loan is largely one of personal preference and driving habits. If you typically trade for a new car every four years or less, drive less than 12,000 miles a year and keep your vehicle in good condition, you may be a good leasing candidate.

Especially among luxury brands, the best deals are often ones from the company's own finance arm. Because they prefer promotional leases to giving rebates, companies such as BMW, Lexus and Mercedes-Benz often offer leases that have low interest rates, above-market residual values or both. The result is lower monthly payments.
(C)Forbes

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

2007 Pontiac Solstice GXP Test Drive

The Pontiac Solstice is a much more convincing roadster in GXP trim, but there's still room for improvement.
MSRP: $21,515 - $26,515

Even though it baked for more than three years, GM pulled the Pontiac Solstice from the oven too soon. It looked done, but the inside wasn’t quite cooked through. As a result, the two-seat roadster cloaked in gorgeous skin was undermined by several flaws — excess weight, a rattly driveline, a barely hospitable interior and a folding top that consumed virtually all trunk space.

The 2007 Solstice GXP rectifies several of those issues. “GXP” is the name that Pontiac gives to its high-performance models, and the designation is fitting here: Packing 260 hp thanks to a new turbocharged 2.0-liter four-cylinder engine, the GXP has the legs to run with entry-level roadsters offered by European bluebloods BMW, Mercedes-Benz and Porsche. A revised powertrain mounting system eliminates most of the rattling and whining. The standard sport suspension with Bilstein shock absorbers raises the already surefooted handling an additional notch. Those who patiently avoided the scramble for the base Solstice were wise to wait for the GXP’s arrival.

Exterior

With the soft top stowed, the Solstice is one of the most fetching new two-seaters to appear in decades. Its blend of pert proportions, voluptuous curves and retro fairings on the trunk lid lifts spirits at every sighting.

Pontiac was smart to avoid the temptation to dress up the GXP edition with unnecessary ornamentation. There are a few visual distinctions between the standard Solstice and the new turbo model, all of which have a functional purpose: dual exhaust outlets, a lower opening in the front bumper that sends air to the turbo system’s intercooler and large front brake ducts to help keep the stoppers cool.

The polished aluminum wheels that are offered as optional equipment on the base Solstice are standard on the GXP. A new rear spoiler is also optional, a pleasant change in an industry where higher horsepower numbers are sometimes communicated through higher rear wings.

Interior

The interior of the regular Solstice was rather unimpressive, and the GXP doesn’t really display any improvement. Unlike its subtle massaging of the exterior, Pontiac responded to serious ergonomic flaws inside by tacking on window dressing that does nothing to improve the cabin’s habitability. There are minor changes to the gauge cluster, with a new digital boost gauge and a tachometer redline lowered from 7,000 to 6,300 rpm. The seats get some new red accent stitching, and pedals can now be decorated with slippery metal trim, an option that should definitely be skipped.

Unfortunately, there is still nowhere in the cabin to stash a cell phone, the cup holders are awkward to use and elbows frequently run afoul of one thing or another — the emergency brake lever rubs the passenger, and arm rests are hard and abrasive. There is no button to centrally operate the power door locks, and the driver has to use his or her right hand to reach the power window controls because the switch is placed so far back on the door. It’s as if the entire interior was designed by blind apprentices grabbing mismatched components from wherever they could find them. The truth is that GM gathered parts from all over the world to save costs and keep the Solstice’s price attractive — a worthy goal, even if the execution is a muddled.

Storage outside the cabin is likewise abysmal. When the Solstice was launched, Pontiac announced that custom-fitted luggage and an external carrying rack would eventually be available through GM’s Service Parts Organization to offset the paltry trunk space. But those plans have yet to bear fruit. So aside from cramming small bags and items in the oddly shaped trunk like puzzle pieces, or vacationing with the top up the whole time, which would allow a little more cargo space, you’re stuck with a two-seater that doesn’t let you head out of town for more than a day or so in terms of packing provisions.

Performance

In terms of displacement, the GXP engine is actually smaller than the one in the regular Solstice, but adding a turbocharger, intercooler, direct fuel injection system and more advanced variable valve timing transforms the car from a modest Mazda MX-5 competitor to a mad sprinter capable of embarrassing European roadsters costing tens of thousands more.


With 260 hp and ample torque available the instant the throttle is opened, the GXP feels like it’s energized by a small eight-cylinder engine, making for a Solstice that is smoother, quieter and better behaved than its less potent twin brother. Due to the reduced engine displacement, gas mileage is actually improved over the non-turbo model, if only by one or two miles per gallon.

Tire size remains the same, but a more aggressive tread pattern and stickier compound allow even moderately skilled drivers to make the most of the new-found power. The extra solidity of the spaceframe helps here as well, plus it inspires confidence on the rough roads that bounce Mazda’s MX-5 Miata, the most direct competitor to the Solstice.

The Pontiac Solstice GXP packs a secret weapon that you may not expect: the optional ($850) five-speed automatic transmission. It isn’t without flaw — for instance, there are no steering-wheel-mounted shift controls (as provided in the MX-5 Miata and many other performance-oriented models), no manual shift mode and incomprehensible markings adjacent to the shift lever reading "PRNDIL." But when you engage the mysterious L position and depress the throttle, all is forgiven; the Solstice goes like a shooting star. The transmission delays upshifts to 5,800 rpm in first and second gears, and to 6,000 rpm in third gear, and it automatically downshifts as you brake hard when entering a turn so that you can get through it speedily. Couple this eagerness with no loss of boost during full-throttle upshifts and you’ve got an engine-transmission marriage made in heaven.

According to Pontiac, the Solstice GXP can go from 0-60 mph in 5.5 seconds and clear the quarter-mile sprint in 13.9 seconds at 100 mph. That’s quicker than the base BMW Z4 and Porsche Boxster, and only a hair slower than a V8-powered Ford Mustang GT.

But the acceleration isn’t the only remarkable thing. What’s marvelous is that Pontiac harnesses the turbo engine in the name of refinement, when they could have just as easily created an equally fast ride that feels unpredictable and raw.

It’s a pity Pontiac’s efforts stopped at the engine and suspension, and that the interior and top designs leave so much to be desired.
(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

2007 Mercedes-Benz S-Class Test Drive

Super-Fast Luxury. Reach warp speed without even feeling it.
MSRP: $85,750 - $181,500

The new Mercedes-Benz S600 will boggle even the most jaded luxury-car owner. Now, most people will probably be satisfied with the V8-powered S550 (roughly $86,000), which restored the S-Class' flagging profile among top luxury cars. But for buyers who'd never consider themselves "most people," Mercedes will tack on $55,000 and an additional 128 hp from a twin-turbocharged, 510-hp V12 and call it the S600.

For that $140,675, the flagship S600 delivers more propulsion and gadgets than the Starship Enterprise. And it reaches similar warp speeds with an almost eerie lack of engine noise or vibration. (In this space, no one can hear the Benz scream.)

This 5,000-pound luxury liner storms from 0-60 mph in 4.3 seconds, and clips through the quarter-mile sprint in an amazing 12.6 seconds. That’s not only faster than pricier sedans like the Bentley Continental Flying Spur or Rolls-Royce Phantom; it’s quicker than most sports cars, including the Porsche 911 and Ferrari 612 Scaglietti.

The sole shortcoming is the car's obsession with technology, some of it useful, some smacking of overkill. But computer gimmickry aside, the Mercedes S600 is unquestionably one of the world’s most commanding automobiles. Power, prestige, safety, luxury — this Mercedes slathers it on like a knee-deep mound of beluga caviar.

Exterior

The previous S-Class was conservative to the point of invisibility, but the new model takes at least modest styling risks. The front grille and V-shaped hood are more prominent, while the raised rear trunk lid recalls the BMW 7 Series. Bulging wheel arches appear clumsy at first glance, but seem more appropriate after repeated viewings.

Despite the makeover and the six-figure price, the S600 isn't about making necks crane and flashbulbs pop. The S600 owner knows he's rich, knows he's got a great car and doesn't feel the need to rub either fact in your face.

The S-Class has grown about an inch longer and taller, and a half-inch wider; V8 and V12 models are identically sized. The trunk is wide and deep and includes a power-operated lid that opens and closes at the push of a button. But there's no pass-through for skis or other long items.

My test model featured an especially nice twilight-blue paint called Black Opal, a sweet contrast to the caramel-colored leather inside.

Interior

The S-Class’ interior benefits from a thorough design upgrade, with glorious sweeps of burl walnut, lustrous metals and eye-popping attention to detail.

Virtually every option available on the base S550 is standard on the S600, including the road-taming active suspension system, park distance control, keyless entry, rearview monitor, four heated, powered and massaging seats, four-zone climate control and a hands-free phone.

Special mention goes to the Distronic Plus adaptive cruise control, which maintains a driver-adjustable distance from traffic ahead and regulates speed without you touching either the gas or brake pedal. On the bruising highways of New York, the system worked smoothly even in stop-and-go traffic. (You can set any cruising speed up to an improbable 125 mph).

The Infrared Night View screen puts an image on the driver’s instrument panel, illuminating the nighttime street to draw attention to stray pedestrians, pets and debris. That feature seems clever at first, but the novelty soon wears off — it seems safer to keep your eyes on the road rather than on the display.

The seats are magnificent. The front feature heating, cooling and an inflatable moonwalk’s worth of pneumatic chambers. Those allow 16-way adjustment, four massage settings — including one that attains Shiatsu levels of pressure unlike the barely-there pulsing of the Bentley Continental Flying Spur’s seats — and even side bolsters that can firm up through turns for added support.

Limousine-like rear seats also heat, cool or massage on command. Another button shimmies the front passenger seat forward to maximize rear legroom for those being chauffeured.

Pull up one of those plush chairs and get comfortable with the Tolstoy-sized owner’s manual, because it takes time and patience to master the vehicle's myriad functions. For better or worse, Mercedes has mimicked BMW’s iDrive with its central display screen and rotary-wheel COMAND controller. While the Benz's graphics and menus are superior to BMW's, some functions that should be simple remain anything but. If you assume, for example, that the "preset" menu is the place to set a radio preset, guess again.

Performance

The S600's fearsome capabilities are almost wasted on U.S. roads, with their left-lane dawdlers and radar-zapping patrol officers. With 510 hp and a god-like 612 pound-feet of torque, the Mercedes will reel in and spit out any car in its path. Step on the gas, and entire towns quickly disappear in the rearview mirror. The speedometer says you're flying, yet there's no tire squeal or engine wail — only a nearly imperceptible hum from the 5.5-liter V12.

If luxury has a sound, this is surely it.

With the no-free-lunch rule in effect, the Mercedes S600 returned a mere 12 mpg over a week-long test, one mpg less than the EPA estimated average. The car’s 11 mpg city/17 mpg highway government estimates result in a $3,000 gas-guzzler tax.

Steering is fluid and effortless, and it feels more heavily boosted than the previous S-Class. The active air suspension — featuring Comfort and Sport settings — produces a creamy ride while keeping the body flat and composed in turns. Powerful brakes are larger than on the S550 and help rein in an additional 500 pounds in curb weight.

Despite the sense of serene control, the S600 remains more a pampering cruiser, not nearly as sporty as a BMW 7 Series or even the Bentley Continental Flying Spur. There's ample tire grip but a shortage of steering feel, especially at the triple-digit speeds this Benz so effortlessly reaches. (Most S-Class owners, of course, will drive happily without ever testing the outer limits of handling.)

In at least one area, the more affordable S550 trumps its 12-cylinder sibling: It employs a seven-speed automatic transmission. The S600 makes do with two fewer gears, and its five-speed unit could use at least one more.

Mercedes touts the S-Class as pioneering the latest safety advances. In the event of an accident, the Pre Safe system will cinch occupants' seat belts, shut the sunroof and windows to support curtain airbags, and reposition front passenger and rear power reclining seats for optimal crash protection.

In addition, when the S-Class senses an impending collision, it adjusts its own braking force to maximize stopping power. Mercedes claims that in real-world and simulated testing, the systems reduced rear-end collisions in heavy urban traffic by 75 percent.

Considering the value of the car — and its occupants — that's the kind of technology any S600 owner will welcome.
(C)Forbes

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

Mercedes ML320 CDI: So good, it's illegal

Think diesel doesn't get a bad rap? The ML320 CDI is nimble, fuel-efficient, as clean as anything on the road -- and outlawed in five states, writes Business 2.0 Magazine.

It's a wonder criminals get caught in this country. I recently spent a week on the lam, and not once did a policeman give me a second glance.

And it's not as if I was being inconspicuous -- my getaway vehicle was a shiny 2007 Mercedes-Benz ML320 CDI, one of only a handful of such rides on the road in California.

Of course, therein lay the problem.

Driving the CDI in California is, legally speaking, a no-no. You see, the ML320 happens to be powered by a diesel engine, and though its emissions technology is sophisticated enough to clear the regulatory hurdles erected by legislators in 45 of 50 states, California is notoriously tough (as are Maine, Massachusetts, New York, and Vermont).

No matter that the SUV's turbocharged V-6 power plant contributes less to global warming than any gas engine out there, or that the nationwide introduction last fall of ultra-low-sulfur diesel fuel has nixed the blue-smoke spew associated with such cars.

Until Mercedes outfits the ML320 CDI with an additional piece of postcombustion technology to further reduce nitrogen-oxide emissions, which is scheduled to happen next year, the vehicle remains verboten in the Golden State.

Call me an outlaw, baby.

Now, if you're going to run from The Man, there are few better ways to do so. This is, after all, a Mercedes. And as with every Mercedes -- especially a $60,000 SUV -- luxury abounds.

The ML320 is comfy (bird's-eye maple, black napa leather, multiple climate zones, etc.), safe (reinforced body cage, front and rear crumple zones, back-up camera, etc.), and convenient (powerlift rear gate, parktronic, voice control, etc.). Thus, even before we talk about the engine, the ML320 CDI is an easy sell. The diesel closes the deal.

For the few of you not conversant in such matters, let's chat about diesel engines.

Invented in 1892 by a man named Rudolf Diesel, such power plants tend to be more efficient, reliable, and adaptable than gasoline engines, not to mention cheaper. This explains why half of all European cars are diesel-powered.

But due to a plot orchestrated by Henry Ford and the Illuminati (just kidding), diesel engines have never captured American hearts. The lone company to make inroads in our market has been Mercedes; during the 1970s gas crisis, two-thirds of the vehicles it sold here were diesels.

Unfortunately, domestic standards for diesel fuel at the time left much to be desired, and these cars belched plumes of acrid exhaust, pinged and knocked, and, in cold climes, started only intermittently. All of which soured the populace on nonpetrol rides. Today a mere 4 percent of vehicles sold in this country are diesels.

Happily, diesel technology and refining standards have made much progress since then. As of Oct. 15, 2006, all diesel sold in the United States is of the ultralow-sulfur variety, some 97 percent cleaner than previous versions.

Meanwhile, the engines also evolved, becoming smoother, more powerful, and cleaner, advancing to the point where they are almost indistinguishable from their gasoline counterparts. Stand next to an idling ML320 CDI and you'll likely never notice that it's a diesel.

Thus automakers such as Mercedes (and Audi, BMW, Ford, and VW) are pushing diesel as an economical, environmentally friendly fuel option, with some success. Within eight years, 15 percent of vehicles on American roads are expected to run on diesel.

Should this day indeed come to pass, few drivers will benefit more than those behind the wheel of an SUV.

Because of compression ratios and a bunch of other stuff you probably don't care about, diesel engines provide an astonishing amount of torque, making them ideally suited to hauling boats, flattening hills, and lugging giant loads of bothersome cargo, such as your kid's lacrosse team.

Couple the CDI's 398 pound-feet of torque with a seven-speed automatic transmission and permanent all-wheel-drive, and you've got a nimble, fast, seamlessly shifting 2.5-ton jumbo craft that somehow manages 27 miles to the gallon. You can even run the thing on B5 biofuel -- meaning that my flight from prosecution might well have been fueled with vegetable oil, soybeans, or sunflowers.

Not that the coppers were after me, exactly. In fact, toward the end of my scofflaw week, I phoned the California Highway Patrol to see what my odds were of actually getting busted.

After I explained that I was writing about -- even touting -- a sensible, fun, fuel-efficient vehicle that was technically still some months from being legal in this state, the CHP spokesperson asked, "You're not going to encourage people to break the law, are you?"

Me? Perish the thought.

Mercedes: Upcoming compact SUV to be called GLK

Mercedes officially confirmed yesterday that its upcoming compact SUV will be named the GLK class.

Mercedes showed a prototype of the GLK yesterday to the press. Mercedes said that the GLK is a smaller version of the GL-Class SUV, with a relatively squared-off exterior.

At the press event Mercedes showed the interior of the GLK which had white leather seats with black piping, black wood trim, the Mercedes COMAND-Plus single-knob controller and in-dash navigation system.


Production of the Mercedes-Benz GLK will take place at the company’s Bremen, Germany plant with an estimated output of 80,000 units annually.

The Mercedes-GLK is based on the platform of the 2008 C-Class (much like the X3 is based on the 3-Series) and is expected to be powered by a 2.0 liter base model and will eventually have a 2.2-liter turbodiesel that produces 204 horsepower the following year.

While Mercedes did not pricing, Automotive News estimates it being below $40,000 in order to compete head-to-head with the BMW X3, which starts at $38,775. The GLK will make its debut at the Frankfurt Auto Show this September.
(C)AutomotiveNews

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.

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