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

If you drink, you can't drive these Nissans

Beer-breaths, beware.

A new concept car with breathalyzer-like detection systems may provide even greater traction for Japanese efforts to keep impaired drivers off the road.

Nissan's alcohol-detection sensors check odor, sweat and driver awareness, issuing a voice alert from the navigation system and locking up the ignition if necessary.

Odor sensors on the driver and passenger seats read alcohol levels, while a detector in the gear-shift knob measures the perspiration of the driver's palm when starting the car.

Other carmakers with detection systems include Sweden's Volvo , which has developed technology in which drivers blow into a measuring unit in the seat belt before an engine can start.

But Nissan's car includes a mounted camera that monitors alertness by eye scan, ringing bells and issuing a voice message in Japanese or English if a driver should pull over and rest.

The car technology is still in development, but general manager Kazuhiro Doi says the combination of detection systems will ultimately keep an eye on who's behind the wheel.

"We've placed odor detectors and a sweat sensor on the gear shift, but for example if the gear-shift sensor was bypassed by a passenger using it instead of the driver, the facial recognition system would be used," said Doi.

Also keeping a short leash on drivers, car seat belts tighten if drowsiness is detected, while an on-road monitor checks if a car is keeping its lane properly.

Japan's No. 3 carmaker, which competes with Toyota and Honda, has no specific timetable for marketing, but aims to yoke all technology to cut the number of fatalities involving its vehicles to half 1995 levels by 2015.

Nissan's Doi says they still have to distill exactly what impairment means: "If you drink one beer, it's going to register, so we need to study what's the appropriate level for the system to activate."
(C)Reuters

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. An optional sound system includes DVD-audio and DVD-video playback.

Lincoln MKZ
Starts at $29,305

The 2008 MKZ on sale now has a powerful, 263-hp V-6 engine and a size advantage over some of its entry-level competitors. Options include a thumping 600-watt, 14-speaker audio system.




Mercedes-Benz C300
Starts at $31,975

2008 model goes on sale August 7.

The 2008 C300 Sport Sedan, the first all-new C-Class since 2000, has a 228-hp, six-cylinder engine. (There is also a slightly pricier "Luxury" variant.) Features from the flagship S-Class include a computer hard drive for the optional navigation system. "Selective damping" debuts first on the C-Class. It automatically provides a stiffer ride in sporty driving and a softer, smoother ride for highway cruising.

Porsche Cayenne
Starts at $44,295

The 2008 Cayenne, on sale now, is a new generation of the Porsche SUV. The priciest vehicle on our list is the third most powerful (after the Cadillac CTS and Infiniti G37), with a 290-hp, 3.6-liter V-6 engine. It goes from zero to 60 mph in 7.5 seconds, one second faster than the old Cayenne. Bi-xenon headlights are standard.


Saab 9-3
Starts at $26,995

The Saab 9-3 2.0T Sport Sedan has a 210-hp, turbocharged, 2.0-liter four-cylinder engine.

A six-speed manual transmission is standard. A five-speed automatic with manual shifting capability is optional. A 150-watt, seven-speaker audio system is standard. A nine-speaker Bose system is optional. Like most luxury cars, even entry-level ones, anti-lock brakes, traction control and stability control are standard.

Volvo C30
Starts at $23,395

Even the cheapest of our entry-level luxury cars has a six-speed manual transmission standard. Volvo calls the base model "Version 1.0." The upgraded model is "Version 2.0." A five-speed automatic with manual-shifting capability is optional. A turbocharged, five-cylinder engine previously shared with some of the bigger, more expensive models produces 227 hp. A glass hatchback is probably the single most distinguishing feature.
(C)Forbes

Luxury car, but crummy bumper

Insurance group's low-speed crash tests reveal weaknesses in cars' first line of defense.

In tests designed to replicate low-speed impacts, the bumpers of several luxury cars failed to prevent costly damage. In one case, a Mercedes-Benz C-class sedan sustained almost $5,500 in damage when hit in its front bumper at a speed of just 6 miles per hour.

The Insurance Institute for Highway Safety conducted four separate low-speed impact tests on 11 popular luxury cars.

The cars struck a barrier, designed to mimic the bumper of another car, straight-on from the front and from the rear at six miles per hour and diagonally into front and rear corners at three miles per hour. The Institute, a private organization funded by insurance companies, estimated repair costs after each test.

"[W]hat the test results don't reflect is the Mercedes-Benz holistic approach to occupant safety," Mercedes-Benz said in a statement. "This philosophy influences design and development even down to the front bumper, which is specifically mounted lower to help reduce injury for impacts with pedestrians (to avoid contact above the knee)."

The C-class performed poorly in large part because its front bumper slid down below the impact barrier during the test.

The vehicle sustaining the most total damage was the Infiniti G35, made by Nissan, which had total estimated repair costs of $14,000. In the straight-on front impact test alone, the G35 sustained $5,223 in damage.

"The cost of vehicle ownership and repair are important considerations at Infiniti," Nissan said in a statement. "We design each new model to resist low-speed collision damage and will continue to work closely with major insurance companies to keep premiums low for our customers."

The Insurance Institute's tests do not reflect likely real-world results, Nissan said.

The best-performing vehicle in the test was the Saab 9-3. Its total estimated repair costs for all four tests was $5,243, less than what the Mercedes-Benz would have cost to fix after just one front impact.

The Institute wasn't enthusiastic about even the Saab's performance in these tests, however.

"There's nothing exemplary about even the best performer, the Saab 9-3," said vice president Joe Nolan in a statement. "It simply avoided racking up the most damage in any single test and ended up coming out the best in a mediocre lot."

Saab said in a statement that it was proud of the 9-3's top-ranked performance in these tests.

In an earlier round of tests, released in early March, midsize non-luxury cars didn't fare much better. A Nissan product was the worst performer in those tests as well with the Nissan Maxima suffering a total of $9,051 worth of damage.

Many luxury and non-luxury cars suffer from the same problems, according to the Institute: bumpers that are simply too weak, impact absorbing structures that don't extend far enough to the corners and bumpers that are designed with visual appeal rather than damage control as the top priority.

Underneath body-colored plastic exteriors, most bumpers have metal beams that are supposed to absorb crash forces. These beams can be too weak or not placed where needed to adequately protect against various types of impacts.

In some cases, the Institute said, car bumpers can slide under the bumper of another vehicle during an impact, exposing headlights, grills and body sheet metal to damage.

Luxury cars have the additional problem of expensive replacement parts. A headlight for a Lexus ES costs $1,046, according to the Institute. (Headlights were damaged in 15 or the 22 front impact tests the Institute conducted.) The front bumper cover for an Audi A4, one of the best performing vehicles in the tests, costs nearly $600, according to the Institute. That doesn't include installation and painting costs.

Luxury car bumper tests

Estimated repair costs following Insurance Institute for Highway Safety bumper tests

Test Front full width Front corner Rear full width Rear corner Total damage Saab 9-3 $1,476 $1,076 $1,722 $969 $5,243 Audi A4 $976 $2,038 $918 $1,899 $5,831 Lincoln MKZ $1,001 $1,966 $2,330 $669 $5,966 BMW 3-series $3,658 $1,256 $989 $778 $6,681 Acura TSX $1,693 $1,274 $3,430 $1,157 $7,554 Volvo S60 $4,517 $543 $2,142 $1,022 $8,224 Lexus IS $4965 $2,223 $1,922 $737 $9,577 Lexus ES $3,921 $2,093 $3,709 $1,101 $10,824 Mercedes-Benz C-class $5,486 $963 $3,728 $877 $11,054 Acura TL $4,985 $1,244 $3,814 $1,156 $11,199 Infinit G35 $5,223 $3,544 $4,035 $1,181 $13,983

(C)CNN

About Paying for Cars With Cash

There are two questions that greet every car buyer who walks into a showroom: “Are you ready to buy today?” and “How do you plan to pay?”

If the answer to the first is yes, there are smiles all around. If the answer to the second is cash, that warm greeting may grow chilly.

To be sure, no dealer will turn away a cash-paying customer, not in the atmosphere that surrounds the automobile industry these days, but all things considered, they are less welcome than buyers who want to lease or finance their cars. “We actually love all paying customers,” said George Borst, the chief executive of Toyota Financial, “but we really want people to finance.”

On the other hand, many car dealers are trying to clear out big inventories at the end of the 2007 model year to prepare for fresh models that begin arriving soon.

But buyers who pay cash, whether they write a check or borrow the money elsewhere and bring it to the showroom, provide car dealers with fewer opportunities to make money on a car deal.

That ranges from the cut they get from arranging a lease or loan, to options like extended warranties or antirust coating that buyers are more likely to choose if they can fold it into the amount they borrow. In some cases, those extras account for up to 75 percent of a showroom’s profits.

But, to some dealers’ chagrin, cash deals are up in 2007. Some 11.7 percent of buyers paid cash for cars in the first half of this year, versus about 8 percent over the last few years, according to a survey by CNW Marketing Research, which studies car buying habits.

In all, about 26 percent of buyers are bringing cash to the table, whether it is out of their bank accounts or in pre-arranged loans through their credit unions, banks or home lenders, according to the Power Information Network, the research arm of J. D. Power & Associates.

That overall figure is up slightly from last year, but still below the one-third of buyers who paid cash in the 1950s, when customers, many with lingering memories of the Great Depression, came to showrooms with their check books or stacks of bills.

It is in line, however, with the rate during the 1970s and 1980s, before car companies made widespread use of cut-rate loans and discount lease plans.

One big reason for the recent rise in cash-paying buyers is the introduction of small and less-expensive cars into the American market, like the Honda Fit, Toyota Yaris and Nissan Versa, said Art Spinella, the president of CNW Marketing.

Because many consumers purchase small vehicles as second and third cars, and have a car loan for their primary vehicle, a number are choosing instead to pay cash rather than take on another loan, Mr. Spinella said. That is particularly true for women buyers, who account for about 42 percent of cash-paying customers.

Cash-paying buyers, who tend to be wealthier than typical consumers, are often reaping investment profits. This year, 34.8 percent paid for their cars by selling stock, the most common source of cash, compared with 31.8 percent who took money out of their savings, Mr. Spinella’s data showed.

Indeed, at brands like Mercedes-Benz, Volvo, Audi and BMW, as many as one-third of transactions are cash sales.

For these customers, sticker price can be no object. One shopper at Lexus of Ann Arbor, Mich., recently paid $116,000 in cash for the Lexus LS 460 Lh, the hybrid version of Lexus’s ultra luxury sedan, which went on sale in July.

Mark A. Louria, the general sales manager there, said about 25 percent of his customers paid cash for their new cars, keeping them for an average of six to seven years. Mr. Louria said he tried to encourage many customers to lease their cars instead, arguing that it was a better way to take advantage of ever-changing technology.

In the end, “it’s whatever works best for them,” Mr. Louria said.

Shopping sites like Edmunds.com, Cars.com, Kelly Blue Book (kbb.com) and Autobytel.com are places where consumers can research data like the invoice price, and the amount that manufacturers are giving to dealers in rebates and extra incentives.

Those who plunk down dollar bills often cite a single reason. “I just don’t like debt,” said Todd Larson of Shorewood, Minn. Mr. Larson and his wife, Linda, paid $33,000 cash for their 2005 Ford Freestyle, as well as a 2001 Jeep Cherokee.

For Matthew Galloghy, 30, who lives in Batavia, Ohio, outside Cincinnati, it is simply saving money. He recently paid about $20,000 for a Honda Accord, and plans to drive it for about 10 years.

Mr. Galloghy takes his thrift to another level. He said he would make a monthly deposit equal to a car payment, or about $300, in a money market account. “And now I certainly have a cushion for emergencies or anything else that may come up,” Mr. Galloghy said.

Cash purchases had all but died out in 1998, when buyers were snapping up cheap lease deals that allowed them to take home more expensive models, especially sport utility vehicles, for little down and minimal monthly payments.

After a rebound, they plummeted again in the months after the September 2001 attacks, when auto companies led by General Motors rolled out zero percent financing plans in an effort to spur auto sales.

Lately, these plans have been far more limited than they were earlier this decade, said Jesse Toprak, an analyst with Edmunds.com, a Web site that offers car-buying advice. Many automakers, who made zero percent financing available to virtually any customer six years ago, now offer it only to those with the best credit, he said.

Auto company finance arms and banks have been burned by oversetting these cars’ residual value, or the amount that they estimate the vehicle to be worth when the lease is finished. The higher the residual, the lower the monthly payment, but a too-high residual means the finance company takes a loss on the car after it is turned in.

These lenders also have been hurt by their practice of encouraging five and six-year car loans, which can lead to lower payments, but can result in a vehicle being worth less than the remaining amount to be paid off, a situation the industry calls “upside down.”

Zero-percent-financing plans, in which buyers need only pay for taxes, licenses and other documentation, can prove more beneficial to consumers with the best credit.

Likewise, a discounted lease of 36 months or less can allow trend-conscious customers to swap their cars for the next hot model without gambling on the car’s value, even though they will pay interest on the lease, transaction fees, and may need a down payment. No matter what, buyers need to haggle over the price first before discussing the details.

But some buyers simply want to own outright. In that case, these consumers need to do their homework before they begin negotiating, checking out the prices that are being paid in their area for the automobile they want on sites like Edmunds, which provides a tool it calls the “true market value.”

Buyers enter their ZIP codes, and then choose the options they want, and are provided with the price most frequently paid by purchasers in their area.

Without that knowledge, cash-paying customers risk not just a frosty dealer response, but a concerted effort to get them to change their minds, said Mr. Toprak, who sold cars early in his career.

“When I was at a closing and the customer said, ‘this is a cash deal,’ I knew I would not make any money for the next hour,” he said.

Mr. Toprak advised cash buyers to get prices from several dealers through their Web sites. If a sales person balks at honoring that figure because a customer wants to pay cash, the buyer can threaten to go elsewhere, he said.

Still, some buyers prefer to stick to their guns.

John Kealing, a St. Louis salesman, paid $34,000 cash for his 2006 Infiniti G35x, the second car this decade for which he has paid cash. Mr. Kealing said he deliberately waited until the last minute to tell the dealer that he was paying cash. “He found out when he put the loan document in front of me,” Mr. Kealing said.

The dealer “tried to talk me out of it, actually,” he said. “He told me he had some great rates, but I didn’t waver.”

Rob Butler, owner of the Butler Automotive Group in Indianapolis, said he doesn’t discourage customers who want to pay cash from doing so.

“If a guy likes to write a check, fine,” Mr. Butler said. “Cash is still cash.”
(C)NYT

Top 10 Off-Road Luxury SUVs

Ironically, some of the most luxurious and expensive SUVs are the best equipped for dirty off-road duty — not that most drivers will ever test these capabilities.

Even though most drivers would shudder at the thought, some of the priciest, most luxurious SUVs relish trouncing through mud, bounding over boulders and powering up steep inclines. Think of them as well-mannered brutes, frustrated for lack of opportunity to display their brawn.

As car buyers abandon truck-based SUVs for car-based ones — called “crossovers” by industry insiders — to gain more on-road comfort and capability, it’s the costlier truck-like models that continue to flaunt true rock-crawling abilities. (Click here to read about the difference between car- and truck-based SUVs.)

“This is the carryover from the idea that any ‘real’ SUV had to be able to get to the top of the mountain with its 4x4 system,” says George Peterson, president of AutoPacific Group, a California-based automotive research firm. In many ways, this makes a luxury SUV the vehicular equivalent of costly professional-quality stove and oven ranges sold to wealthy people who don’t cook much but would like to think they have the tools to whip up a gourmet meal if the need ever arises.

“Substantially less than 10 percent [of luxury SUV owners] indicate that they actually go off-roading,” says AutoPacific’s Peterson. “We actually think that the percentage that actually off-roads is less than 5 percent, but we have to go with what the owners report.”

While some lower-cost SUVs like the Jeep Wrangler and Nissan Xterra boast the largest percentage of “real” off-roader enthusiasts — Jeep says 60 to 80 percent of Wrangler owners take their vehicles to the trails — some large luxury models are equipped to tackle tough terrain. “The price of a Land Rover has always been higher than many other four-wheel-drive vehicles, based not just on luxury but on capability,” says Bob Burns, off-road events manager for Land Rover North America. “Range Rover customers want to buy the best and want to experience what their vehicles are built to do.” Go to the Land Rover Showroom to compare prices for different models.

Land Rovers have the highest off-road penetration among luxury SUVs, with 26 percent of all LR3 owners engaging in “real” off-roading, and 22.2 percent of all Range Rovers and 14.8 percent of Range Rover Sport drivers occasionally leaving the pavement. By contrast, the study found that no Cadillac Escalade EXT, Infiniti QX56 and Volvo XC90 owners ever venture off-road. (See the chart below for more data.)

Defining 'Off-Road'

How motorists define off-road driving affects those numbers. “Off-road for some of these folks could be in the shopping mall parking lot,” Peterson says. “We try to get at that by differentiating ‘real off-roading’ with ‘getting to fish/camp/hike sites’ in our study.” In other words, AutoPacific defines “real” off-roading as driving on rugged off-road trails, versus merely traversing a dirt or gravel path to access a fishing, hiking or camping site, for instance.

“The definition of ‘off-road use’ varies greatly, and we’re OK with that,” says Land Rover’s Burns. “Some customers consider it to be the snowy driveway to the ski house, while others may well define it as scaling the Sierra Nevada mountain range.”

Industry analysts agree that among all luxury SUV brands, Land Rover does the best job of creating an active community of off-roaders. For starters, most dealerships maintain their own off-road test courses, which can range from a simple hill climb to a full-blown facility for buyers to test their vehicles’ mettle and their own fear threshold. Beyond that, Land Rover dealers help make sure their customers have access to an assortment of off-road events and excursions.

“Our owners have the option of learning how to drive their vehicles off-road at a driving school, a retailer-organized event, or they can take a dive off the deep end by signing up to attend a Land Rover Adventure,” Burns says.

SUVs have been around for decades, arguably starting with limited but growing enthusiasm for truck-based station wagons post-WWII that were generically called “Suburbans” (long before Chevrolet trademarked the name. Luxury SUVs are a more-recent phenomenon. Born out of the SUV boom in the 1990s, today every mainstream luxury brand except for Jaguar offers at least one SUV.

Kings of Off-Road

Vehicle	Percent of owners who drive off-road
Acura MDX	1.4%
BMW X3	7.4%
BMW X5	4.3%
Cadillac Escalade	2.2%
Cadillac Escalade EXT	0.0%
GMC Yukon XL	6.1%
Infiniti FX	2.2%
Infiniti QX56	0.0%
Land Rover LR3	26.0%
Land Rover Range Rover	22.2%
Land Rover RR Sport	14.8%
Lexus GX 470	6.1%
Lincoln Navigator	9.1%
Mercedes M-Class	3.1%
Porsche Cayenne	10.5%
Subaru B9 Tribeca	3.5%
Volkswagen Touareg	9.8%
Volvo XC90	0.0%
Average Luxury SUV	7.15%

What to Look for

There are some basic parameters that every SUV must have for serious off-road duty. Primary among them is a four-wheel-drive system with low-range gearing that enables a slow crawl often needed to negotiate rough terrain.

Other important specifications include ground clearance, approach and departure angles, and fording depth. Go to the next page for definitions of these terms. A host of expensive accessories are available to improve off-road performance and safety. But instead of focusing on expensive add-ons, like brush guards and winches, those serious about off-roading should invest in training, off-roading expert Pietschmann says.

“The main thing you want to have when you’re off-roading is a prepared driver,” he says. “Ninety percent of everything off-road has to do with the driver — only 10 percent depends on the equipment.”

Bill Burke, an off-road driving instructor who runs 4-Wheeling America, in Fruita, Calif., stresses that drivers should adhere to the “three Ps” of off-roading:

• Patience – Drive slowly enough to be able to gauge the terrain and react accordingly.

• Planning – Stop and decide exactly how to negotiate an obstacle rather than just plow forward without a plan.

• Practice – Learn the capabilities of your vehicle and its equipment in safe surroundings before setting out to conquer a remote trail.

It’s also imperative to always be mindful of how the vehicle will impact the environment, Burke says. “Treat the outdoors where you drive like your own home — take care not to damage it or clutter it." Land Rover's motto of “tread lightly” encapsulates this idea.

Prior to the SUV boom of the 1990s, most SUVs were referred to as “four-by-fours,” expressed as “4x4s,” by virtue of four-wheel-drive systems that imbued them with nearly superhuman off-road and foul-weather abilities. Back then you had to get out of the truck and manually “lock” the front wheel hubs to send power to all four corners, however. Today’s 4x4 systems are much more sophisticated and come in several varieties, each of which is skewed more toward either off- or on-road use.

Here’s a quick rundown of the various similarities and differences between the competing types of systems:

• Part-Time 4WD: Typically the most-basic type of 4WD system found on the least-expensive models; the engine powers only the rear axle until the driver pushes a button or shifts a lever to engage the front wheels. Vehicles with this system include the Jeep Wrangler and Nissan XTerra.

• Full-Time 4WD: A driver can choose between rear-drive, 4WD and an “automatic” mode that engages the front wheels as needed when sensors detect wheel slippage. This system typically affords the best compromise between on- and off-road use. Vehicles with this system include the Chevrolet Tahoe and Ford Expedition.

• Permanent 4WD: Found on many higher-priced SUVs, this includes the automatic system mentioned above, but doesn’t offer two-wheel-drive. To some degree, all four wheels receive power at all times. Such systems may or may not include low-range gearing for extreme off-roading. Vehicles with this system include the Hummer H2 and Land Rover Range Rover.

• All-Wheel Drive: Similar to permanent 4WD and available on most car-based “crossover” SUVs and a few truck-based SUVs. AWD not only boosts traction, but also can improve cornering abilities on-road. Some systems vary the amount of power sent to each wheel, individually. Unlike 4WD, however, no low-range gearing is included, which means the system is not intended for serious off-roading. Vehicles with this system include the Buick Enclave, Cadillac Escalade, Lexus RX 350 and Mercury Mountaineer.

Some automakers will refer to their car-based SUVs as having 4WD, when really they’re equipped with AWD. This is a marketing ploy to create a burly image. The rule of thumb is that if it doesn’t include a switch or lever to engage low gear, it’s not a true 4WD system.

About Our Ranking

In our top 10 list of luxury off-road SUVs, we’ve listed the models retailing for $30,000 or more that we feel are the most rugged, based on a combination of personal experience, published performance reports and the manufacturer’s specifications.

We’ve included a few critical specs in that regard for each model on the list: ground clearance, approach and departure angles, and fording depth (see below for definitions of each). Sometimes these numbers are expressed as a range because the measurements either differ from version to version within a particular model line — given different suspension systems, tires and so on — or vary because of features like an adjustable-height suspension. We’ve also included a list of off-road enhancements available as factory options for each ranked model, though separate dealer-installed accessories may also or alternately be offered.

Definitions

• Ground clearance: One of the key specs for those looking to take an SUV off-road, ground clearance refers to the space between the lowest point on a vehicle’s chassis and the ground beneath it. The higher the ground clearance, the less likely the underbody and associated components will sustain damage over rocky and uneven terrain. Generally, this is measured from a point under the differential housing, though on some models this may not actually be the lowest spot, so bring a tape measure with you if you’re serious about comparing various models’ ground clearances. A serious down side to having higher ground clearance is the resulting higher center of gravity, which adversely affects the vehicle's on-road handling and makes it more susceptible to rollovers. Many luxury SUVs offer suspensions that can be lowered for highway use and raised for added off-road clearance at the push of a button.

• Approach angle refers to the steepest incline angle a vehicle can drive up from a flat surface without damaging the front bumper or undercarriage.

• Departure angle is like the approach angle for the back of the vehicle. It refers to the degree of incline a vehicle can negotiate without having the rear bumper or other overhang scrape.

• Fording depth represents the maximum depth at which an off-road vehicle can operate in water. Fording depth is important if you plan to cross creeks and streams along a trail.

10. Volkswagen Touareg
The Touareg hasn't been a big seller, despite being both luxurious and capable. It shares some components with the Porsche Cayenne. A standard 4Motion permanent AWD system enables the Touareg to scale a 45-degree grade; a sophisticated suspension gives relatively responsive on-road handling. Three engine choices include a 310-hp 5.0-liter V10 turbodiesel that generates 553 pound-feet of torque for extreme pulling and climbing power. A freshening later this year will rechristen it the Touareg 2.

Off-Road Specs:
Ground Clearance: 6.3-11.8 inches
Approach Angle: 28-33 degrees
Departure Angle: 28-33 degrees
Fording Depth: 19.7-22.8 inches

Off-Road Options:
Rear Locking Differential ($700)



9. Lexus GX 470