By Greg Rubenstein

Nobody likes riding in the back of a four-seat coupe. The rear seats are, with rare exception, tight, with little legroom; the roofline is imposing; and there’s a general feeling of inescapability should you be unfortunate enough to be involved in a smashup. Ride in the back? No, thank you.

So, it’s intriguing to take in the gorgeous new Mercedes-Benz E350C, a 2010 model that at least one well-heeled onlooker mistook for a $100-k–plus ride. “What’s that cost, $110,000? $120,000?” He was noticeably astonished (and possibly humbled and even disappointed) when he was told that the sticker on that particular vehicle was a relatively measly $54,245, and nicely loaded at that price as well.

Intended to replace the CLK coupe, the E-Class coupe replacement is more attractive and practical, at least from a manufacturing perspective. One fewer platform to create equal cost savings, a critical component in today’s difficult automotive climate.

Inside, this coupe is pure Mercedes-Benz, offering the expected high level of fit and finish, exemplary luxury, and enjoyable driving dynamics. It’s extremely solid, giving the feeling of being buttoned down, ready for triple-digit autobahn cruising for hours on end or a bit of relief from the day’s grind while on the way home from work.

The E350C carries over Mercedes-Benz stalwart 268-horsepower 3.5-liter 24-valve aluminum V-6 from its four-door cousin (and offered in almost every other U.S. Mercedes-Benz vehicle except the line-topping premium models). It’s down in power a bit from what V-6 generally offers (even Hyundai gets more than 300 hp out of its V-6), but it’s no slouch and feels more powerful than its rating. It also returns a respectable EPA-rated 17 mpg city and impressive 26 mpg highway.

In a week’s worth of mixed driving, we averaged 25 mpg, a superb return given our constant heavy application of the accelerator.

The E350C’s driving dynamics are typical for a Mercedes-Benz sedan. Controlled, but not overly sporting, the car’s at its best when ticking off lots of freeway miles at a steady clip. It does fine working through traffic and has no problem getting up to freeway speed from an on-ramp. If pushing through corners is your pleasure, don’t opt for the base model—there are plenty of add-ons to help with handling.

The E-Class coupe is also available with a 32-valve 5.5-liter V-8 that delivers 382 hp and 391 lb ft of torque.

As usual, Mercedes-Benz offers a host of upgrades, including an Appearance Package that provides drilled brake discs with painted calipers, 18-inch AMG wheels, multicontour seats, stainless steel pedals with rubber studs, black gearshift paddles, and a sport suspension.

Our test E350C came with the $3,950 Premium Package that included a 40-GB hard drive GPS navigation system, 6-GB music hard drive, surround-sound system, satellite radio, heated front seats, power rear-window shade, and rear-view backup camera. Included standard is an impressive assortment of safety and technology features, including the multifunction COMMAND control knob as well as an antilock braking system (ABS), stability control, traction control, and front-side, front-pelvic, side-curtain, and driver-knee airbags.

Checking in with a base price of just over $48,000, this sensuously styled Mercedes-Benz offers great value in a luxury coupe.

Subtitle: Brawn and brain beget beauty in a luxury sport sedan

By Greg Rubenstein

When you make a great product and know it, you tend not to mess with it too much or risk tweaking in the wrong direction. Such is the case with the Lexus GS, a powerful yet elegant rear-wheel drive performance sedan that offers luxury with sport and Toyota’s renowned reliability.

Introduced in 2007 as an ’08 vehicle, this latest iteration of Lexus’s sporty GS sedan has received only minor revisions and is currently available in four versions. The 303-horsepower V6-equipped GS 350 is the least expensive GS (starting at $45,000), while the GS 350 with all-wheel-drive comes in at $46,950. The $56,550 hybrid GS 450h melds a V6 with batteries for improved fuel economy, while the range-topping V8-powered GS 460 starts at $53,470.

We spent a week driving the 342-horsepower GS 460, motoring it around town and on a round-trip excursion from Phoenix to Tucson and back. Fully loaded, our test vehicle hit the checkout stand at $59,443, which included $3,630 for a navigation system with upgraded Mark Levinson audio and rear backup camera, plus a few other convenience add-ons.

Critiquing the GS 460 is no easy task, as it serves with aplomb every function a car should: an exhilarating 5.4-second 0–60 mph performance, a handsomely chiseled exterior, and a finely finished interior that offers supple leather and wood touch points all around. Dynamically, the GS 460’s ride is a bit softer than that of its German competition (Audi A6, BMW 5-series, and Mercedes-Benz E-class) but it’s never dull.

This Lexus has few faults, and they’re so minor that they’re not worth the time for taking issue. The styling, while striking for a Lexus, is still a bit like a jellybean and very conservative—you will not be sticking out in a crowd when you show up in the GS. Engine and exhaust noise from its fluid 4.6-liter 32-valve V8 are also heavily muted, and steering feel is just a tad numb. These are all small issues, and for most buyers, they could likely be selling points!

Whether used for the daily commute or stuffed with baby seat and the rest of the family for a weekend drive, the GS 460 inspires confidence while returning an EPA-rated 17 mpg city and 24 mpg highway. In combined driving, we achieved 21 mpg and observed 25 mpg while on the freeway (by the GS’s on-board computer).

With the GS 460, Lexus once again delivers a nearly flawless product, combining its engineering prowess with inoffensive design to offer a luxury vehicle that combines sport and prestige. Though the emotional call may be a bit lacking, there is no arguing with its analytical appeal.

By Greg Rubenstein

The U.S. auto industry has been wracked by turmoil, but what will hopefully emerge in 2010 and beyond is a group of American manufacturers that actually listen to what customers—and to some degree what the government—wants.

The 2010 Milan Hybrid from Ford’s near-luxury division is a precursor to that change. In fact, this customer-pleasing car is nothing short of world class, deserving of accolades for having been built in the first place and buyer attention for those looking at a midsize sedan with some luxury touches.

Not only is the $33,735 fully loaded Milan Hybrid a well-designed family car with comfortable handling, graceful styling, plenty of gusto, and enjoyable driving characteristics but it’s also capable of achieving superb fuel economy, estimated at 41 mpg city and 36 mpg highway.

Redesigned for 2010, the exterior is now sportier, with a lower, wider front fascia. The overall design is smoother, delivering a more aerodynamic car that’s noticeably quieter inside.

The changes to the exterior design were focused on the grille, fenders, hood, and front and rear fascias. The chin was pulled forward and the fascia was pulled down to give the 2010 Mercury Milan a sportier look. Those changes, as well as substantial underbody work, make for a more aerodynamic car.

Enter the Milan Hybrid—its interior is offered in trims available with standard 2.5-liter four cylinder or 3.0-liter V6 engine—and here, you’ll see where Mercury’s design team spent the bulk of its efforts. The Milan’s signature two-tone look is carried over from last year, but the feel is much more up-to-date and a bit techie.

Ambient front footwell lighting can be changed to a variety of colors, the gauge needles sweep back and forth when the ignition is first lit, and the instrument pod sports a metallic finish that carries through on the leather-wrapped steering wheel, center console, and doors. The dash is nicely constructed, with even gaps between panels, and a soft skin offers a touch as gentle as in any competitor.

The improved front seats proved quite comfortable during a 300-mile round-trip drive from Phoenix to Tucson, and additional side supports help make for relaxed long-distanced cruising. Rear seating is generous, though not quite as comfortable as what’s offered to the front occupants.

At the heart of the Milan Hybrid is a drivetrain shared with the Ford Fusion Hybrid, a 2.5-liter four-cylinder gasoline engine mated to a nickel-metal hydride battery system. Where the standard gasoline engine Milans get a six-speed automatic transmission, the Hybrid uses an ultraefficient and supremely smooth transmission, electronically controlled and continuously variable.

The Milan is capable of operating up to 47 mph in electric mode and can deliver an in-city driving range of 700 miles. In our weeklong time with the Milan Hybrid, we achieved a combined average of 38 mpg—including 35 mpg over the Tucson round trip—driving 75 mph while running the climate control at almost full blast to beat the 110-degree outside temperature.

General Motors, Chrysler, and Ford have been easy political targets of late, mostly deserved for poor management and lack of quality product. With the Milan Hybrid, Ford/Mercury has taken a huge step toward reversing at least one domestic manufacturer’s shortcomings in the fiercely competitive family-sedan category. Take one for a test drive—you’ll be pleasantly surprised.

By Greg Rubenstein
If you love to drive but need a four-door with room for luggage and maybe even the ability to tow a boat or camper, the Porsche Cayenne GTS might be your perfect choice for satisfying all your motoring needs.

By no measure is the Cayenne GTS a svelte sports sedan, but it does have four doors, a six-speed manual transmission (an automatic is also available) and 405 horsepower V-8. It also has brilliant driving dynamics that belie the heft of this nearly two-and-half-ton (4,905-pound) SUV.

An authoritative exhaust note stirs the driver to push the GTS, and it willingly responds, whether gliding through traffic, clipping the perfect on-ramp apex, or gobbling up freeway miles. Stuck to the ground with meaty 295/35 tires mounted on 21-inch (by 10-inch-wide) wheels, in the hands of a skilled driver, this SUV will out-handle any other sport ute on the road—and maybe even a few sports cars.

The GTS starts at a base price of $71,600, and options will quickly boost the total. Our test model hit $90,445, though fortunately the GTS’s standard equipment is extensive, The list includes full-time all-wheel-drive, six-piston brake calipers front and four-piston calipers in the rear, power everything, an antitheft system, plus a refrigerated glove compartment.

Notable upgrades on our test model were $3,170 for Alcantara/leather seats with leather interior, $1,560 for Bi-Xenon headlights with washers, $3,300 for Porsche Communication Management with navigation, and $1,300 for heated front seats with driver memory package and light comfort package.

When introduced, the 2003 Cayenne shared distinct styling cues with the iconic Porsche 911 that made it a sleek and stylish SUV option. Restyled for 2008, it has grown larger, and while still maintaining a familial look, it now says wagon much more than sports car. It’s an appealing design, looking aggressive, muscular, and a bit angular, and providing a road presence that’s less fashion accessory and more utility.

We had the opportunity to spend a week utilizing our GTS for both the daily commute in rush-hour traffic and a weekend jaunt from Phoenix to Tucson. The heavy-shifting six-speed isn’t for everyone, though the wide torque band lessens the requirement to frequently stir the gearbox in slow-and-go driving. This Cayenne is really at home gobbling up long miles of pavement, easily capable of effortless triple-digit driving (if only Arizona had an unlimited speed Autobahn!).

For all its driving pleasure, the GTS does exact a toll at the pump. EPA’s rated at 11 city and 17 highway, and you’ll have to drive with a light right foot to get those numbers. In over 300 miles of mixed city and mostly freeway driving, we managed a touch over 15 mpg. At least, it has a large 26.4-gallon fuel tank.

Some people still question why a sports car company sells an SUV. The answer is because people buy them, and its hugely profitable success allows Porsche to continue to produce the sports cars the manufacturer is so well known for.

Besides, if you have a 911, Cayman, or Boxster in the garage, what better way to take the kids to school or the family up to the slopes than in the Cayenne? That is, at least until the Porsche’s new four-door Panamera sedan goes on sale in October.

Acura Shows Its Edgy Side with 2009 TL

By Greg Rubenstein
Photos courtesy of Acura

For years, Acura has been producing upscale vehicles with the same high quality and reliability that has made its parent company, Honda, a favorite for drivers who want dependable, fuel-efficient transportation. However, Acura has not been on the forefront of automotive design, opting instead for styles with broad appeal. Nothing really wrong with that, though uninspired design is not the ideal way to attract an upscale clientele who may prefer a bit of panache.

With the 2009 TL, Acura has broken out of its doldrums, offering a four-door family sedan with aggressive lines and bold details outside and in. It is not the most graceful or stylish offering in the midsize luxury-performance segment, but it at least stands out in a crowd.

Instead of the last generation’s wedge design, this TL has a prominent and aggressive grille, with bulging front fenders and a high beltline crease that carries through on the door panels from the headlights to the taillights.

Inside, a larger interior bristles with buttons, knobs, and switches that give the driver a command-module feeling. Houston, are we ready for launch? It’s a bit more space age than luxurious, especially when the center stack is backlit at night, but the superb craftsmanship is evident at every touch point, from the leather-wrapped steering wheel to contrasting leather stitching.

Up front, there are well-bolstered power-adjustable seats suitable for drivers with sporting intentions. In back, the seating is generous and offers enough head- and legroom for tall passengers. The trunk is wide and deep, easily holding a vacationing family’s luggage, though at about 13 cubic feet, it’s a little smaller than some other popular midsize sedans.

The TL comes in two basic trims, starting with a front-wheel-drive model equipped with a 280-horsepower 3.5-liter V6. The upper-end SH-AWD version sports “Super Handling” all-wheel drive matched with a 3.7-liter V6 capable of delivering 306-horsepower. Both models get a five-speed automatic, and fuel economy is rated at 18 mpg city/26 mpg highway for the 3.5 TL and 17 mpg city/24 mpg highway for the AWD version.

The Accord-like 3.5 TL’s pricing begins at $34,955, but we spent a week driving the more powerful SH-AWD model priced at $43,235. Our fully loaded test vehicle—palladium metallic silver with ebony leather—included the tech package and high-performance summer tires and is a relative bargain priced $10,000 or less than a comparable offering from German or even some other Japanese manufacturers.

Acura loves to equip its cars with gadgets, and the TL is no exception, coming standard with both Bluetooth and iPod connectivity. Plus, there’s an auxiliary audio jack, USB port, and satellite radio.

The tech package naturally piles on the goodies, including voice-activated hard-drive-based navigation system with real-time traffic and weather, adaptive climate control that’s GPS-linked and sun sensing, rear-view backup camera, and ten-speaker audio/DVD system with more than 12 gigabytes of hard-drive storage.

For safety—always a Honda/Acura strong suit—there are antilock brakes with brake assist, traction and stability control, front-seat side airbags, and full-length side curtain airbags along with active front restraints.

Driving this all-wheel-drive TL was pure pleasure. The powerful engine provides effortless acceleration in spite of the car’s nearly two-ton heft (3,986 pounds), going 0–60 mph in just a bit under six seconds. On the freeway, the ride is smooth, nicely controlled, and reasonably quiet, and driving in city traffic is a breeze thanks to specially tuned electric power steering.

The TL is both a technological and luxurious step up from Honda’s Accord, well worth the extra expense. This car is favorably positioned against competition, including the C-Class Mercedes-Benz, 3 Series BMW, Audi A4, Cadillac CTS, or Infiniti G35, among others.

By Greg Rubenstein

Comfortably stationed behind the wheel of the all-new 2009 Venza, it’s easy to imagine you are driving something that came off a Lexus dealer’s lot instead of a Toyota-branded SUV.

From the supple leather seats and steering wheel to the wood-trimmed dash featuring virtually flawless fit and finish with silky-smooth and nicely weighted switch gear, the only hint that this is in fact a Toyota (besides the obvious logos) is the slightly elevated din coming from those giant but oh-so-gorgeous 20-inch wheels and tires.

Add a bit of extra soundproofing and jack up the Venza’s price, oh, say another $15,000, change the badges, and poof—instant Lexus. Given the Venza’s lineage, all this praise should come as no surprise. It’s a crossover vehicle—an SUV built on the underpinnings of a car—created from the same platform that spawned the RX350 as well as Lexus’s ES350 sedan (and Toyota’s Camry and Avalon sedans, Sienna minivan, and Highlander SUV).

The Venza is on sale now and is offered with either a 2.7-liter four-cylinder engine that returns 21 mpg city and 29 mpg highway, or a stout 268-horsepower 3.5-liter V6 that’s rated for 19 mpg city and 26 mpg highway. Our front-wheel drive V6 turned in just over 23 mpg in mixed driving. The tour included a jaunt to Tucson and back, where we saw 25 mpg while cruising at 80 mph.

Regardless of the engine, the Venza comes with a six-speed sequential-shift electronically controlled automatic transmission with uphill/downhill shift control that chooses just the right gear for the conditions while providing for as-needed engine braking while driving down long hills. Both engines are available in either front-wheel or all-wheel drive configuration, with the latter system utilizing active torque control to optimize power going to the front or rear wheels for stable acceleration and smooth cornering.

The four-cylinder FWD Venza has a base price of $25,975, while the AWD V6 model starts out at $29,250. Our V6 FWD test vehicle in golden umber mica came with just about every option and had a base of $27,800. Fully optioned, it was just over $37,000, a solid value for such luxury and utility.

Inside, the Venza blends carlike handling with SUV utility, providing comfortable seating for five adults, while all the luggage fits easily behind the rear passenger seats. An optional power up-and-down rear hatch makes loading this crossover a breeze, and the multifunction DVD navigation and entertainment system with rear-seat display is ideal for keeping the young ones happy on a long interstate cruise.

The Venza comes with a long list of standard equipment and stand-alone or package options, many of them more typically found in premium luxury vehicles. These include high intensity discharge headlamps with an automatic high beam feature that detects oncoming vehicles and automatically switches the headlamps from high- to low-beam, panoramic roof with power tilt/slide function, and a separate fixed glass panel over the rear seats. Also available are multilanguage voice navigation, 19- or 20-inch wheels (depending on engine selection), dual zone automatic climate control, and a 3.5-inch multifunction display that includes clock, outside temperature, and cruise information.

The Venza is the first Toyota passenger car to offer Star Safety as standard equipment for all models, and its safety features are impressive. There are driver and front-passenger advanced airbags, driver and front-passenger seat-mounted side airbags, front and rear seat side-curtain airbags, driver’s knee airbag, stability control with traction control, antilock brakes with electronic brake-force distribution, and automatic locking retractors on all passenger seatbelts and pretensioners with force limiters for the front seat belts.

Where the Venza truly shines is a fresh new design that has a hint of Toyota’s current “look” but is distinctly all its own. The shapely silhouette begins up front, as the grille, headlights, and fog lamps flow into an aggressive, aerodynamic shape with continuous lines that run all the way to the D-pillar. Piloting the Venza is a treat, as it accelerates briskly, stops quickly, and responds in an agile manner to steering inputs.

Where the Lexus RX350 is close to SUV perfected, the Venza is crossover-perfect. It’s not every day someone driving a Mercedes-Benz asks a Toyota driver what kind of car he’s driving, but it happened during my week in the Venza!

By Greg Rubenstein
“Perfect” is as much a state of being as it is a state of mind. A moment in time, something felt, something you simply know. There are few perfect things, and most are intangible. A hot cup of coffee on Sunday morning. Finishing a favorite book, for the second time.

When it comes to things, who can name even a few? A wedding ring, a pair of glasses, or a favorite pair of shoes you hope will outlive you. The last car I reviewed that was perfect was the 2004 Mercedes-Benz E55 AMG. I’ve driven scores of test vehicles since then, and even fell in love a time or two, but I haven’t found another perfect ride until I drove the 2009 Lexus RX 350. An evolution since it first went on sale in 1998 as the RX 300, this segment-defining car-based luxury SUV is now more finely appointed and powerful, quieter, better handling and safer than ever.

The RX 350 is equipped with a 3.5-liter 270 horsepower V-6 engine matched to a silky-smooth five-speed automatic transmission in either a front-wheel-drive or all-wheel-drive configuration. There is also a hybrid-powered RX 400h, which gets a continuously variable transmission.

I tested the AWD version that starts with a delivered base price of $39,665. Heated front seats, rain-sensing wipers and headlamp washers, navigation system with backup camera and towing package added $3,475 for a nicely appointed sticker of $43,140.

Lexus didn’t stop there. The company added in $3,880 worth of Pebble Beach Edition fluff (special wheels, badges and floor mats, a rear spoiler, roof rack, and unique front grille) plus a few useful upgrades like power tilt-and-telescope steering wheel and high-intensity discharge headlamps for an as-tested total of $47,020.

Rated at 17 mpg city and 22 highway, expect something on the high side of 20 for mixed driving as long as you keep the quick starts to a minimum. The RX 350 offers nimble handling and very brisk acceleration, speeding up to 60 mph from a standstill in just over seven seconds. The all-season tires provide sure grip and agile cornering, thanks in part to a sophisticated limited-slip center differential that, working in concert with its electronic traction control, directs torque to the wheels with the most traction.

In addition to traction control, other standard safety features include stability control, which helps minimize loss of traction while cornering, as well as antilock brakes with brake assist, the latter a feature designed to determine if the driver is attempting emergency braking. If the driver has not stepped firmly enough on the brake pedal to engage ABS, the system applies increased braking power until the driver releases pedal pressure.

Inside, the RX 350’s beautifully appointed and quiet interior offers comfortable seating for five and provides an excellent environment for listening to the satellite radio-ready, eight-speaker AM/FM/CD audio player with in-dash six-disc CD changer. The sound system is compatible with MP3/WMA-formatted CDs and is equipped with a digital signal processor, Automatic Sound Levelizer (ASL) and the Radio Data System (RDS). For audiophiles, an 11-speaker Mark Levinson audio system upgrade is available.

All of the safety features one might expect of a luxury vehicle are present in the RX 350, including a comprehensive supplemental restraint system, advanced driver- and front-passenger airbags, a driver’s knee airbag, front-seat-mounted side airbags plus roll-sensor equipped side-curtain airbags which can inflate if a predetermined threshold of vehicle-roll angle is detected.

Based on parent company Toyota’s excellent Camry platform, the RX 350 delivers the expected smooth and dynamic ride of a passenger car with the up-high driving position and utility of an SUV. Add in the renowned Lexus reliability and luxury, and there it is—absolute perfection.

By Greg Rubenstein

You don’t so much drive a Smart as wear one like an accessory. A cute curiosity here, the “smart” (yes, the brand logo is all lowercase) is a familiar microcar to the rest of the world. It’s sold in 36 countries in a myriad of two- and four-seater styles with electric, gasoline, or diesel engines.

U.S.-spec Smarts went on sale in early 2008, with a single vehicle available in three variants: Pure, Passion Coupe, and Passion Cabriolet.

All U.S. Smarts use a three-cylinder one-liter gasoline engine good for 71 horsepower. Weighing 1,800 pounds, the diminutive Smart (two can fit in a single parking space) can go from zero to 60 mph in a bit under 13 seconds. Top speed is a white-knuckle 90 mph.

Driving the Smart is a bit of a challenge until you become accustomed to its automated manual five-speed. It drives like an automatic, except that to obtain smooth shifts requires lifting off the gas at the right moment. Learning to anticipate the shift timing is the real trick, but once mastered, relatively smooth acceleration is possible.

Dynamic handling is fun, if basic, thanks to wide (for its size) tires and its super-short wheelbase. The ride is choppy, however, and freeway driving is not for the easily intimidated as it takes full concentration to keep the Smart in a single lane at speed.

Aside from its aesthetic charm, the Smart’s forte is economy, where it scores an EPA rating of 33/41 mpg city/highway. I observed a much lower 25 mpg in mixed city and highway driving.

Base price on the Smart Fortwo passion convertible is $16,590. Options including an alarm, power steering, and heated seats bumped the price up to a not-so-smart $18,585, but at least there are more price-for-size appropriate choices. The Pure has a base price of $11,590, and the passion coupe starts at $13,590.

The Smart isn’t all that dumb when it comes to safety. In IIHS crash testing, it earned the top rating for front- and side-crash protection, while its seat/head restraints scored the second-highest rating of acceptable for protection against whiplash in rear impacts.

When Safety Really Matters: Recaro Child Seats

Although the Smart earns good crash ratings, it’s not an appropriate vehicle for a teenage driver. It’s simply too small and too difficult to drive safely. For someone who drives with a small child, space equals safety, so the Smart is out in that regard, too. Perhaps even more important than crumple room is the right child-safety seat, and in that regard, there is no security quite like that offered by a Recaro child seat.

For decades, Recaro has produced seats for high-end sports cars like the Porsche 911, Audi RS4, and Ferrari 599, along with some of the finest and safest seats used in all types of auto racing. For the parents who want the best for their children, Recaro also makes a full line of child safety seats.

I recently tried out the $249 Recaro Young Sport, a 9-month to 12-year-old forward-facing child seat that looks every bit the part of a miniature race-car seat, complete with padded five-point harness. Installation was a snap, and getting junior in or out isn’t any more difficult than seats that offer less side-impact protection.

Available in the North Valley at USABaby, Babies”R”Us, better baby boutique shops, and online, Recaro offers a full line of highest-quality seating for infants to preteens. If you’re into safety for your children, you need to look at Recaro.

By Greg Rubenstein

Your next luxury car could—and very well should—be a diesel. Far-fetched, you say? Not in the least! With the reintroduction of diesel engines by pioneering diesel manufacturer Mercedes-Benz, these new oil-burning luxury vehicles are exceptionally quiet, powerful, and economical.

What’s made this all possible is the government’s new ultralow sulfur diesel regulations. Begun in 2006, this fuel is now standard at pumps across the country.

Prior to the 2009 model year, engines that could use the new diesel and meet super-stringent U.S. emission regulations were essentially nonexistent. There still aren’t many, but Mercedes-Benz is leading the way with its introduction of BlueTEC SUVs, including the five-passenger 2009 ML320.

Compared to its V6 and V8 gasoline-powered siblings, the turbocharged and intercooled 3.0-liter V6 diesel powering this luxury SUV produces far more useable power while achieving at least 20 percent better fuel mileage per the EPA’s estimates. In our experience, we observed even better results, averaging 23 mpg in city driving with a very heavy right foot.

In almost a week of motoring between work, during hitting the mall and running various other errands, we burned barely more than a quarter-tank. It would have been nearly time to fill-up had we been in the gas-powered V8 ML550.

Even if better fuel economy isn’t always paramount to luxury buyers, what makes this ML320 so appealing is the overall package of tremendous utility it offers. With a stout towing capacity of 5,000 pounds, gracefully styled exterior design, refined and spacious interior with all the expected appointment, plus a cruising range of up to 600 miles between fill-ups, there are no drawbacks to this marriage of luxury and diesel.

Mercedes-Benz has gone the extra mile to eliminate intrusion of the “diesel clatter,” which is completely absent from inside in the ML320. There is no wait time to start up, nor is there any telltale blue smoke puffing out the tailpipe. In fact, Mercedes claims that this engine’s exhaust is so clean that you can hold a white handkerchief over the exhaust tip and it will remain white.

Equipped with a standard seven-speed automatic transmission and all the expected safety features Mercedes-Benz is renowned for, the ML320 starts at $48,125, about $2,000 more than the gasoline V6 model, but $7,000 less than the V8 model it most closely matches in power. Expect popular options like navigation and entertainment packages to add around $10,000 to the base price.

For the 2009 model, the ML receives revamped exterior styling with a larger front grille and modified headlights, larger side mirrors and stainless-steel skid plates. Inside, updated sportier seats are new, along with four-stage power lumbar for the driver and a leather-wrapped steering wheel with paddle-shifters.

Our test model came equipped with the impressive Airmatic air suspension, an optional system that uses air bladders instead of coil springs. Combined with gas struts, this suspension provides a variety of sport and comfort modes as well as manual or automatically adjustable ride height, all at the touch of a button.

In sport mode, the ride is crisp and quite trucklike, while the comfort setting soaks up almost every bump for a very gentle, more relaxed drive. Off-road, the Airmatic can raise the ride by more than three inches, offering almost 10.5-inches of ground clearance.

When we last test-drove the ML320, we thought the 2007 model’s interior was a bit less than what it should have been. For 2009, that shortcoming has been eliminated, and now this model is easily the best value in luxury SUVs.

With diesel fuel available at almost every gas station out there, you can now go green with luxury. Try it—you’ll love it!

By Greg Rubenstein

Conceived during Ford’s dominion, the 2009 Jaguar XF is the first progeny of its new parent, India’s Tata Group. Slotted between the sporty, two-seat XK coupe and stately XJ four-door sedan, the coupelike four-door XF serves up a pleasing blend of luxury and sport, providing sufficient room for four adults in a package similar in size and weight to the Mercedes-Benz CLS550.

With a graceful, flowing hood, sweeping roofline, and muscular rear fenders, this Jaguar is striking and stands well apart from the nondescript jelly bean style now in vogue in many luxury marques. But the XF is not just another pretty face. Its beautiful exterior lines continue inside, where soft leather embraces the driver in a three-stage heated seat. American walnut, burl walnut, or oak trim graces a dashboard that encases the centrally located multifunction touch-screen display. The interior features unusual touches as well, including JaguarSense, a proximity-controlled switch for turning on the overhead console lights with the wave of a hand—very cool, and no more fumbling for light in the dark! Adding to the car’s wow factor is a transmission-selector knob that rises out of the center console and air-conditioning vents that remain flush until the engine starts up and they rotate 180 degrees to their open position.

The XF comes with a 300-horsepower 4.2-liter V-8 engine, and starts at $49,975 for the Luxury edition or $55,975 for the Premium Luxury model. The 420-horsepower Supercharged XF starts at $62,975. Expect about 20 mpg in mixed driving with the standard engine, and a little less with the supercharged power plant.

Weighing in at 4,017 pounds, the XF carries its mass well and feels solid. The steering is nicely weighted, and the brakes are firm and responsive. Mated to a six-speed automatic, the standard V8 engine offers brisk action, accelerating from a stop in just over six seconds, while the high-performance engine shaves about a second from that time. Our time spent driving the XF did nothing to dissuade those numbers.

With a very competitive sticker and dramatic styling, this new cat is a very strong contender in the luxury sedan field. Perhaps you should pounce on the opportunity to test-drive one today.

SIDEBAR: Goodyear Eagle F1 Asymmetric tires

Tires play a critical role in how every car drives. The rubber on your ride plays a large part in determining its comfort, noise, handling and braking abilities. Luxury and sports cars come with tires that are appropriate for the abilities the vehicle, and you must replace them with tires of equal or superior performance. Doing otherwise will reduce handling, increase braking distances and even risk tire failure.

Fortunately, replacing original tires with a good aftermarket fitment is easy. Tires come marked with a performance “letter,” and your replacement rubber needs to equal or exceed the original spec, from H (130 mph) to V (149 mph), Z (over 149 mph), Z W (168 mph) and Z Y (186 mph).

If you’re tempted to say, “I never drive that fast,” remember that while the letter represents a speed capacity, it also reflects the overall capabilities of the tire. A car capable of 149 mph or faster is going to have tremendous cornering and braking abilities as well, and needs a tire that can “keep up.”

With a dozen or more tire manufacturers making high performance tires, selecting the right replacement may seem daunting. Stick with a name brand—Michelin, Pirelli, Yokohama, Bridgestone, B.F. Goodrich, Dunlop, and Goodyear, to name a few—and you won’t go wrong.

After some street and competition testing of Goodyear’s new Eagle F1 Asymmetric, this Z Y-performance rated tire proved to be very quiet and second to none in dry-weather grip. Featuring a tread pattern with an outer zone for the best dry grip, an inner zone for traction in the rain, and a continuous center rib for stability at speed, any performance vehicle that doesn’t see snow would likely do very well with this tire.