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

BASE MSRP: $35,300

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

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

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

Walkaround

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

Interior Features

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

Driving Impressions

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

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

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

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


2007 Mercedes Benz CL600
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All Colors-Options Nationwide Delivery

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

New 2007 BMW 530i Sedan From $549/mo

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

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

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

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

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

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New 2007 Infiniti FX35 From $399/mo

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

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

2007 Infiniti FX35 RWD
Discount Infiniti Auto Lease, Low Infiniti Prices
Infiniti FX Wholesale Money Factors

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

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

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

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

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

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

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

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

New 2007 Mercedes Benz SLK280 From $459/mo

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

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

2007 Mercedes SLK280
Low Mercedes Prices Discount Mercedes Auto Leases
All Colors-Options Nationwide Delivery

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

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

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

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

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

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

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

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

New 2007 Mercedes Benz SLK280 From $459/mo

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

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

2007 Mercedes SLK280
Low Mercedes Prices Discount Mercedes Auto Leases
All Colors-Options Nationwide Delivery

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

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

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

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

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

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

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

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