The Avalon has always been one of the wallflowers of the Toyota lineup.  Larger than the Camry, this big front-drive sedan has done well among the retired set since its introduction in the mid-1990s.  It’s an American-style sedan built by a Japanese manufacturer.  The new Avalon may be the most “American” Toyota yet (with the possible exception of the Tundra pickup), because it’s designed for the North American market, and built here as well.

The design loses some of the qualities that made previous Avalons forgettable.  The new face has more sharp angles, and a broad grille that intersperses body-color slats with chrome for a modern, bright look.  The greenhouse dominates the side view, and a choice of 16″ and 17″ wheels is offered.  It still doesn’t stand out at the curb, but it is slightly less frumpy.  It may have been designed for the American market, but the swoopy, sloped body is unmistakably Japanese.

Inside, the Avalon is futuristic, well-equipped, spacious and smooth to the point of being somnabulent.  The instrument panel is a two-tiered sculpture in wood and elegant plastic, with doors covering many of the ancillary controls for a clean look.  It’s modern, elegant even.  Seating is broad and flat, with plenty of shoulder room front and rear.  Back seat passengers will be please to find a comfortable flat floor with lots of legroom.  The Avalon will carry five full-sized passengers with ease.  It doesn’t look cheap in base trim, either; the cloth seats are nicely finished and the dash construction high-quality.  Uplevel Avalons feature a wood and leather-wrapped steering wheel.  On the safety front, side and side-curtain airbags are standard.  Knee airbags for the driver are also installed.  The Avalon Limited can be just as well equipped as a Cadillac STS, with navigation, VSC and laser cruise control.

The Avalon can move down the freeway with just as much authority as a six-cylinder Cadillac as well, thanks to a 3.5 liter DOHC V6 under the hood.  Variable valve timing helps to make this the most powerful V6 ever installed in a Toyota car.  The 24-valve engine produces 280 horsepower, which is more than enough to compete with Ford’s Five Hundred and the V6-equipped Chrysler 300.  On the road, engine and road noise are damped in the Toyota tradition, and the Avalon doesn’t want for power.  A five-speed automatic transmission is standard equipment.  It’s no surprise that this car is at its best on the freeway, where the 31-mpg fuel economy is a pleasant surprise for a car this size.

The suspension is fully independent, of course, with struts up front and a multi-link rear.  The Avalon is soft without being mushy, and its natural habitat is the slightly rough freeways that make up most of this country.  Throw it into a corner and body roll is controlled, but the 16″ wheels and economy-tread tires aren’t up to the task of spirited driving and will protest loudly.  When you reach the Avalon’s limits, the standard anti-lock brakes will snub things down with authority.  Vehicle Stability Control (VSC) and traction control are available as well.

The Avalon is offered in XL, XLS, Touring and Limited flavors.  The XL is the price leader, with a starting price of $26,350; the Touring adds a slightly stiffer, sportier suspension and goes for $28,600, and the flagship Limited starts at $33,540.  We drove the basic Avalon XL and found it more than capable of fulfilling any big-sedan duty that might be thrown at it.  Compared to the competition, it’s got less testosterone than the Dodge Charger and just a touch less space than the Ford Five Hundred, but more of a luxury-car feel than either of them.

Specifications:
All specs are for the 2005 Toyota Avalon.
Length:         197.2 in.
Width:            72.8 in.
Height:            58.5 in.
Wheelbase:        111.0 in.
Curb weight:        3600 lb. (Limited)
Cargo space:        14.4 cu.ft.
Base price:        $26,350
Price as tested:        $27,509
Engine:         3.5 liter DOHC 24-valve V6
Drivetrain:         five-speed automatic transmission, front-wheel drive
Horsepower:         280 @ 6200
Torque:         260 @ 4700
Fuel capacity:        18.5 gal.
Est. mileage:        22/31

Cadillac does away with the former STS’ soap-cake styling in favor of the angular look that’s been working its way across the brand for the past few years.  At a glance the STS looks just like the smaller CTS, and that’s exactly what the folks at Cadillac want.  Like BMW’s twin-kidney grille or Jaguar’s svelte curves, the folded and pressed lines of the new STS are an instantly recognizable hallmark of the brand.  It’s not a clone of the smaller car, although they do share some platform similarities.  The STS has a sharper, more steeply raked profile than its little brother, however.  After a while it’s easy to tell them apart, we promise.

The interior departs from the example of the plasticky CTS, thankfully, with a choice of aluminum or eucalyptus wood trim and Tuscany leather.  The big back seat was judged the “most comfortable ever” by one of our habitual test-car passengers.  The new dash is surprisingly conventional, with a straightforward center stack and uncluttered electroluminescent instrument pod.  Heated and cooled seats and a heated steering wheel are available, and they’re just the most mundane of the high-luxury items.  The STS can be equipped with a remote start system, “intelligent” keys that can start the car from your pocket, adaptive cruise control and a head-up display.  A high-quality Bose “infotainment” system incorporates Bluetooth wireless technology and 15 speakers driven by a six-disc CD/DVD/MP3 player.  OnStar and a navigation system are also available, of course.

Another new feature isn’t quite so obvious.  Cadillac has been quietly returning to rear-wheel drive (RWD) for the past few years, and the STS has followed suit.  RWD has become the drivetrain of choice among the world’s premier luxury manufacturers, and Cadillac is following suit with the new STS, leaving the aging Deville lineup as the only front-drivers in the family.

This performance-oriented drivetrain is connected to a choice of V6 or V8 engines for world-standard performance.  The 3.6 liter V6 makes 255 horsepower; the 4.6 liter Northstar V8 cranks out 320.  Both engines have variable valve timing.  A five-speed automatic transmission is the only offering.  Our test car was a V6, and the 255 horses under the hood had to work hard to get this big car moving.  Once up to speed, the STS V6 is responsive, but for serious performance in a two-ton car, you need eight cylinders.  The tradeoff is respectable mileage.  If you’re not planning to drag-race at stoplights, the V6 is more than adequate.

A fully independent suspension keeps the wheels on the ground, with a responsive short/long arm setup in the front and a multilink independent rear.  Big stabilizer bars ensure that this big sedan will perform.  Cadillac adds a two-mode version of its Magnetic Ride control to the STS, as well as StabiliTrak stability control.  The STS is nicely poised on the road.  It’s a bit less confident at speed than some of its European competitors, but don’t think the Cadillac badge means that this car can’t cruise at triple-digit speeds.

The STS is arriving in showrooms now.  Cadillac has set starting prices at $40,300 for the V6 and $47,495 for the V8.  Our V6-equipped test car featured heated seats, a six-disc CD changer, 17″ wheels and a sunroof and stickered for $44,585.  Among luxury cars, that’s actually a bit of a bargain.

Specifications:
All specs are for the 2005 Cadillac STS.
Length:     196.3 in.
Width:        72.6 in.
Height:        57.6 in.
Wheelbase:    116.4 in.
Curb weight:    3921 lb. (V8)
Cargo space:    13.8 cu.ft.
Base price:    $40,300
Price as tested:    $44,585
Engine:     3.6 liter V6 or 4.6 liter V8
Drivetrain:     five-speed automatic transmission, front- or all-wheel drive
Horsepower:     320 @ 6400 (V8)
Torque:     315 @ 4400 (V8)
Fuel capacity:    17.5 gal.
Fuel economy:    17/21

Sometimes, though, that tree suddenly reminds you it’s there by dropping a branch in your path.  Lexus and Infiniti may find themselves feeling as though Acura has done just that.  The new, deep-chinned RL is set to challenge the sport-luxury leaders with handling-enhancing all-wheel drive and even more technology than before.  

Look at the new car for a while, and its RL identity begins to come through.  It’s three inches shorter and an inch wider than the previous car, but the tasteful chrome garnish and large trapezoidal grille give it a visual link to its wallflower ancestors without succumbing to the same forgettable look.  The wide flanks and muscular fender flares are part of Acura’s new, more aggressive styling language.  So are the big 17″ wheels.  The lighting is high-tech, with LED taillights and high-intensity discharge headlamps that can swivel with the front wheels in turns.  Underneath the skin, the new RL’s got lots of aluminum construction–the hood, trunklid, fenders, subframe and suspension components are all lightweight–for maximum weight savings.

The interior owes a debt of gratitude to science fiction movies.  The gauges are lit by subtle bursts of blue, and blue footwell lighting illuminates the way in at night.  The instrument panel seems to float ahead of the driver at night, and the chairs are comfortable enough for long trips.  Centrally mounted are a large screen for the navigation system and a multi-function stack of ancillary controls that takes quite a bit of getting used to.  Drivers who want to get the most out of a well-equipped RL would do well to sit down with the owner’s manual.  Our test car was equipped with a ten-speaker surround-sound audio system, wireless phone interface.  Unfortunately, the futuristic interior layout and the small print on the controls combined with occasionally less-than-intuitive placement made it hard to figure them out while driving.

Other Blade Runner-esque touches include a wireless smart-key system that allows unlocking of doors, trunk, and starting the car without requiring a physical interface and a unique navigation system that offers real-time traffic updates.  The RL’s AcuraLink navigation system uses satellite-based data (through the already-established XM satellite radio network) to find traffic jams in twenty major cities, making it easier for drivers to navigate around congestion.  AcuraLink can also send diagnostic information to and from dealers via a Bluetooth connection, to make tracking down problems easier.  As for the navigation system itself, its eight-inch screen is well-placed and the system not hard to operate, but the screen sometimes washes out in bright sunlight.  We found the cavernous trunk to be a nice feature, and the doors whose stay-open point was so far out that they often bashed passengers’ knees or heads while trying to exit somewhat less so.

A 3.5 liter all-aluminum V6 provides power–300 horsepower, to be exact.  That’s a 75-hp jump from last year’s RL, and this VTEC-equipped engine is the most powerful engine Acura’s ever offered.  Like all of Acura’s powerplants, it’s a high-revving engine, and despite being tuned for high performance, it also burns clean.  A five-speed automatic transmission is the only gearbox offered, and like most of the autoboxes in its class it offers the choice of fully automatic or selectable shifting via Formula-One style paddle shifters on the steering wheel.  To help get that power to the ground, Acura equips the RL with what it calls Super-Handling All-Wheel Drive (SH-AWD).  SH-AWD splits power front to rear, as most all-wheel drive systems do, but it throws in the added feature of left-to-right power adjustment.  Where most cars have to make do with a limited-slip differential to manage side-to-side power management, the RL handles everything through the AWD.  On dry pavement, the SH-AWD impresses, allowing the RL to dance with the confidence of a car several hundred pounds lighter as it transfers power to the outside wheel during cornering.  However, a six-inch snowfall combined with summer tires turned our test RL into a bit of a letdown.  This car’s all-wheel drive is for sport rather than ultimate traction, and without snow tires the RL will slip and slide just as much as any front-driver.

Reflexes are nicely enhanced thanks to all of the lightweight suspension components.  It’s fully independent, with double wishbones up front and a multi-link rear, and the RL is as well-behaved on the way to triple digits as its German competitors, which is saying something.  (We can neither confirm nor deny that we found the handling not quite as good over 100 mph)  The RL has good freeway manners, and it’s not too bad on twisty roads either, considering its weight.  Stopping is made easy by four-wheel disc brakes with big four-piston calipers and ABS.  Vehicle Stability Assist (VSA) is along for the ride as well.

It’s all mind-blowingly modern and sometimes a bit hard to use.  For buyers who are used to the RL’s competitors, including the BMW 7-series and Audi A6 and A8, that won’t come as much of a surprise.  These cars stake their reputations on high technology and lots of gadgets.  Compared to normal cars, the RL is a dazzling showcase; compared to its peers, it’s at the leading edge of gadgetry and sometimes a bit hard to use. In keeping with Acura’s one-price strategy, optional equipment on the RL is pretty much nonexistent; everything is standard for the base price of $49,100, and that may be its most impressive trick of all.

Specifications:
All specs are for the 2005 Acura RL, which we tested.
Length:     193.6 in.
Width:        72.7 in.
Height:        57.1 in.
Wheelbase:    110.2 in.
Curb weight:    3984 lb.
Cargo space:    13.1 cu.ft.
Base price:     $49,100
Price as tested:$49,100
Engine:     3.5 liter DOHC V6
Drivetrain:     five-speed automatic, all-wheel drive
Horsepower:     300 @ 6200
Torque:     260 @ 5000
Fuel capacity:    19.4 gal.
Est. mileage:    18/26

The Mercedes E320 is tremendously frustrating, because it’s almost perfect.

Almost.

On the surface, Mercedes has gotten everything right.  The E-Class, Mercedes’ entry into the busy center of the luxury sedan market, has a pleasant blend of sportiness and luxury that walks the middle ground without being boring.  The solid structure and expensive materials make it immediately obvious why Mercedes cars cost so much.  There’s a specialness about a Mercedes (hinted at in the company’s commercials) that makes it seem like more than a car.  Such anthropomorphic feelings are most often reserved for exclusive, unobtainable exotics and equally rare classic cars, but the E320 has that feeling right off the showroom floor.  The starting price of over $48,000 may be expensive, but in a Mercedes you rarely wonder why.

It’s not the steering or the brakes, either.  The E320 sets an example we wish the rest of the industry would follow.  The safety of the car is exemplary.  Door-mounted side airbags and head curtain bags are standard equipment, as is the crush-friendly structure you’ve probably seen in television commercials.  To help avoid such an accident, every E320 features Mercedes’ Electronic Stability Program (ESP) stability control system and traction control.  ESP rears its head only when a slide starts, and brakes individual wheels to correct the car’s path  These helpers are nearly invisible, undetectable in their work.  The result is a stable, confident ride even in a blinding downpour or on slippery new-fallen snow.  It’s even available with all-wheel drive.

Do we have a problem with the power?  Not at all.  The 3.2 liter V6 is strong and nearly silent.  Power delivery is excellent from a stop thanks to a dual-path intake system which improves torque at low revs.  The accelerator pedal controls 221 horsepower, but when driving the E320 you hardly even think about power–it’s like the wheels are connected directly to your brain, and the car goes just as fast as you want it to, when you want it to.  The five-speed automatic transmission goes about its business with equal transparency.  Highway travel is second nature to the E320.

The design is as familiarly opulent as a Rolex watch, of course.  The sleepy-lidded oval headlights and traditional Mercedes grille (with hood ornament perched atop) ensure that the upright sedan with the single windshield wiper needs no further introduction.  The E320 is the last of the Mercedes line to carry this bricklike styling and contradictory curvaceous hood.  Smaller and larger Benzes are now slicker and swoopier, but we like the E320′s retro look.

And now we come to that one little tiny flaw in the otherwise perfect E320.  Mercedes just cannot seem to get the human interface right, in any of their products.  As in other Mercedes products we’ve tested, the radio is inscrutable, controlled by a multitude of featureless buttons and a strange joystick/button.  The climate control is equally mysterious–there’s no off-switch should one want to switch the AC off and enjoy a summer day.  There are instructions on the operation of the various amenities in the owner’s manual of course, but we can’t think of another car that’s so complicated that it forces new drivers to read the directions.

Ergonomics aside, there’s a lot to like about the E320′s interior.  The dual-zone climate control can recirculate warm air in the winter to keep the car warm while it’s parked.  That difficult radio uses fiber-optic technology and incorporates controls for a hands-free phone, if the car is so equipped.  Mercedes’ infrared SmartKey is an effective anti-theft tool, and Mercedes-Benz Roadside Assistance comes with every new Benz built.  A dash-mounted information display is linked to the E320′s Flexible Service System (FSS), which monitors oil life and informs the driver of when an oil change is necessary.  Unlike most automotive computers which use a set time or mileage schedule, the FSS takes the individual driver’s habits into account as well, and can allow up to 20,000 miles between oil changes for gentle drivers.

The E320 is just the base E-Class model.  Mercedes offers this same sedan with larger 4.3 liter and 5.5 liter V8 engines, and as a (very pricey) station wagon as well.  Our test car was an E320 with the optional heated seats, rain sensing windshield wiper, glass sunroof and BOSE sound system.  It stickered for $54,095.  A steep price perhaps, but it buys what is, arguably, the best all-around luxury sedan made today.

Specifications:
All specs are for the 2002 Mercedes E320, which we tested.
Length:     189.4 in.
Width:        70.8 in
Height:        56.7 in.
Wheelbase:    111.5 in.
Curb weight:    3624 lb.
Cargo space:    15.3 cu.ft.
Base price:        $48,450
Price as tested:     $54,095
Engine:     3.2 liter 18-valve V6
Drivetrain:     five-speed automatic, rear-wheel drive
Horsepower:     221 @ 5500
Torque:     232 @ 3000-4000
Fuel capacity:        21.1 gal.
Est. mileage:        20/28

“Bland” just doesn’t cut it these days, and the LaCrosse has been designed with that fact in mind.  The styling is taken directly from the Invicta show car that debuted at the Beijing Auto Show in 2008, and features Buick’s trademark toothy chrome grille and distinctive “sweep-spear” body side sculpting whose influence hasn’t been seen in decades.   The LaCrosse has high sides and a low greenhouse, but careful sculpting prevents it from looking chunky or overweight.  The strongly angled hood is decorated with chrome “portholes” like those sported by classic Buicks.  19-inch wheels are available.  The interior and exterior styling was developed jointly by GM’s U.S. and Chinese design studios, and it’s got a strong brand identity that isn’t derivative of other vehicles.

The interior features a bold two-tone color scheme and a dash design that wraps into the doors.  Chrome and dark wood trim and French stitching impart an air of world-class luxury.  Buick has used its “Quiet Tuning” to reduce interior noise, and at night the LaCrosse is lit by cool blue ambient lighting.  The instrument panel is a futuristic pod that’s reminiscent of the extravagant dashboards of the 1950s, so the LaCrosse has as strong a personality inside as out.  New feature offerings include a navigation system, Bluetooth phone connectivity and rear-seat sun shades.  A DVD entertainment system with screens integrated into the front seatbacks is also available.  The new LaCrosse is available with enough high-tech driving aids to rival Mercedes, including a head-up display in the windshield, dual-zone climate control, a rear view camera for parking, adaptive lighting for the high-intensity discharge headlamps and a Side Blind Zone alert system.

The 2010 LaCrosse is available with a choice of two direct-injection V6 engines.  The CX and CXL models come with a 3.0 liter V6 that’s good for 255 horsepower and 27mpg on the freeway.  The CXL is also available with all-wheel drive.  The sportier LaCrosse CXS gets a larger 3.6 liter V6 with 280 horsepower.   Both engines feature dual overhead cam, four-valve per cylinder construction and variable valve timing, and even the more powerful 3.6 liter V6 has respectable fuel economy.  My tester was equipped with the 3.6 and offered nearly silent operation whether it was at idle or on the freeway.  Six-speed automatic transmissions are used on all LaCrosses.

Handling is somewhat sleepy, but it’s unfair to call this car “unengaging” considering it’s been designed to be something of an isolation chamber.  There’s just enough squash to remind you of the glory days of the 1960s, and just enough responsiveness that you don’t feel like you’re being forced to relive them.  The LaCrosse is at its best when you put it on the freeway, point it at your destination, and wait for the horizon to be reeled in.  Buick’s standard MacPherson front, four-link independent rear suspension underpins a body that’s been tuned for responsive but luxurious handling in spite of the LaCrosse’s two-ton curb weight.  The CX gets a fairly typical four-link rear, while the CXL and CXS have more sophisticated H-arm layouts and available active shock damping.  An active “real-time damping” system is also available for the rear shocks.  Four-wheel disc brakes are standard, and the LaCrosse doesn’t have trouble with emergency maneuvers.
A recent influx of new product has helped to ensure that there’s little doubt about Buick’s viability.  The new 2010 LaCrosse goes a long way toward establishing this classic American brand’s comeback.  This car isn’t for everyone, but Buick has always been a brand that chose to appeal to the folks who “got it” rather than trying to be all things to all drivers.  Pricing starts at $27,835 for the LaCrosse CX.  All-wheel drive MSRPs begin at $32,570, and the top of the line CXS comes in at $33,015.  My test car was equipped with Buick’s Touring Package, a navigation system and a panoramic sunroof and stickered for $37,555.

Specifications:  All specs are for the 2010 Buick LaCrosse CXS.
Length:  197.0 in.
Width:  73.1 in.
Height:      58.9 in.
Wheelbase:  111.7 in.
Curb weight:   3948-4065 lb.
Base price:  $33,015
Price as tested: $37,555
Engine:   3.6 liter DOHC 24-valve V6
Drivetrain:  six-speed automatic transmission, front-wheel drive
Horsepower:  280 @ 6400
Torque:  261 @ 5200
Fuel capacity:  18.4 gal.
Est. mileage:   17/27

Volkswagen’s new ultra-luxury sedan, the Phaeton, has been criticized for its anonymous face, but we had a moment that belied this.  We found ourselves cruising through upscale Farmington Hills, Michigan, on I-696, and a Mercedes S-Class raced up alongside, braving triple digits to catch up, and then paced us.  Within moments, there was another S-Class on our right, also matching our speed.  The affluent couples in both cars were looking at the Phaeton and talking excitedly to each other.  Even if the blue-collar crowd can’t tell this big VW from its lesser stablemates, we suspect that the people who can afford it have certainly noticed.

Volkswagen’s first foray into the high-luxury market was viewed with some skepticism and disbelief.  After all, a $90,000 luxury sedan is not what you expect from a company whose name still harkens back to the days when it was an affordable “people’s car.”  But the Phaeton came into existence nonetheless, with an innovative engine, all-weather handling and enough wood and leather to challenge Jaguar and Mercedes for spots in the executive parking lot.

First impressions are important in this class, and despite a resemblance to its lesser siblings, the Phaeton is impressive at the curb.  It’s a big, car, just under 204 inches long, and much of that has been devoted to rear-seat passengers, as evidenced by the long wheelbase and oversized rear doors.  The Phaeton is all about quiet elegance, with a wide, chrome-barred grille and projector headlamps.  Fit and finish are precise and perfect.  The big 18″ wheels fit nicely with the body without being ostentatious, and the four chrome exhaust outlets indicate the presence of the range-topping W12 engine.  Everything, right down to the alloy trunk hinges, has an air of care and meticulousness about it.

Inside, the Phaeton is impressive whether you’re driving or riding in back.  Up front, a sweeping cabin and wide wood console complement the dash.  When the Phaeton is sleeping, wood covers slide down to conceal the radio and air vents.  Slick cupholders push straight down into the console and lie flush when not in use.  The front seats are adjustable in 18 directions; the heat-reflective coating on the side windows is shatter-resistant.  The fit and finish inside is fantastic, of course, but then we’ve come to expect that from VW, and we couldn’t decide if it was really $40,000 nicer than what’s in the Touareg SUV.  The navigation system was a sore point; even after reading the owner’s manual, we couldn’t get it to show street names.  The Phaeton’s rear cabin is very much like a private jet.  Both rear seats are multi-adjustable, and a moveable footrest on the floor makes living room-level comfort easy.  There’s a screen for the four-zone climate control in the rear, and of course the back seats are heated.  There’s an available massage function as well (BMW’s works better).  Those triple-sealed, oversized rear doors are a bit heavy, but chances are back-seat passengers won’t have to pull them shut anyway–the doorman can do that.

A special car just isn’t impressive if it hasn’t got a special engine, and our test Phaeton didn’t disappoint.  Volkswagen stuffed the groundbreaking W12 under the hood.  This 6.0 liter twelve-cylinder engine was crafted by siamesing together two narrow-angle V6 engines side by side, thereby foregoing the need for a long engine compartment to contain a big V12.  The double-V layout makes for an exceptionally strong engine block, and a powerful one as well.  The W12 sings to the tune of 420 horsepower.  On the road, the Phaeton is smooth and powerful bordering on terrifying, thanks to all the power on tap.  It’s not a stoplight drag race champ by any stretch, but executives who have to make the airport on time will find that it’s still accelerating at 100 or so.  Our metropolitan Detroit test loop had no room to let the Phaeton run.  A five-speed automatic transmission with Tiptronic selectable gears is standard equipment.  The Phaeton is also available with Volkswagen’s 4MOTION all-wheel drive, for added stability and confidence.

Unlike some VIP-haulers, the Phaeton is nice to drive, too.  The ride is firm and comfortable, thanks to an adjustable air suspension that’s computer-controlled to adapt to different road surfaces and driving conditions.  The Phaeton is poised when driven hard; the body rolls slightly, then takes a comfortable set while the tires howl.  Making a 5400-pound car feel relatively un-ponderous is an impressive trick.  4MOTION all-wheel drive helps, as does the standard ESP stability control.

Safety equipment in Volkswagen’s premium road-tripper includes anti-lock brakes, a tire pressure monitor and eight airbags, including side-curtain bags.  Electronic parking assist aids in easing this big car into tight spots.

The price of entry is steep, of course.  How much consumers would pay for a luxury Volkswagen is the $64,000 question–literally, because Phaeton pricing starts just north of that.  For the top of the line W12 we drove, the price of entry rises to $79,900.  Our test car was decked out with the massaging rear seats, high-gloss paint and electronic parking assist, as well as being slapped with a $3000 gas guzzler tax, bringing the total cost to $91,415.

Specifications:

All specs are for the 2005 Volkswagen Phaeton W12.
Length:         203.7 in.
Width:            74.9 in.
Height:            57.1 in.
Wheelbase:        118.1 in.
Curb weight:        5399 lb
Cargo space:        13 cu.ft.
Base price:        $79,900
Price as tested:        $91,415
Engine:         6.0 liter W12
Drivetrain:         five-speed automatic, all-wheel drive
Horsepower:         420 @ 6000
Torque:         406 @ 3250
Fuel capacity:        23.8 gal.
Est. mileage:        12/19

Sorry, guys, but the 2010 Mercedes E550 doesn’t fly.  It does, however, have enough technological tricks up its sleeve that fans of gadgets won’t mind being relegated to terra firma.  All-new for 2010, the E-Class is the breadwinner of Mercedes’ North American stable.  This mid-size luxury sedan is available in six-cylinder E350 and V8-powered E550 guises and features some of Mercedes’ most innovative driver aids ever.

At a glance, the E550 is handsome, but doesn’t look like the sort of wheels that would make George Jetson jealous.  For starters, there’s no bubble top, though the E550 is available with a glass roof.  The lines are elegant and feature more personality than has been common in recent Benzes, with muscular side contouring.  The E-Class’ familiar four-light front end has been rethought yet again, this time incorporating more angular elements in the headlamps and the signature chrome grille.  In spite of the handsome styling, the E550 is extremely aerodynamic, sporting a coefficient of drag approaching that of many dedicated hybrids.  The taillights are high-visibility LEDs.  The E-Class is one of the most versatile vehicles in the Mercedes lineups as well, with coupe, convertible and station wagon versions available or on the way.

The interior is large enough for four or five passengers, and it’s the very picture of quiet elegance.  The multi-toned dash and choice of black ash or burl walnut trim has the studied elegance of a high-end catalog, and indirect amber fiber-optic lighting gives it a custom boardroom look after dark.

It’s the amenities that make the E550, though.  The power sunshade, heated and cooled seats and satellite radio are nothing special in the luxury market these days.  A rear-seat DVD entertainment system is available.  Check the appropriate boxes and you’ll also get a driver’s seat with a massage function and Mercedes’ active seat bolsters that “hug” you in the turns to keep you in place.  The available voice-activated navigation system is coupled with Sirius’ satellite radio for real-time traffic updates which proved to be extremely useful on the always-congested Los Angeles freeways.    Dual-zone climate control, a reverse-assist camera and active cruise control are available, and the nicely-sized trunk includes a power-operated lid.

Meanwhile, Mercedes’ Distronic Plus active cruise control acts very much like a sci-fi fan’s dream of a car with an autopilot mode.  Using a combination of short- and long-range radar the cruise control can maintain a set speed as well as a set distance from the vehicle in front.  If traffic comes to a halt, so does the car, and with a touch of the accelerator the Mercedes is off again.  Once on the freeway, the E550 took over and all we had to do was steer.

Don’t let the autopilot take over full-time, however; you’ll miss out on the exhilarating rush from the 5.5 liter double overhead cam V8 under the hood.  Mercedes V8s are always satisfying companions, offering unbroken waves of performance, and the E550′s powerplant is no exception.   This engine produces 382 horsepower and a healthy 391 pound-feet of torque over a rev range so broad it seems like there’s always power available.  Even though it’s pushing almost 400 horses, the E550 is a docile beast. A seven-speed automatic transmission helps to improve fuel economy by keeping the big V8 at optimum revs, and it’s controlled by an electronic pushbutton stalk similar to the one found in big BMWs.   The E550 isn’t a sports sedan–the throttle response isn’t quick enough for that, though 0-60 does take place in just over five seconds–but the power is more than adequate and high-speed freeway cruising is effortless, as it is in most Mercedes vehicles.  All-wheel drive is available as well.

The wheels are firmly attached to terra firma, but the occupants of the E550 are, in fact, riding on air.  The standard Airmatic adaptive air shocks can also carry a surprising amount of speed into and through a curve, considering the car’s heft.  At lower speeds, the ride is comfortable and compliant, but the E550 firms up at higher speeds and during emergency maneuvers.   Electronic aids like ESP stability control and anti-lock brakes don’t hurt, and are unobtrusive enough that there’s no sense of the ESP kicking in to spoil the fun.

This car doesn’t fly, but between the Distronic Plus and the active safety aids, it’s as high-tech as any flying car would be.  Mercedes packs an unprecedented amount of equipment into the E550, including a Blind Spot Assist and infrared Night View display borrowed from the S-Class and a new Lane Keeping Assist which vibrates the steering wheel if it detects that the car is drifting out of its lane.  The E550 carries both long- and short-range radar systems that provide information to the Distronic Plus as well as Mercedes’ Brake Assist PLUS, which warns the driver of an impending collision and, if action is not taken, will apply emergency braking at the last moment to reduce the severity of impact.

So no, it doesn’t fly and it doesn’t look like a starfighter, but the E550 is just about the most spacecraft-like four-door sedan you’ll find moving in two dimensions.   With that in mind, the $56,300 starting price actually seems reasonable.  That bottom line is easy to drive up, of course; my test car featured Mercedes’ Parktronic parking-guidance system, the panoramic sunroof, a navigation system with Sirius satellite radio, active headlamps, a rear window sunshade and Distronic Plus, and stickered for $70,555.

Specifications:  All specs are for the 2010 Mercedes E550
Length:  191.7 in.
Width:  75.9 in.
Height:      57.7 in.
Wheelbase:  113.1 in.
Curb weight:   4100 lb.
Cargo space:  19.1 cu.ft.
Base price:  $56,300
Price as tested: $70,555
Engine:   5.5 liter DOHC V8
Drivetrain:  seven-speed automatic transmission, rear-wheel drive
Horsepower:  382 @ 6000
Torque:  391 @ 2800-4800
Fuel capacity:  23.5 gal.
Est. mileage:   18/26

The folks at VW certainly think there is.  The Passat has been quietly diversifying since its redesign in 2001, with affordable, family-oriented models at one end of the spectrum and full-zoot luxury versions at the other.  Thanks to Volkswagen’s fantastic build quality you’ll get luxury-car ride and handling in even the least expensive Passats. With the introduction of the W8 engine however, the Passat is attempting to leap into the big time.  The W8 is offered in sedan and station wagon format.

The unique W8 is Volkswagen’s first eight-cylinder sedan in the States, and it’s not a V8.  This 4.0 liter, 32-valve V8 has a “double-V” layout which provides extremely compact packaging.  Unlike a V8, which has two parallel banks of four cylinders on each side, the W8 has four banks of two cylinders.  “That’s very interesting,” you’re probably saying, “but how does it drive?”  Like a small-displacement V8, not surprisingly.  The W8 is smooth and silent at low rpm; give it a nudge with the gas pedal and it’ll reward you with a polite roar.  The W8 makes 270 horsepower, but Passats equipped with the VR6 six-cylinder feel stronger at low revs.  This is partly because the W8 doesn’t come into its own until freeway speeds are reached.  Peak horsepower is attained at 6000 rpm, and that’s unusually high for a V8.  It’s powerful and confident on the highway, but around town you’ll find yourself wondering what the point of the W8 is.  Part of the blame can be placed on the Tiptronic five-speed automatic transmission, which we’ve always found to be lazy about shifting.  When caught sleeping, the W8′s 270 horses are nowhere to be found.  Our test car was further weighed down by the 4MOTION all-wheel drive system, but after a sudden rainstorm drenched the roads the Passat was confident enough to be a credible urban-SUV alternative.

On the road the Passat feels like a Super-sized Jetta, thanks to the solid structure and laser-welding employed by Volkswagen across the board.  Underneath, there’s a fully independent suspension, with four-link units up front and double wishbones out back.  Throw it into a curve, however, and the big Passat responds more like a typical Cadillac than a GTI; our 3900-pound test car attacked the turns with confidence and more than a hint of inertia.  The power-distributing center differential of the 4MOTION system kept things on the straight and narrow before we had to use the anti-lock brakes, but a day at the track in a Passat would likely turn both the 215/55 HR-16 tires and the driver’s nerves to hamburger.

Our Blue Spirit-colored test car looked great, with chrome accents on the doors and bumper fascias accenting the Passat’s rounded greenhouse and very short overhangs.  Up front, the headlights have clear covers over multi-unit lenses, and the taillights are also clear-covered.  The chrome is accented with black trim, which looked great on our test car.  The Passat W8 comes standard with 16″ wheels and a glass sunroof.

The interior is equally lovely.  The Passat looks good in black leather, especially thanks to the chrome and wood accents throughout the interior.  There’s not a lot of storage space inside; two small door pockets and the center console are all you get.  The Passat makes up for the lack of knickknack storage with copious standard equipment.  The top-of-the-line W8 is loaded for bear (or for Cadillac/Mercedes, if you will) with electronic climate control, rain-sensing wipers, auto up/down windows, heated seats and side-curtain airbags.

Our test car stickered for $38,475 and we didn’t think it was overpriced, considering the level of refinement and equipment.  If anything, the Passat W8 is the VW of luxury sedans, and that shouldn’t come as a surprise.  For drivers raised on Jettas and GTIs, it’ll be a wonderful step up.  Whether it pales in comparison to the Volvo S60, Lincoln LS, Cadillac Seville, Acura 3.2TL or Saab 9-3 depends mainly on your taste and personal aesthetic.

Specifications:
All specs are for the 2003 Volkswagen Passat W8, which we tested.
Length:         185.2 in.
Width:            68.7 in.
Height:            57.5 in.
Wheelbase:        106.4 in.
Curb weight:        3953 lb.
Cargo space:        10 cu.ft.
Base price:        $37,900
Price as tested:     $38,475
Engine:         4.0 liter 32-valve W8
Drivetrain:         five-speed automatic, all-wheel drive
Horsepower:         270 @ 6000
Torque:         273 @ 2750
Fuel capacity:        21.1 gal.
Est. mileage:        18/25

The new bodywork is evidence of a ground-up redesign.  In addition to the new face, the 5-Series reenters the competitive sports sedan market with new engines and new technology, from front to rear (adaptive headlights and taillights) and ground to roof (run-flat tires and driver’s head-up display).  The controversial iDrive accessory interface system also pops up in BMW’s new midsize sedans.

As in the past, this is a three-model series, with the 525i, 530i and 545i being distinguished mainly by their engine displacements.  The 525i and 530i are powered by the torquey inline six-cylinder engines at which BMW excels, with 184 and 225 horsepower, respectively.  The engines have been re-tuned for better throttle response.  The newly designated 545i borrows its 4.4 liter V8 from the 7-Series and hits the street with 325 horses.  BMW’s Valvetronic system works as a high-tech electronic throttle, varying intake and exhaust valve timing and duration instantly in response to the driver’s inputs for maximum efficiency and power.  In keeping with BMW’s performance bent, all available transmissions are six-speeds.  Manual, automatic and sequential manual (SMG) gearboxes are offered.  The SMG is similar to the clutchless manual currently available in the ultra-high performance M3 coupe and sedan.

To improve the 5-Series’ already impressive suspension responses, BMW’s engineers reduced the unsprung weight with the extensive use of aluminum components.  Subframes, strut tubes and steering rack are all aluminum-intensive.  Sporty rack-and-pinion steering replaces the luxury-oriented recirculating-ball units used on previous 5-Series cars.  On models equipped with the Sport package BMW offers a unique “active steering” system, which can vary the steering ratio (as opposed to varying steering effort, which most performance cars do) according to speed.

It seems like BMW increases the size of the brakes with each successive generation, and the limit hasn’t yet been reached because the new 5-Series sports larger discs at all four corners, too.  Brake calipers are also aluminum, to reduce weight.

The redesigned 5-Series looks much like a smaller version of the 7-Series, with hooded headlamps that make the car appear to be leaning forward.  Short overhangs front and rear mask the fact that the wheelbase has been lengthened just over two inches.  The twin-kidney grilles create a character line that’s carried into the hood, which is aluminum for additional weight savings.  BMW fans call those distinctive ringed headlights “angel eyes,” and they’re a 5-Series hallmark as well.  The high trunklid that caused so much controversy in the 7-Series is present in a modified form; whether the BMW purists will revolt remains to be seen.  What you won’t see from behind the wheel are the active brakelights, which feature additional, inboard lights that illuminate only under hard braking.

The stretched wheelbase improves rear cabin space, with more legroom and a much larger trunk.  BMW calls the dash a “double wave.”  Another feature that’s received mixed reviews in other BMWs is the iDrive system, which uses a single controller to access multiple accessory functions.  A navigation system is available, as is a head-up display.  Not high-tech enough for you?  All 5-Series models feature tire pressure monitors, Dynamic Stability Control, rain-sensing wipers, and side-curtain airbags.  Options include active cruise control and parking assist, both of which use ultrasonic sensors to detect obstacles.  Still not high-tech enough?  An optional active headlight control allows the outboard headlamps to swivel with the front wheels, for better illumination through turns.

BMWs have never been inexpensive and the new 5-Series is no exception, with prices for the 525i starting at $39,995 and heading north from there.  If the 5-Series keeps its mantle as king of the sports sedans, though, it’ll be more than worth it.

Specifications:
All specs are for the 2004 BMW 5-Series.

Length:         190.6 in.
Width:            72.7 in.
Height:            58.0 in.
Wheelbase:        113.7 in.
Cargo space:        14.0 cu.ft.
Base price:        $39,995 (525i); $44,995 (530i); $54,995 (545i)
Engine:         4.4 liter DOHC 32-valve V8 (545i)
Drivetrain:         six-speed manual or automatic, rear-wheel drive
Horsepower:         325 @ 6100  (545i)
Torque:         330 @ 3600
Fuel capacity:        18.5 gal.
Est. mileage:        18/26 (est.)

For 2003, the Town Car finally gets some refinement to go with that luxurious mass.  In recent years, the Cadillac Deville has grabbed the American-style luxury spotlight with a sophisticated front-wheel drive chassis and modern interpretation of classic Cadillac style.  Lincoln has chosen to go a different route.  The new Town Car borrows a bit from the past to create a new “family” look for the brand.  Add a quieter interior, revised steering and high-intensity discharge headlamps to the distinctive new face, and you have a Lincoln Town Car that’s thoroughly modern yet faithful to tradition at the same time.

All Lincolns now feature a distinctive hood ridge that starts with the grille crest and runs all the way back to the windshield.  It looks good on the Town Car, offering shades of Lincoln’s 1960s big-car heyday.  There’s a long hood, and a long tail, and riding proud on the hood, an honest-to-goodness hood ornament.  To keep the car from looking like a complete throwback, projector-style quad headlamps under glass covers flank a grille similar to that of the Lincoln LS and Navigator.  (One could make an argument for projector lamps being the styling gimmick of the new millennium, just like tailfins were in the 1950s, but that’s a different story.)  Our test car was a top-of-the-line Cartier L model, with unique 17″ chrome wheels.  The Cartier also has a wheelbase that’s been stretched six inches.

That’s a good place to excel, considering that most Town Car passengers will see the back seat first.  It’s an impressive cabin, with forty-seven inches of rear-seat legroom thanks to the wheelbase stretch.  The seats are deep, soft leather, and Lincoln has outfitted the Town Car with a bigwig-style rear control center including radio, heat and air conditioning controls.  The rear seats are also heated in Cartier models; you can switch ‘em on and let them fight it out with the excellent air conditioning.  There’s even a controller so the rear seat passenger can move the front passenger seat, for additional legroom.  Up front, Lincoln hasn’t neglected the driver either.  A new dashboard features nickel and walnut accents, as well as a new “signature” Lincoln analog clock a la Infiniti.  There are dozens of storage cubbies–in the armrests, in the front of the seats, in the console–but no gadgets like a rear seat massager or a power sunshade.  Yet.

Underneath that big decklid, the trunk is a 21.1 cubic-foot cavern.  It looks like you could park another car in the trunk of the Town Car.  Cartier models feature a grocery bag organizer in the floor.

The Town Car is much nicer on the road than its closest competition, the Cadillac Deville.  It’s not the dynamic equal of the S-Class or even the Lexus LS430, but thanks to a revised suspension and all-new rack-and-pinion steering the Town Car isn’t as far off the curve as it used to be, no pun intended.  It’s not just the rear-wheel drive that makes it feel superior to the Cadillac, but a stiffened frame with additional crossmembers.  The Town Car is a body-on-frame car, which contributes nicely to ride isolation.  A degree of smoothness is provided by sheer mass, also; over some bumps, the Town Car’s inertia carries it right over the worst of the roughness.  The suspension is slow, almost ponderous in its responses, but the deliberate body movements are really part of the atmosphere.

On the freeway, it’s sometimes hard to keep the Town Car in its lane thanks to numb-ish steering.  Conversely, it’s much easier to maneuver in-town.  We were surprised at how easy this big beast is to park.  The new rack-and-pinion steering is precise, despite its sedated feel.  Of course, anti-lock brakes (ABS) are standard equipment.  The Town Car also benefits from Emergency Brakeforce Distribution (EBD) which proportions the brakes during emergency stops, limiting the need for ABS.

All-new looks and decent handling aside, the new Town Car is let down somewhat by its powerplant.  The 4.6 liter V8 engine feels labored under hard acceleration, despite a dual exhaust and improved horsepower.  239 horsepower can’t overcome the fact that this is an awful lot of car.  The V8 is as slick as any of the competition, thanks to improved engine mounts, but the Town Car is hardly fast.  The four-speed automatic transmission shifts smoothly, without any hitches whatsoever.  As long as you’re patient, it’ll get up to speed, and it’s easy to see why it’s popular with liveries and people who have to be chauffeured.  The Town Car is also more comfortable from the driver’s seat than a passenger-oriented luxobarge like the Jaguar Vanden Plas.

Not that it matters to the average luxury buyer, but the big Lincoln is priced a bit below the competition.  Our test car was a fully equipped Cartier L model, with heated seats, traction control and an Alpine sound system, and it stickered for $52,765, which is the approximate price of a 4,467-pound Porterhouse steak.  Cartier L pricing starts at $50,700.  For the shorter wheelbase models, pricing starts at $41,040 with the Executive model.

Specifications:
All specs are for the 2003 Lincoln Town Car Cartier L, which we tested.
Length:     221.4 in.
Width:        78.2 in.
Height:        59.1 in.
Wheelbase:    123.7 in.
Curb weight:    4467 lb.
Cargo space:    21.1 cu.ft.
Base price:    $50,700
Price as tested: $52,765
Engine:     4.6 liter SOHC V8
Drivetrain:     four-speed automatic, rear-wheel drive
Horsepower:     239 @ 4900
Torque:     287 @ 4100
Fuel capacity:    19 gal.
Est. mileage:    17/25