Automotive Reviews
Posts tagged luxury sedan
2010 Mercedes E550
Nov 27th
A lot of people have expressed disappointment to me that a certain science-fiction trope has yet to become reality. “Why don’t we have flying cars?” they moan. “I want a flying car!” Never mind the havoc that bad drivers could wreak given a third dimension in which to operate: there are people out there who are ready for the future to arrive, and they’re sick of waiting.
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
2003 Volkswagen Passat W8
Aug 22nd
There’s no doubt that the somewhat plebian Volkswagen Passat can be transformed into a credible luxury sedan; with acres of leather, 4MOTION all-wheel drive and an all-new, innovative W8 engine under the hood, it’s the equal of any similarly-priced Infiniti or Acura. The question is, is there room in the pool for another $37,000 sedan, especially one with a Volkswagen badge?
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
2004 BMW 5-Series
Jul 31st
For those BMW fans who hated the looks of the 7-Series, redesigned in 2002, and who can’t stand the sight of the new Z4, we have some bad news. The distinctive “flame surfacing” design theme isn’t going away any time soon, you see. The 2004 5-Series BMW is the latest offering from the German manufacturer to display the carefully sculpted, organic surfaces that have been envisioned on BMW show cars for years.
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.)