Then again, Buicks aren’t all that boring these days.  Redesigned for 2011, the Avalon soldiers on as prime bridge-club transportation though, with a big back seat, plenty of power and appliance-like operation. It started out in 1994 as a slightly cushier Camry clone and aimed at mid-luxury brands like Buick, Mercury and Oldsmobile.  In the years since, it’s outlived two of those marques and over the  years the Avalon has become a very distinct and different vehicle from Toyota’s bread-and-butter sedans.  

More luxurious than the average Toyota but not quite a Lexus, the Avalon strikes an interesting pose when compared to its stablemates.  The styling is a touch more conservative than that of the more youthful Toyota lineup, with a more traditional three-box layout and character creases down the sides creating a shoulder line.  It’s a big car, but hides its size with dramatic lines and seventeen-inch wheels.  The new family styling is most similar to that of the Venza, thanks to the wide, tapering grille and just a hint of chrome on the side windows.  LED taillight elements provide a measure of drama at night.

When competing with Buick, interior comfort is king.  The Avalon doesn’t miss this important attribute.  The interior is roomy enough for five big-shouldered passengers, and the flat dash presents a clean, elegant aspect and improves interior room thanks to a design that curves it away from the passengers.  Woodgrain trim on the console and center stack is designed to appeal to the conservative buyers the Avalon is courting, and helps to set this car apart from the Camry.  Convenience features like a backup camera, moonroof, rear sunshade and a leather interior are standard.  Heated and cooled seats are available.  Rear-seat passengers are treated to reclining seatbacks.  Sound deadening is premium-grade as well, and the Avalon’s not-quite-luxury cabin is a prime road-trip environment.  Road-trip necessities like rain-sensing wipers, a navigation system with available streaming traffic info, satellite radio and Bluetooth connectivity are available.  You can even stream music to the car’s sound system through a Bluetooth-capable phone.  A rear-camera backup assist is standard equipment, projecting images in the mirror or on the navigation screen in models so equipped.  The fourteen cubic-foot trunk is big enough for luggage for four.

Long-distance travel is one of the places where large sedans like the Avalon excel.  The 3.5 liter V6 under the hood features dual overhead cam construction and VVT-I variable valve timing, and produces 268 horsepower.  The VVT-I ensures a broad powerband, and the Avalon feels surprisingly powerful considering the car’s size; freeway entrances are no problem for the Avalon.  Once up to speed, the new six-speed automatic transmission provides a measure of efficiency, and both the 29-mpg freeway fuel rating and resulting extended range from the 18-gallon fuel tank are welcome.  The Avalon handily outperforms the classic rear-drive sedans from Buick and Mercury that helped to inspire it in this respect.

Around town, the Avalon is a bit ponderous unless you’re a big fan of large sedans.  A very direct and responsive rack and pinion steering rack makes directing the sizeable prow easy enough, but the MacPherson strut/coil spring suspension is really bred for the highway.  It’s nicely set up for a long day of driving, in fact.  Four-wheel disc brakes are used, and Vehicle Stability Control and traction control are standard equipment.  Should things go wrong, the Avalon’s a safe car as well, with seven standard airbags including a driver’s knee airbag.

The Avalon may not set the design world on fire, but it’s a comfortable and competent full-size sedan with more luxury than average but a reasonable price point as well–just like the ones Mercury and Oldsmobile used to make.  If anything, this car could be credited with helping to spur Buick’s current product renaissance, since evolution is the best response to competition.  Avalon pricing starts at $33,195, putting it at the reasonable end of the luxury-car spectrum.

All specifications are for the 2011 Toyota Avalon.
Length:  197.6 in.
Width:  72.8 in.
Height:     58.5 in.
Wheelbase:  111.0 in.
Curb weight:  3572 lb.
Cargo space:   14.4 cu.ft.
Base price:  $33,195
Engine:   3.5 liter DOHC V6
Drivetrain:  six-speed automatic transmission, front-wheel drive
Horsepower: 268 @ 6200
Torque:  248 @ 4700
Fuel capacity:  18.5 gal.
Est. mileage:   20/28

The styling hints at the Zen-like calm to be found within.  Mercedes’ new “cubist” face for the E-Class family retains the four-headlight layout that’s become an E-Class trademark, but the headlights are now squared off.  The two-bar grille sports a massive Mercedes logo, in keeping with Mercedes’ coupe style, and the look is equal parts edgy and conservative, sharing the distinctive side treatment and more rakish lines of the E-Class coupe.   Dramatically angled LED taillights improve visibility from the rear, and the E550 features subtle side skirting and standard 18-inch AMG wheels to go with the muscular rear fender treatment.

The angular look continues on the inside, with a five-gauge dash, burl walnut on the steering wheel and instrument panel, and crisp, razor-straight lines.  The E550 Cabriolet looks hard-edged, but it’s comfortable enough for a long drive in the country or a short road trip.  The COMAND infotainment system is standard, and functions are accessed via a seven-inch screen in the dash, and Bluetooth connectivity is standard.  Satellite radio and a navigation system are available, of course.  With the top up, the environment inside the E550 cabriolet is almost indistinguishable from the coupe thanks to a well-insulated three-layer roof.   Mercedes’ drowsy-driving detecting Attention Assist system, just introduced on the E-Class, is also available on the E550 droptop.

Passenger comfort is paramount in this car.  Mercedes has taken steps to reduce the downsides of driving without a roof as well.  The proven AIRSCARF system of neck-warming air vents makes chilly-day motoring more comfortable, and the new AIRCAP reduces air buffeting in the cabin for all four passengers.

Mercedes’ four-place convertible comes in two flavors:  V6-powered E350 and V8-powered E550.  The E550 is powered by a deliciously superfluous 5.5 liter 32-valve DOHC V8.  Variable valve timing ensures that the delivery of the 382 horsepower on hand is effortless, so the E550 can float along quietly or launch with authority depending on the weight of one’s foot on the pedal.  The E550 makes words like “smooth,” “solid” and “comfortable” seem inadequate; I may have to invent new adjectives.  The big V8 under the hood operates without drama, so this car can be entertainingly quick or perfectly docile depending on your need.  A seven-speed automatic transmission is standard equipment.

Even with the top removed, the E550′s body is absolutely solid.  It’s a decent handler as well, thanks to a sophisticated four-wheel independent suspension.  Up front, the E550 uses two-piece control arms and struts, while the rear is a five-link independent layout.    Mercedes’ Dynamic Handling suspension is standard on the E550 cabriolet, and adds electronically adjustable shocks.  ESP stability control is standard.  On the freeway, the E550 is comfortable and stable.  Drilled brake discs and painted calipers are also standard, making the view through the open-design wheels more attractive.  The PRE-SAFE emergency braking system is standard, and is now capable of applying full braking power in the instant before an unavoidable rear-end crash.  This helps to decrease impact speeds and will reduce damage and potential injury.

Combining the many virtues of the E-Class sedan with open-air pleasure, the Mercedes E-Class Cabriolet is possibly the most elegant convertible that mere mortals can hope to afford.   Of course, those mortals had better not be particularly hard up, as E350 cabriolet pricing starts at $57,725.  The E550′s $65,675 starting price may seem a bit dear, but when you consider that this is exactly what the 2009 CLK550 (the E550′s predecessor) stickered for, it’s clear that Mercedes has actually managed to make the MSRP more attractive.

All specs are for the 2011 Mercedes E550 convertible.
Length:  185 in.
Width:  70.3 in.
Height:      55.2 in.
Wheelbase:  108.7 in.
Curb weight:   4048 lb.
Cargo space:   11.5 cu.ft. (top up)
Base price:  $65,675
Engine:   5.5 liter DOHC 32-valve V8
Drivetrain:  seven-speed automatic transmission, rear-wheel drive
Horsepower:  382 @ 6000
Torque:  391 @ 2800-4800
Fuel capacity:  17.4 gal.
Est. mileage:   15/22

So, for 2011, at long last, Jaguar threw out the template completely.  This was a big step for the British brand, whose lineup has always been strongly steeped in tradition.  For the new XJ, Jaguar’s managed to produce a clean-sheet update that manages to incorporate just about everything that makes the cars identified by the chrome cats awesome.  The 2011 XJ is close to being just what a modern Jaguar ought to be, in fact.

It starts with the sheet metal, of course.  The XJ has adopted the lines of the rest of the Jaguar fleet, which are much more “modern” than “retro” apart from the large chrome-mesh grille up front.  At the same time, it’s not derivative of its stablemates, with narrow headlamps and a cool taillight treatment that wraps into the trunklid and looks like nothing else on the road.  The lower body is muscular and powerful, and contrasts with a thin-paneled greenhouse and wraparound rear window that give the impression of a floating roof.  The dynamic lines create a radically smoothed-out interpretation of a luxury sedan and put the XJ into the same class as luxury-sport sedans like the Porsche Panamera and Aston Martin Rapide.  A long-wheelbase version is also available, and maintains the same dynamic look in spite of the stretch.

That’s the class that the XJ needs to be in, of course, especially with the 5.0 liter supercharged V8 under the hood.  This is the XJ Supersport, after all, and with 510 horsepower on tap, the XJ is capable of some serious performance, and it’s going to leave a Lexus LS or Hyundai Equus so far in the dust it’s not even funny.  The all-aluminum Jaguar V8 uses direct gasoline injection and independently variable cam timing to improve efficiency and power delivery.  Jaguar reports a 4.7-second 0-60mph run.  As Jaguar’s blown V8s have always done, the intercooled supercharger nestled between the banks of the V8 engine provides an endless tsunami of torque, rocketing this 4200-pound sedan to hysterically extra-legal speeds without any apparent effort whatsoever.  A six-speed automatic transmission with paddle shifters is standard.  The XJ will cruise sedately at sane speeds as well, and is quite tractable for such a monstrously powerful vehicle as long as you don’t romp too enthusiastically on the gas when the car’s not pointed exactly straight, which is a recipe for stability control intervention.

The standard stability control and active slip-reducing differential that’s standard on supercharged models help to keep the XJ docile on public roads.  The lightweight suspension, consisting of double wishbones in the front and a multi-link rear, is more than capable of playing at high speed on a racetrack, should you decide that’s what you need to do with your XJ.  Jaguar’s ultra-lightweight body construction uses aluminum and more exotic materials like magnesium and other composite alloys, and results in a solid yet relatively lightweight chassis.  The suspension also includes air springs that provide constant leveling, keeping the body flat even during hard cornering.  A host of other driver aids, including Cornering Brake Control and Understeer Control, are installed to ensure that the XJ meets just about any situation with a typically British composure.  Jaguar’s Adaptive Dynamics active suspension is also a part of the package, adjusting the shock response to the road and to the way the XJ’s being driven, whether it’s on the road or track.  The system has three modes that allow the driver to tailor the driving experience to his or her taste.

If you did decide to hit the track in an XJ, you can rest assured that you’d be the most comfortable driver out there.  The four-place interior is outfitted in true British style.  The leather seats feature elegant hand-stitching, and there’s a contrasting leather border surrounding the dash.  The instrument panel is an LED screen designed to look like a set of conventional instruments, and everything is accented with chrome or a choice of wood, carbon fiber or glossy piano-black trim.  There’s even a bit of James Bond-ish high techery, thanks to the eight-inch touch-screen that displays most vehicle functions, a start-stop button that pulses like a heartbeat until the car is started and Jaguar’s round dial-shifter rising out of the console when the car starts.  The seats don’t eject of course, but they also do more than just hug you to keep you in place; they’re heated and feature a massage function as well.  At speed, the XJ is smooth and silent, and triple digit travel is drama-free.   A panoramic glass roof and heated rear seats are standard, as are a parking assist system and adaptive headlamps.

It’s been a while since the XJ commanded a six-figure price, but in Supersport form Jag’s big sedan does exactly that.  The updated and upgraded XJ might surprise some of the Jaguar cynics by being worth that price tag, too.  With a newfound sense of style and elegance, Jaguar’s flagship commands the right balance of luxury and performance to make it a serious “destination” vehicle.  Jaguar XJ Supersport pricing starts at $110,200.

All specs are for the 2011 Jaguar XJ Supersport.
Length:  201.7 in.
Width:  74.6 in.
Height:     57.0 in.
Wheelbase:  119.4 in.
Curb weight:   4281 lb.
Cargo space:   18.4 cu.ft.
Base price:  $110,200
Price as tested:  $111,075
Engine:   5.0 liter supercharged V8
Drivetrain:  six-speed automatic transmission, rear-wheel drive
Horsepower: 510 @ 6000-6500
Torque:  461 @ 2500-5500
Fuel capacity:  21.7 gal.
Est. mileage:   15/21

Just ask Hyundai.  The Korean manufacturer, once known for selling the cheapest cars in North America, has just thrown down a challenge to Mercedes and Lexus…and the truly amazing thing is that it’s not a hollow threat.  The Hyundai Equus is here, and it’s a bona fide competitor to the ultra-luxurious executive transporters by the German and Japanese marques that have controlled the market since they pushed Cadillac and Lincoln out of the nest a few decades back.  

The Equus is the largest, most expensive and most luxurious Hyundai to reach U.S. shores.  It’s a rather nice car even without the “it’s a Hyundai” caveat, in fact.  My tester was mistaken for a Lexus by both onlookers and passengers who weren’t familiar with the winged badge.   Long, low and powerful, the Equus looks right at home parked alongside Mercedes S-Classes and Lexus LS 450s.

The styling is conservative but stops just shy of being boring or overly derivative.   The curb presence is subtle, communicated by a large chrome grille and big, complex high-intensity discharge headlights that turn with the front wheels.  The turn signals are eye-searing LED lights, and the rear light treatment matches the front for boldness.  The side sculpting looks to be strongly influenced by Buick in photos, but seen in the metal the Equus looks right at home in the high-luxury class without looking too much like anybody else.

If the exterior keeps it cool, the interior has no such reservations.  It’s clear from the moment you slip into the Equus that this vehicle has all of the toys.  A dazzling array of buttons surrounds the wood-and-leather steering wheel, while electroluminescent gauges  and a standard navigation system dominate the view forward.  In the Equus, it’s better to be a rear-seat passenger; the lucky executives in the back get to take advantage of the generous legroom, four-zone climate control and powered sunshades.  LED interior lighting is also used to set the mood at night, and can be turned up so that it’s freakishly bright.  Satellite radio and a 608-watt sound system are standard equipment, of course.  The Equus is available in two grades:  “Signature” and “Ultimate.”  Neither of them can be considered entry-level; the Signature sports high-luxury amenities like an Alcantara faux-suede headliner, massaging driver’s seat, front and rear parking assist and all the seat heating and cooling you could ever wish for.  Five-passenger seating is available.  The four-passenger-only Equus Ultimate punches up the luxury quotient for the passengers, with reclining and massaging back-seat chairs, a refrigerator and an entertainment system.  The Equus is so high-tech that the owner’s manual is an iPad.

Performance is a key factor in executive transport.  These cars don’t see much track time, of course, but being able to accelerate smartly away from the masses is part of the privilege.  The Equus ensures its ability to dominate the proletariat with a 32-valve DOHC 4.6 liter V8 producing 385 horsepower.  The 4.6 V8′s power is more than adequate and delivered with proper smoothness, thanks in part to variable valve timing.  The Equus is not given to drama, but it will politely shoo lesser cars out of the way with its cow-catcher like chrome grille.  A six-speed automatic transmission and rear-wheel drive are standard.

Massive curb weight and a compliant suspension make the Equus a good high-speed mile eater.  The car weighs well over two tons, so it can’t help but be stable over the road.  An electronically controlled air suspension provides a ride that’s just this side of a magic-carpet cruise thanks to real-time damping control, and hefty swaybars keep the big car flat during cornering.  The Equus wears big nineteen-inch wheels as well, so while the ride is smooth, drivers never feel overly disconnected from the road.  Electronic power steering is standard, as are stability control and a lane departure warning system.  Hyundai has combined the stability control, intelligent cruise control and other functions into the Vehicle Stability Management (VSM) system, which works similarly to Lexus’ VDIM to ensure the Equus remains on the road and in control.  In the event of an impending crash, VSM triggers the seatbelt tensioners to keep passengers in place.

If you thought the Genesis was as close to “real” luxury as Hyundai would ever get, you were mistaken.  Driven back to back with the Lexus LS, the Equus measures up nicely.  Mercedes and Audi still have the edge in presence, I think, because they’ve always been better at the drama aspect of luxury cars.  The Equus is undeniably elegant, but in a somewhat faceless way.  Of course, it all comes down to the bottom line.  Hyundiai’s pricing is never of this world, but the Equus seems to be a step beyond even that, as its $58,000 starting price undercuts that of its competitors by an entire Sonata sedan or more.  The Equus Ultimate has an MSRP of $64,500.  While ultra-luxury buyers are not traditionally bargain shoppers, the Equus makes a great deal of sound financial sense.

All specifications are for the 2011 Hyundai Equus.
Length:  203.1 in.
Width:  74.4 in.
Height:      58.7 in.
Wheelbase:  119.9 in.
Curb weight:   4486 lb
Cargo space:  16.7 cu.ft.
Base price:  $58,000
Engine:   4.6 liter V8
Drivetrain:  six-speed automatic transmission, rear-wheel drive
Horsepower:  385 @ 6500
Torque:  333 @ 3500
Fuel capacity:  20.3 gal.
Est. mileage:   16/24

These days, the X5 is more of a large, wide station wagon that can go anywhere than it is a truck of any sort.  It’s still got the ability to tow and haul, of course, but with a fresh redesign that adds more painted surfaces in place of utilitarian plastic, the X5 is unlikely to be anyone’s workhorse no matter what its towing capacity is.  After spending a week with the diesel-powered X5 XDrive 35d, it’s clear that this sport-ute is more about a comfortable ride and a high-style arrival than it is about tackling muddy ditches.

The X5 has been very subtly redrawn, and at a glance it’s indistinguishable from its predecessor.  BMW has added stronger, squared-off fender flares, however, and the hood is deeply contoured to accent the familiar BMW face with its quad headlamps and twin-kidney grille.  Foglights ride in the bumper.  The X5 has a planted, road-ready stance thanks to a long wheelbase and short overhangs, and the beltline and window shape are reminiscent of BMW’s car lineup.  Xenon adaptive headlamps with the brand’s unique “corona rings” are standard.  At the rear, the lower bumper has been resculpted to match the front and frame the dual exhaust.

The interior is standard angular-BMW fare.  The X5 looks broad and vast on the inside, partly because it is, and there’s ample space for up to five passengers.  Three new interior colors and a choice of aluminum, walnut, poplar or bamboo trim provide a variety of handsome and comfortable environments inside.  Rain-sensing wipers and navigation system that offers directions in the HUD and can be programmed on the fly were also much appreciated during my test drive.  In fact, believe it or not, the BMW had one of the easiest-to-use navigation systems ever.  Really?  BMW, the inventors of inscrutable Teutonic ergonomics?  Well, yes.  The latest-generation iDrive has gotten a lot less inscrutable.  It works much more like Audi’s Multi-Media Interface (MMI), to be honest, but that’s not all bad, and it makes up for the X5′s having the slowest power tailgate in the Western Hemisphere.

The X5 XDrive 35d is packing a twist that most luxury SUV’s don’t; there’s a diesel engine under the hood.  BMW’s 3.0 liter diesel is a common-rail powerplant with an inline six-cylidner layout and twin turbocharging.   This diesel’s not built for towing and hauling though, despite the 265 horsepower and 425 pound-feet of torque that are available.  True to the brand’s sporty nature, the X5′s diesel is all about performance.  This big sport-ute gets going with shocking speed considering its size–remember, the X5 weighs two and a half tons–and without much obvious effort.  The 0-60 run is under seven seconds, according to BMW; the X5 XDrive 35d performs just like a gasoline-powered BMW.  A six-speed automatic transmission gets the power to the road.  BMW’s fully electronic push-pull transmission interface takes some getting used to.   Fuel economy is comparatively good, of course; BMW’s diesel sport-ute is rated at 19/26, which is comparable with some compact SUVs.

The drive is all the more enjoyable because of the ridiculously competent suspension.  The standard XDrive all-wheel drive system is nearly impossible to upset.  Throw it into a corner at speed?  The big beast really doesn’t mind, thanks to the stability control that’s practically built into the all-wheel drive system.  The suspension is very communicative, and handles rutted Michigan roads without undue drama.  Large four-wheel disc brakes keep the X5′s weight from overwhelming it when it comes time to stop, as well.  A lane-departure warning system is newly available as well.

The X5 XDrive 35d is many things:  comfortable, confident, relatively efficient and capable.  It is not, however, inexpensive.  Pricing for this beast starts at $52,175, which is a $5000 step up from the base gas-burning X5.  My tester was equipped with a cold-weather package, Adaptive Drive, navigation, satellite radio and Park Distance Control among other luxury add-ons, taking the bottom line to $65,825.  As is frequently the case with BMW products, that represents a pretty significant hole to have burned in one’s pocket, but those who choose to do so will be amply rewarded with performance, versatility and a whole lot of street cred thanks to the badge on the hood.

All specifications are for the 2011 BMW X5 XDrive 35d.
Length:  191.2 in.
Width:  76.1 in.
Height:     69.9 in.
Wheelbase:   115.5 in.
Curb weight:   5192 lb.
Base price:  $52,175
Price as tested:  $65,825
Engine:   3.0 liter twin-turbocharged inline six-cylinder
Drivetrain:  six-speed automatic transmission, all-wheel drive
Horsepower:  265 @ 4200
Torque:  425 @ 1750-2250
Est. mileage:   19/26

Without hesitating or breaking into a run, I approach the SLS AMG, whose driver’s door stands invitingly open.  Nobody challenges me, or jumps into the driver’s seat before I can.  I take the chance.  I slip inside and pull the gullwing door shut behind me, blocking out the sounds from the track.  I find myself wrapped instantly in taut red leather.   I’ve sat in the Italian hypercars–Lamborghini Murcielago and Gallardo, Ferrari 599 GTB and Scaglietti—and they’ve never done all that much for me.   The Mercedes SLS AMG feels different.  It feels like a place that I want to be in.  Where the Ferrari and Lamborghini seem to be trying to intimidate their passengers into leaving, the SLS AMG is a chamber of awesome secrets and adventures, just waiting to be activated.  I feel instantly at home, in a car-guy-connecting-to-a-car way that doesn’t happen every day.  This feels like the first time I sat in a Miata.  This is fated.  This car WANTS me to drive it, and if anybody tries to keep it from happening, they’re going to have a fight on their hands.
The Mercedes switchgear is familiar, but the view out the long hood and narrow windshield is entirely new.  When closed, the gullwing doors seem ordinary, and it’s not the least bit claustrophobic inside in spite of the heavily bolstered seats.   The SLS AMG is actually comfortable, unlike the average Lamborghini.  The dash and console are a slightly simplified version of Mercedes’ familiar layout, and the COMAND infotainment system is standard.  The headliner is Alcantara faux-suede leather, and Mercedes’ “designo” hand-stitched leather is used on most of the interior panels.   If I so chose, the available eleven-speaker Bang & OIufson sound system could wrap me in digitally-processed sound just as completely as the cabin does with leather.

Still, nobody has rushed up to tell me I can’t drive the SLS AMG.  A touch of the starter button and a woofling snarl of V8 mayhem potential later, I have no interest in anything Lamborghini has to offer.   With exotics, it’s all about the presentation, and what the Murcielago has to offer I’ve seen a hundred times before, played over and over since the Countach.  As the first Mercedes designed from the ground up by in-house hot-rod department AMG, the SLS AMG is something else entirely, a throwback even farther than that, to the days when the only mid-engined cars were a bunch of weird Audis that looked like belly tank lakesters.   This car is all nose and no tail, a coffin-like hood with a gaping maw and giant Mercedes logo leading the way.  The roof is low, defined by the classic-inspired gullwing doors.  The SLS AMG doesn’t follow the modern exotic template, but still manages to make it clear that it’s something extremely special.

I can feel everyone looking at me as I pull out of the paddock to make a drive loop, but nobody’s running after me.  I drive casually, and suddenly I’m out on the road.  I’m out on the road in a Mercedes SLS.  This is what it would’ve felt like if I had shown up at my high school reunion with Halle Berry on my arm.  I seriously contemplate not going back, just for a moment.  I could just swing by the hotel and pick up my luggage, and take off.  By the time anyone realized the SLS AMG hadn’t been seen for an hour, I’d be out of the state; I could put it in a trailer and take it to Montana, where only my closest automotive confidants and I would know where it was, and then we could drive it up and down Big Mountain at night.

Such larcenous thoughts are quickly dispelled by a touch of the gas pedal and an intoxicating, woofling roar from the AMG exhaust.  The SLS blats when you lift off the gas, and has a boundless potential to go, go, go, go if you keep your foot in it.  This is power–563 horses worth, to be specific.  The 6.3 liter V8 under the hood is no ordinary engine–it features a race-bred dry-sump layout that ensures good lubrication during hard cornering.  The dry-sump engine’s oil pan-less design also allows the engine to be mounted lower and farther back in the chassis to improve the front-rear weight balance.   Ultra lightweight forged aluminum pistons reduce weight, and a velocity-stack intake ensures deep breathing.  The SLS AMG is light for its size, at 3571 pounds, thanks to an all-aluminum body.  I can’t help but cackle madly as the big Mercedes races eagerly to ludicrously dangerous speeds.  Mercedes has recorded a 3.7-second 0-60 run with this car, and that may be a conservative estimate.  Helping to keep the weight balanced is a rear-mounted seven-speed dual-clutch automatic transaxle and a carbon-fiber driveshaft.  Steering wheel paddles control manual up- and downshifts, and the transaxle includes rev-matching capability.  The exhaust barks and crackles as I let the gullwing coast down to mortal speeds.  Yes.  I want this.

It’s decently composed at low speeds as well. The roads around Elkhart Lake aren’t the smoothest by a long stretch, but the SLS doesn’t offer a punishing ride; it seems to have been designed for the real world, where there are sometimes frost heaves and uneven pavement, and it doesn’t shudder or skip about when confronted with bad roads.   An all-aluminum four-wheel double-wishbone suspension with track rods at each wheel is borrowed from Mercedes’ Formula One experience.  Unsprung weight is kept down by lightweight staggered wheels–nineteen inches up front and twenty in the rear.  The brakes are also borrowed from the racing department; exotic two-piece floating discs are grooved and drilled, and ceramic discs are available.  At real-world speeds, the SLS AMG is composed and calm, without the twitchy, nervous behavior of some hyper-performance cars.

The SLS AMG is, not surprisingly, Mercedes’ performance flagship–both on the road and on the track, as it’s been homologated for GT3 racing.  By challenging the doorstop-shaped supercar status quo, the SLS AMG is a head-turner in a market segment that’s already known for head-turning products.   This is, first and foremost, a lust object, but if you’re lucky enough to have the $185,750 to make the dream a reality it’s also a dream you can live with.

All specifications are for the Mercedes SLS AMG.
Length:  182.6 in.
Width:  76.3 in.
Height:     49.3 in.
Wheelbase:  105.5 in.
Curb weight:   3571 lb.
Cargo space:   6.2 cu.ft.
Base price:  $185,750
Engine:   6.3 liter DOHC V8
Drivetrain:  seven-speed dual-clutch automatic transaxle, rear-wheel drive
Horsepower:  563 @ 6800
Torque:  479 @ 4750
Fuel capacity:  22.5 gal.
Est. mileage:   14/20

Take away that distracting hybrid-ness, and the CT200h makes somewhat more sense.  The premium compact market is still a limited one, but with cars like the Volvo C30, Audi A3 and now the BMW 1-Series running about, there’s definitely a place for a smaller and more efficient luxury vehicle in the hearts of a few American buyers.  Lexus has just chosen to sweeten the pot on its new entry-level car by making it an extremely efficient hybrid.

It’s not a bad looking hybrid, either.  Riding the Prius platform didn’t work so well for the forgettable HS250h, which I predict the CT200h will eventually replace, so this car has its own chassis and a look that’s very distinctive from the other gas-electric hybrids.  Like the Honda CR-Z, the CT200h features a sporty design and a suspension bred for curvy roads, and it’s clear from the first glance that the words “engage” and “dynamic” feature very heavily in the marketing materials.   LED daytime running lights and taillights are standard, and a full-LED headlight system is available. This svelte five-door gets its looks from science, as the body is fluid-dynamic designed for maximum aerodynamics.  Underbelly panels improve airflow below the car.  To keep weight down, the hood is aluminum.  In spite of its hybrid system, the CT200h is the lightest Lexus.  Lexus even reduced the weight of the sound system.

The interior’s very comfortable, with laid-back seating and next to no engine noise.  The base interior is trimmed in a faux-leather material called NuLuxe.  It feels good, has a distinctive pattern to set it apart from the perforated leather that’s an upgrade, and is actually lighter than cowhide.  The instrument panel is dramatically sloped and multi-tiered.   A choice of ash burl, bamboo or metal interior trim is available.  There’s also a cool “universal device holder” available, that mounts to the console and can hold anything from an iPod nano to a handheld GPS system.  Serious environmentalists should note that the floormats use 30% plant materials, and the CT200h’s interior is designed to be easily disassembled and recycled.  It’s a clever do-all thanks to fold-flat rear seats that open up a 14 cubic-foot cargo area.  The Lexus luxury is still present, in the form of an available navigation system, seat heaters, backup camera and moonroof.  This is not the sort of hybrid you’ve gotten used to seeing.

That’s not to say that the CT200h is completely unrelated to the Prius; while it rides its own chassis, the engine and ECVT transmission are basically the same, with some upgrades for the CT200h.  What sets this car apart is a two-stage battery boost that raises the power of its compact next-generation nickel-metal hydride battery from 500 to 650 volts.  With 80 horsepower from the electrical side and 98 from the 1.8 liter Atkinson-cycle engine, the CT200h’s total output is 178 horses.  That’s not much, unfortunately, especially in these days of 200-horsepower compact cars.  The CT200h’s acceleration is lukewarm at best, and it’s liable to disappoint buyers who are comparing it to the much swifter C30 and A3.  That said, it’s got long legs, and once up to freeway speeds it’ll cruise with traffic without complaint.  The CT200h’s 43/40 fuel economy blows everything else in its class out of the water, including the diesels.

The CT200h’s hybrid system features four modes: EV, ECO, Normal and Sport.  Like the Prius, the EV mode locks the powertrain into electric-only mode for short-distance, low-speed travel.   In Sport mode, the CT200h changes mood.  The electronic power steering becomes firmer, throttle response becomes quicker and battery output is boosted to 650 volts.  Like the GS450h, the hybrid system becomes a power-boost instead of a fuel-saver, in this mode.   To reflect this change, the dash lighting turns red, and the fuel economy gauge on the far left becomes a tachometer.

The suspension consists of MacPherson struts up front and a double-wishbone trailing arm layout at the rear.  Under the hood, what looks like a strut tower brace is actually a “performance damper” which works like a horizontal shock absorber to reduce the body-structure vibration common to stiff-structured vehicles.  The reduction in noise, vibration and harshness is obvious on the freeway.  A second performance damper connects the rear frame horns.

All of Lexus’ usual driver aid alphabet soup is here:  ABS, TRAC, VSC, EBD and PCS.  Eight airbags assure a high level of safety in the event that all of the electronic aids still can’t keep you from crashing into something.  There’s some tire noise on coarse pavement, but the CT200h comes much closer to Lexus’ dead-silent ideal than the HS250h ever did.  The CT200h feels light yet sorted–by comparison, the Europeans it competes with tend to feel tanklike.

It’s arguably the most entertaining hybrid to come along, with more personality than the (much less expensive) Honda CR-Z.  Five-doors and premium compacts are always cool, and the CT200h is definitely in step with the rest of the class.  If it seems like a five-door sporty hybrid has limited appeal, that’s part of its intended charm.  Sales projections are actually rather conservative for this car.  Lexus wants CT200h to impress younger buyers who will be experiencing the brand’s legendary customer service and new prepaid preventive maintenance program.  With the CT200h, Lexus hopes to make new-car ownership almost entirely trouble-free.   Pricing for the CT200h is in line with other premium compacts, starting at $29,120.

Specifications:
All specifications are for the 2011 Lexus CT200h.
Length:  170.1 in.
Width:  69.5 in.
Height:      56.7 in.
Wheelbase:  102.4 in.
Curb weight:   3130 lb.
Cargo space:   14.3 cu.ft.
Base price:  $29,120
Engine:   1.8 liter DOHC 16-valve four-cylinder with 650V permanent-magnet motor-generator
Drivetrain:  continuously variable automatic transmission, front-wheel drive
Horsepower:  98 @ 5200 (gas); 80 (electric)
Torque:  105 @ 4000 (gas)
Fuel capacity:  11.9 gal.
Est. mileage:   43/40

Few people seem to realize that Buick’s actually a pretty competent maker of cars.  Sure, there have been a spate of crappy ones, and the performance guys pooh-pooh the brand, but when it comes to American-style comfort and affordable luxury, Buick knows its game.   The brand’s heritage is evident in the waterfall grille that dominates the front aspect, and the strong hoodline and four-element headlamps are familiar Buick styling elements.   The body is a compact ovoid envelope accented by character lines at the flanks.  It’s a more spare design than the larger Buick vehicles, which tend to be a bit overwrought.  The Regal is a more youthful design, overall.

The interior isn’t quite “pure Buick,” but that’s just because the Regal is taking things to a new level.  There’s no denying the ice-blue LED dash lighting and two-tone interior with its unique Kibo wood-finish trim, will communicate to buyers that this is a very different vehicle from the rest of its class.  There’s a distinctly different styling influence that comes from the Chinese input into the Regal’s design.  Dramatically flowing lines create an interior of unusual shapes, and there’s a multi-function control on the console attending to the sound system and other equipment.  Still not convinced?  The Regal features standard leather and heated seats, as well as Bluetooth connectivity.  Available equipment includes a Harman-Kardon sound system, and a 10GB music hard drive.

Two engines are offered.  The Regal’s standard powerplant is a 2.4 liter direct-injection four-cylinder that produces 182 horsepower.  That may not sound like much, but it gets the Regal around and it’s good for freeway fuel economy in the thirties.  At 3600 pounds, the Regal’s a relatively light vehicle for the class, so the 2.4′s 182 horses go a long way.   At higher revs the engine sounds a little bit stressed, but the power band is broad.  The optional turbocharged 2.0 liter engine raises output to 220 horses, and nudges the Regal toward bona fide sports sedan territory.  A selectable six-speed automatic transmission is standard, but Buick promises that a six-speed manual is on the way.

The Regal’s new competitors are known for entertaining handling–something that Buicks have not traditionally been known for.  To make sure it’s in the game, the Regal is equipped with a double wishbone front suspension and a multi-link independent rear.   As a result, the Regal feels a great deal more light-footed than the average Buick.  With the 2.0 turbo engine, Buick adds its new Interactive Drive Control, an active suspension with driver-selectable suspension settings.  StabiliTrak stability control is standard, as are anti-lock brakes.

The excellent, athletic road feel and a fantastically attractive interior are the high points.   A more refined engine might help a little, but that’s only because the Buick folks have picked the Volvo S60 and Acura TSX as potential competitors, positioning the Regal a class or two higher than it actually is in the automotive pecking order.   When it comes down to the bottom line, that’s the magic of the Regal; it offers comfort, style and luxury that belies the $26,995 starting price.  The more powerful turbocharged engine is available starting at $29,495.

All specs are for the 2011 Buick Regal.
Length:  190.2 in.
Width:  73.1 in.
Height:     58.4 in.
Wheelbase:  107.8 in.
Curb weight:   3600 lb.
Cargo space:   14.25 cu.ft.
Base price:  $26,995
Engine:   2.4 liter DOHC inline four-cylinder
Drivetrain:  six-speed automatic, front-wheel drive
Horsepower:  182 @ 6700
Torque:  172 @ 4900
Fuel capacity:  18.5 gal.
Est. mileage:   20/30

The seventh-generation XJ was introduced in 2004; the long wheelbase (LWB) version followed later that year as a 2005 model.  The wheelbase has been stretched five inches, and most of that is devoted to improved rear legroom.  Does it work?  The LWB model accounts for more than half of XJ sales.  For 2006, the lineup gets subtle design tweaks, a higher level of standard content, and, most significantly, the Portfolio limited edition, of which only 150 will be brought to North America.  Inspired by Concept Eight show car that hit the circuit in 2004, the XJ Portfolio builds upon the impressive, all-new platform introduced in the same year.  

The XJ lineup sports a new chrome-mesh grille, which is shared with the rest of the Jaguar lineup.  The side moldings have been shaved, to give the car a cleaner look, and new wheels improve its curb presence as well.  Apart from those tweaks, it’s still a long, low car with those unmistakable Jaguar looks.  The Super V8 Portfolio stands out at the curb, thanks to unique 20″ wheels and chrome “gills” behind the front wheelarches.  It’s available in just two colors:  an imposing dark Black Cherry and an elegant, airy Winter Gold.

Motivating the XJ is a choice of V8 engines.  The base engine is a 4.2 liter V8, re-certified for 2006 to 300 horsepower.  Jaguar’s 4.2 is a smooth and relaxed engine, made smoother by dual overhead cam construction and the XJ’s light body structure.  For acceleration to match Jaguar’s reputation for performance, buyers are advised to step up to the supercharged version of the same powerplant, with an additional hundred horses under the hood.  Standard equipment with the Super V8 Portfolio, the supercharger adds big speed for leadfeet, and a more relaxed drive for normal drivers.  It’s slightly noisier than the naturally-aspirated engine, but the supercharger whine doesn’t intrude on the interior atmosphere much.  The six-speed automatic transmission is up to the tasks of hard launches or freeway travel, although only the Jaguar-faithful will appreciate the weird “J-gate” shifter.

In truth, four hundred horsepower is superfluous in this case.  Alloy construction makes the XJ extremely light on its feet, especially considering its size.  The all-aluminum monocoque body structure makes the XJ lighter than its size would suggest–Jaguar says it enjoys a weight advantage of up to 800 pounds over some of its competitors.  The suspension uses lightweight forged aluminum components, with race-inspired double wishbones at all four corners.  At freeway speeds the XJ is magnificent, well-poised and almost light on its feet.  There’s a bit of up-and-down motion on the freeway, that only performance drivers will notice.  Supercharged XJs are equipped with Jaguar’s air-damped Computer Active Technology (mysteriously abbreviated to CATS), and the tighter suspension excises the porpoising.  Below that, it’s a bit clumsy, in part due to the extended wheelbase, and twisty roads aren’t the XJ’s natural habitat.  It’s happiest on long, gentle curves and up-and-downs.  Tight roads annoy the long wheelbase and it’s reluctant to turn in.  In normal driving, Jaguar’s Dynamic Stability Control helps to keep the XJ going in the direction it’s pointed in.  Stopping isn’t as much of a problem; the XJ’s revised-for-’06 brakes offer larger discs and improved pedal feel.

Enough of the nuts and bolts; let’s talk about what’s inside.  This long, low sedan isn’t as spacious inside as some of its competitors, but that just makes the atmosphere intimate.  The back seat is more fun than the front thanks to copious legroom, four-zone climate control and the available DVD entertainment system, whose twin screens mount in the backs of the headrests.  Of course, a slew of refinements has been made under the skin, mostly in the name of improving the atmosphere.  Jaguar engineers added a second firewall up front, to help “cocoon” the engine and reduce drivetrain noise.  Laminated glass is used in the windshield and side windows as well.  The laminate is a five-layer sandwich that works similarly to double-paned glass, but without the weight penalties.  This is a luxury car, pure and simple.  Nobody does “elegant” like Jaguar.  Lexus and BMW have their signature build quality, and Mercedes and Audi have the lavishly trimmed and sculpted interior thing down, but “elegant” is always the first word to pop to mind upon entering a Jaguar.  The Super V8 Portfolio goes one step beyond, with gorgeous satin-finish Conker black walnut wood, reclining rear bucket seats and a suede headliner to set it apart from the rest of the line.  These little touches transform the interior and take what’s merely elegant right over the top.

Start picking at the nits, though, and the XJ seems a bit unfocused on its mission of elegance.  The turn signal stalks are strangely downmarket pieces.  The ergonomics of the navigation system are curious, and the newly available Sirius satellite radio looks like a poor Best Buy installation job.  It’s hard to find a comfortable seating position, and the steering wheel feels like it’s too close to the dash panel.  The XJ seems to be about being seen, rather than driving.  Does any of that hurt the atmosphere?  Not a bit.  The wood and leather are gorgeous, and the XJ Super V8 Portfolio does a great job of shutting out the world outside, right down to the climate control that kept our test car solidly at 73 degrees while the mercury outside soared to 108.

Hot outside and cool inside is a good metaphor for the XJ, ultimately.  Jaguar offers a distinct alternative to the more common luxury cars from Europe and Japan.  The XJ Super V8 Portfolio offers the exclusivity of extremely limited production and a higher level of luxury.  Is it worth the $115,995 MSRP?  Maybe not, but it still makes a heck of a flagship, matching the elegance of Mercedes’ S-Class or Lexus LS430 easily.  Besides, it’s a moot point as the majority of this year’s Super V8 Portfolio run is already sold.  Jaguar knows a good thing when it builds it.

Specifications:
All specs are for the 2006 Jaguar XJ Super V8 Portfolio.
Length:     205.3 in.
Width:        83.0 in.
Height:        57.3 in.
Wheelbase:    124.4 in.
Cargo space:    16.4 cu.ft.
Base price:        $115,995
Price as tested:        $115,995
Engine:         4.2 liter DOHC 32-valve supercharged V8
Drivetrain:         six speed automatic transmission, rear-wheel drive
Horsepower:         400 @ 6100
Torque:         413 @ 3500
Fuel capacity:        22.3 gal.
Est. mileage:        17/24

Since its introduction, Infiniti’s full-size SUV has been a badge-engineered Nissan Armada; a capable vehicle, but nothing to write home about.  Additionally, the full-size luxury SUV market has collapsed to about a third of what it was at its peak five years ago.  Big, gas-guzzling sport-utes would appear to be the last thing on consumers’ minds at the moment, especially those that lack the star power of a Cadillac Escalade or Range Rover.

Infiniti believes the market is stabilizing, however.  Additionally, full-size luxury SUV buyers tend to be younger, which helps the demographic numbers.  Younger buyers mean repeat buyers, and naturally the G37 owner who’s looking for something to tow a boat will want to stay in the family.  Okay, fine, I’ll drink the Kool-Aid.  This truck makes sense from a marketing standpoint–or, at least, you can talk yourself into a rationale for its existence.  Here’s a more practical reason:  the new QX56 is big and comfortable and a great deal nicer than a Cadillac Escalade.  These facts are likely to sway more buyers than the demographics argument, in any case.  This massive sport-ute features sumptuous appointments, a raft of high-tech equipment and the same capability as before.

Gone is the silhouette that bore an embarrassing resemblance to the Nissan Armada.  In fact, the new QX56 no longer shares a platform with that vehicle.  Infiniti styling cues include the grille, a gigantic wave-form hood and swept-back headlamps.  The boxy styling has been rounded off and smoothed down the sides, resulting in taut sheet metal similar to Infiniti’s sedans.  This truck isn’t all bling, either; the fender vent on the driver’s side is functional, as are front and rear spoilers.  At the rear, LED taillights and a rear window that curves gently with the contours of the tailgate ensure that the QX56′s style carries all the way through.  Twenty-two inch wheels are available.  The chrome rear license plate surround matches the grille, while towing hardware is hidden behind a bumper cover for a smooth, finished look.   There’s a lot of visual bulk.  It’s not surprising to hear that the new vehicle is longer, lower and wider, though not by much.  Overall length was kept reasonable by moving the hitch into the bumper, and the height came down thanks to a whittled roof rack.

The interior has been designed to emulate that of an executive jet in subtle ways.   The QX56 features soft-touch surfaces nearly everywhere and elegant stitching on the available semi-aniline leather.  The console is similar to that of other products from the brand, only writ large, while some ancillary functions are controlled by a rotary dial and the electroluminescent instrument panel is appealingly complicated.  Down underneath all of the luxury there’s a serious truck, after all.  Eight-passenger seating is available, but the seven-passenger cabin, which features captain’s chairs and a console for second-row passengers, is more comfortable.  Power-tumbling second row seats are controlled from the driver’s seat.  The third-row seats are power-operated, and have a reclining feature, while heated/cooled seats and second-row seat heaters are available.  Working behind the scenes, the QX56′s Advanced Climate Control can detect gases and odors and automatically recirculates interior air to keep offensive odors out.   The thirteen-speaker Bose sound system and 9.3-gig Music Box help to keep the sounds of the outside world a distant memory, while the standard navigation system with an eight-inch HD screen makes road trips a breeze.  A Theater Package with dual seven-inch video screens and wireless headphones is also available.  Infiniti makes the handy Around View Monitor standard on the QX56, and its multiple cameras are useful both because of the vehicle’s size and for navigating while towing.  Another neat trick is the “interactive” tire pressure monitoring system, which flashes the hazard lights while the tire is being filled, then honks the horn to let the driver know that the proper pressure has been reached.

A direct-injection 5.6 liter V8 is the standard and only powerplant offered.  Also used in the M56, the 400-horsepower engine represents an eighty-horse jump over the outgoing QX56, and the power is noticeable in spite of the truck’s size.  Direct gasoline injection and variable valve lift help to provide smooth power delivery.  The 5.6 is happy to make NASCAR-noises as well, should you decide to leave the pedal on the floor.  This isn’t good for fuel consumption, of course, though the more efficient direct-injection system does improve full-throttle performance.  The QX56′s 14/20 economy is good for the class and an improvement over the previous model.  The all-wheel drive is an automatic system that can be locked for dealing with harsh terrain.  The seven-speed automatic transmission has selectable shift modes and includes Nissan’s Downshift Rev-Matching software for a smoother ride.  Hill-Start, Snow and Towing modes enable the QX56 to automatically fine-tune throttle response to various driving situations.  The QX56′s towing capacity is 8500 pounds.

Underneath, the rugged QX56 is no longer related to the Nissan Armada.  The new model shares underpinnings and an assembly line with the legendary Nissan Patrol, which isn’t sold in the U.S.  It’s a definite improvement over its trucklike predecessor.  Double-wishbones are used at all four corners, with a self-leveling shocks at the rear.  Hydraulic Body Motion Control (HBMC) is a high-tech active suspension system that reduces body roll and bouncing on rough roads.  In vehicles so equipped, the roll bars are replaced by cross-linked hydraulic chambers attached to the shock absorbers.  By transferring fluid from one side of the vehicle to the other, HBMC is able to reduce body lean during cornering.

This big beast is nothing if not confident on the road.  Vehicle Dynamic Control stability control is standard.  Optional driver aids include Lane Departure Warning (LDW) and Lane Departure Prevention (LDP) systems, Intelligent Cruise Control (ICC), Blind Spot Warning (BSW), Distance Control Assist (DCA) and Intelligent Brake Assist (IBA).  LDP applies the brakes to prevent unintended lane drift, if the driver doesn’t notice the buzzer and visual warnings of LDW.  DCA alerts the driver to slowing traffic, if a reaction to obstacles is not detected quickly enough.  The “intervention” safety aids (DCA and LDP) are off by default, to keep from annoying drivers who don’t like the electronic meddling.

What hasn’t changed about the QX56 is that it’s still a big, heavy thing.  The light-touch power steering and flat cornering when equipped with the HBMC offer a secure ride, but at the expense of road feel.  As a result, it has a vague, disconnected feel on the road.  Steering is direct and the QX56 is easy to drive, but it feels somewhat numb.

So, does the new QX56 earn its place in the rarefied luxury-SUV market?  Perhaps.  The new styling and incredibly smooth ride definitely stand out–this truck makes an Escalade feel like a farmer’s old Suburban by comparison.  On the other hand, image counts for a lot, and in this market the Escalade and Range Rover are the street-cred gold standard.  Infiniti has priced the new QX56 essentially the same as the 2010 model.  MSRPs start at $56,700 for the 2WD model, and $59,800 for 4WD.  My tester stickered for $69,550 and included the Theater package, Deluxe Touring package and Technology package, making it just about fully loaded.

All specs are for the 2011 Infiniti QX56.
Length:  208.3 in.
Width:  79.9 in.
Height:      75.8 in.
Wheelbase:  121.1 in.
Curb weight:   5850 lb.
Cargo space:   16.6 cu.ft. (behind third-row seat)
Towing capacity:  8500 lb.
Base price:  $56,700
Price as tested:  $69,550
Engine:   5.6 liter 32-valve V8
Drivetrain:  seven-speed automatic transmission, four-wheel drive
Horsepower:  400 @ 5800
Torque:  413 @ 4000
Fuel capacity:  26.0 gal.
Est. mileage:   14/20