Automobile Information & Articles

2006 Mercedes-Benz CL-Class reviews

One of the finest coupes on the road today, the CL is an artful blend of performance, technology and classic luxury that rarely fails to impress.

Pros
Superbly refined in every respect, dizzying array of high-tech features, classic styling, impressive performance.

Cons
Complex navigation and audio systems, cramped rear seat.

What's New for 2006
The AMG Sport package, with AMG-designed bumpers, side sills and 18-inch alloy wheels, is now standard. The CL600 loses its integrated cell phone but picks up some former options as standard equipment, among these Keyless Go, an electronic trunk closer and a heated steering wheel.

]]> Introduction:
Based on the flagship S-Class sedan, the CL-Class' naming might confuse some folks into thinking it shares components with the C-Class or CLK-Class. Well, it doesn't. Regardless of its quirky nomenclature, this stylish and swoopy version of the company's top-of-the-line coupe debuted in 2000, replacing the more squarish and upright 1993 to 1999 version. The CL500 is the standard eight-cylinder model, while the CL600 adds a formidable 12-cylinder power plant. Both deliver exceptional performance that makes them exhilarating to drive, yet their capabilities are never intrusive when they're not wanted, as the CL is a calm and quiet cruiser. An active suspension system, called Active Body Control (ABC), helps these big coupes handle like much smaller sports cars. The system helps to minimize or eliminate unsettling movements, such as body roll while cornering and squat and dive under acceleration and braking. Another high-tech feature is the Pre-Safe system, which can anticipate an imminent accident, and automatically tighten the seatbelts and position the power seats to afford the best protection for the occupants. Beautiful to look at, ride in and drive, the CL has the grand touring coupe segment virtually all to itself, with only BMW's 6 Series coming close in terms of offering all-out supercar levels of performance along with seating for four adults.

Body Styles, Trim Levels and Options:
The CL is a two-door coupe available in two trim levels: CL500 and CL600. Both feature nearly all the luxury amenities you would expect in a flagship coupe including high-intensity discharge headlamps, a DVD-based navigation system, dual-zone automatic climate control, an eight-speaker Bose sound system, 14-way power-adjustable seats and generous amounts of leather and wood trim. Options include ventilated seats with built-in fans to keep one's backside cool on sultry days and a power lumbar support that also inflates and deflates twice a minute, providing a slow massage to keep fatigue at bay on a long trip. Also available is adaptive cruise control, parking sensors and special designo packages for a more customized interior look.

Powertrains and Performance:
The CL500 is powered by a 5.0-liter V8 rated for 302 horsepower and 339 pound-feet of torque that delivers power through a seven-speed automatic transmission. Not to be outdone, the CL600 has a 5.5-liter V12 fed by twin turbochargers that produces an astounding 493 hp and 590 lb-ft or torque. Mercedes claims that these staggering numbers allow the CL600 to accelerate to 60 mph in just 4.5 seconds. A five-speed automatic is standard on the CL600.

Safety:
Standard safety equipment includes four-wheel antilock disc brakes; electronic traction and stability control; seat- and headliner-mounted side airbags; and emergency braking assist. Seatbelt pre-tensioners and belt-force limiters are used at all four passenger positions.

Interior Design and Special Features:
Virtually every luxury and convenience item, including a navigation system and power door-closing assist, is standard on every CL. Specific wood trim is fitted as well, with dark interiors having burled walnut, while lighter cabins are graced with chestnut timber. Most of the controls come straight from the S-Class, but the quality of materials is even better in the CL, with a leather-trimmed dash, less plastic and even more beautiful wood highlights. Particularly impressive are the CL's unique stainless steel doorsills and outer-edge door trim.

Driving Impressions:
Step on the throttle, and the Mercedes gathers itself up on a wave of torque, seemingly accelerating just as fast from 30 to 90 as it does from zero to 60. No matter which model you drive, the power delivery is the same, seamless and unflustered, the only variable being the rapidity of acceleration. In spite of a curb weight of over 2 tons, the CL handles the curves like a much smaller, lighter car, a sensation brought about chiefly by the Active Body Control (ABC) system that quells body roll as well as squat and dive while the car is being driven aggressively. In normal driving, the suspension soaks up the bumps as well as any luxury car, but when you're ready to make time on a twisty road, the CL tightens up, rising to the challenge.

2006 Mercedes-Benz C55 AMG reviews

Prodigious power, predictable handling and a sharp-looking interior make this one of the most satisfying sport sedans on the market.

Pros
Tire-shredding torque available at any speed, crisp and predictable handling, still comfortable despite its sporting intentions.

Cons
No manual transmission available, tight backseat, not as involving a drive as Audi's S4.

What's New for 2006
The high-performance C55 receives no significant changes this year.

]]> Introduction:
AMG. Those three letters are as revered by auto enthusiasts as ERA or RBI are by baseball fanatics. But what do they stand for and what are they doing affixed to various Mercedes-Benz vehicles? The first two letters stand for the names of the founders: Hans-Werner Aufrecht and Erhard Melcher, and the last letter signifies where the company was born: Grossaspach, Germany, back in 1967. What Mr. A and Mr. M did was modify Mercedes-Benz automobiles for better performance, be it for road use or racing, in which they were heavily involved. As the years went on, AMG became known as a premier tuner of Mercedes-Benz automobiles, and eventually offered interior and exterior modifications, such as custom instruments, steering wheels and seats, as well as ground effects, spoilers and wheels. The company did such a great job that Mercedes-Benz brought it in-house in 1990, and as a result, AMG now has its own high-performance skunk works, similar to rival BMW's "M" division. There is now an AMG version of nearly every Benz model, from the C-Class line's C55 to the CL-Class' CL65, and they all feature powerful engines, agile suspensions and subtle accents inside and out to set them apart from their more common brethren.

From 2002 to 2004, the AMG-modified version of the C-Class was known as the C32. It had a supercharged 3.2-liter V6 engine. Last year, Mercedes replaced that engine with a 5.5-liter V8 and gave the car its current C55 nomenclature. The C55 AMG puts its never-ending stream of power to the ground via an AMG-fortified five-speed automatic transmission complete with three driver-selectable shift modes: standard, sport or manual. The standard and sport modes provide shifts in traditional fashion with the sport mode serving up a more aggressive shift program. Manual mode allows for driver-controlled shifts through one of two methods: moving the shifter side to side within its gate or actuation of the steering wheel-mounted shift buttons.

At around $55,000, the C55 is the least expensive AMG product. Order a couple of options, and the C55 ends up being a mid-to-upper-$60K sport sedan. This isn't exactly a bargain four-door, but with a V8 engine and handling that's as sharp as many sports cars, it doesn't seem so steep once you're behind the wheel. Between its stunning performance, sedan practicality and the cachet of its three-pointed-star pedigree, the C55 is more than just your average sport sedan.

Body Styles, Trim Levels and Options:
The four-door C55 AMG comes in just one well-equipped trim level. Standard features include a sport-tuned suspension, 17-inch wheels and tires, 10-way power sport seats, leather upholstery, a leather-wrapped steering wheel, metallic cabin trim, a revised instrument panel (compared to the regular C-Class), dual-zone automatic climate control, a 10-speaker Harman Kardon stereo with a CD player and a sunroof. Options include a navigation system, satellite radio and HID headlamps.

Powertrains and Performance:
The C55 AMG packs a 5.5-liter V8 that puts 362 horses and 376 pound-feet of torque at the driver's disposal. An AMG-tweaked five-speed automatic transmission is the sole gearbox choice. Dubbed SpeedShift, this automatic is so quick and smart that most drivers won't miss having a manual tranny, especially in rush-hour traffic. With the 0-to-60-mph dash coming in at around 4.5 seconds and a top speed that's electronically limited to 155 mph, those who need speed should be more than happy with the C55. Braking ability is impressive as well, with stops from 60 mph coming in at less than 120 feet, according to Mercedes.

Safety:
In addition to expected safety features, such as four-wheel antilock disc brakes and three-point seatbelts with tension limiters for all occupants, the C55 boasts stability control and eight airbags. In government crash tests, the C-Class earned four stars (out of five) for frontal impacts and a full five stars in side impacts. In frontal-offset crash testing, the IIHS gave the C-Class a "Good" rating (the highest possible) and named it a "Best Pick" overall. The C-Class earned an "Acceptable" rating (second highest) in IIHS side-impact testing.

Interior Design and Special Features:
Cabin materials are generally first-rate, with pleasingly textured, soft-touch surfaces all around. A pair of 10-way adjustable sport seats hold the pilot and co-pilot snugly, while a choice of single-tone or two-tone upholstery, metallic accents and unique instrument faces give the C55 its own look inside.

Driving Impressions:
Simply put, the C55 is a blast to drive. The instantaneous power from the V8 makes for rapid acceleration at nearly any speed, and the tightly wound suspension is well up to the task of getting the power to the ground. As capable as it is in corners, it's not a car that will beat you up on your morning commute. Overall, the C55 is an outstanding combination of dazzling performance and everyday drivability.

2006 Mazda MAZDA6 review

Tired of the dull, sensible, vanilla-flavored family car? If you're willing to give up some passenger room, the Mazda 6 promises to add a dash of zing to your daily commute whether you're looking for a sedan, hatchback or wagon.

Pros
More fun to drive than most family cars, slick-shifting manual transmission, smooth power delivery, nicely appointed interior, multiple body styles.

Cons
Tight rear-seat accommodations, engines lack the vigor of the competition's, interior materials aren't always top quality.

What's New for 2006
For 2006, all vehicles in the Mazda 6 lineup have revised front and rear fascias, while sport package-equipped models get a new grille and side sill design. The optional automatic transmission on four-cylinder models is upgraded from a four-speed unit to a five-speed. Additionally, the V6 has been modified to improve exhaust emissions, resulting in 5 less horsepower (now 215). ABS and traction control are now standard on all i models, while all s models now come with an eight-way power driver seat, an alarm system and a standard side and side curtain airbags.

]]> Introduction:
Known primarily for the use of rotary power plants and the RX-7 sports car, Mazda was put on the map by the 626 at a time when consumers wanted crisp European styling combined with performance and Japanese reliability but didn't want to pay much for it. Introduced in the United States in 1979, Mazda's midsize sedan, the 626, was first redesigned for 1983 when a five-door hatchback joined the existing sedan and coupe in the lineup. This theme continued in the 1988 626, which again came as a sedan, coupe or five-door hatch with available turbo power plants. For the next redesign in 1993, the coupe split from the line to become the MX-6, and the hatch was dropped. "Staid" best describes the redesign from 1998, which saw the coupe disappear and the sedan's sales plummet.

For 2003, Mazda started all over again with a new name, new engines and a sleek design that turns heads. Yet despite all it had going for it, the 6 suffered from sluggish sales in the U.S. while it flew off the lots overseas. Since then, positive word of mouth has given Mazda's latest midsize effort the push it needs to convince midsize car buyers to give it a try. In designing the 6, Mazda says it sought to make driver pleasure and occupant comfort and safety priorities, along with solid craftsmanship and packaging flexibility. With its sharp road manners, stylish design and well-appointed cabin, the 6 makes good on Mazda's promise. It's smaller than some of its competitors, but unless you're sitting in the backseat you won't notice the difference. Its drivetrains aren't as powerful as the competition's, either, but their smooth and quiet operation makes up for the lack of overall power. Another plus is the varied selection of body styles -- you can choose a sedan, a wagon or a five-door hatchback.

No matter how you cut it, the Mazda 6 is a unique vehicle that offers more than just the status quo. If the idea of buying a Camry or an Accord doesn't do much for you, this midsize Mazda could be the perfect alternative.

Body Styles, Trim Levels and Options:
The 6 is available as a sedan, wagon or five-door hatchback. Sedans and hatchbacks come in either base i or high-line s trim; the wagon comes in s trim only. Standard equipment on the i includes a tilt/telescoping steering wheel, air conditioning, a CD stereo, steering wheel-mounted audio controls, cruise control and power windows, mirrors and locks. The s model adds 17-inch alloy wheels, a power driver seat and automatic climate control. Both trims are eligible for the Sport Package, which provides foglights, an underbody kit, faux titanium interior trim and a rear spoiler. The Grand Touring Package bundles all the Sport Package equipment with an automatic transmission, leather upholstery, red electroluminescent gauges, a moonroof, a Bose stereo with an in-dash CD changer, and heated seats and mirrors. Many of these features are available as stand-alone options.

Powertrains and Performance:
Standard on the base model is a 2.3-liter, four-cylinder engine that makes 160 horsepower. A five-speed manual transmission is also standard and a five-speed automatic is optional. The Mazda 6 s model upgrades to a 215-hp, 3.0-liter V6. Unlike most V6-powered midsize sedans, this one can be equipped with a five-speed manual, or you can go for the optional six-speed automatic.

Safety:
All models come with four-wheel antilock disc brakes with Electronic Brakeforce Distribution and traction control, and whiplash-reducing front seats. Optional on i models and standard on s models are front-seat side airbags and full-length side curtain airbags. In government crash tests, the 6 received a perfect five stars for frontal-impact protection. In side-impact tests, the 6 earned just three stars for front-occupant protection and four stars for rear passengers, but the vehicle tested did not have side airbags. In IIHS frontal-offset crash testing, the Mazda earned the top rating of "Good." In IIHS side-impact testing, it rated "Poor," but again the vehicle tested did not have side airbags.

Interior Design and Special Features:
Inside, the 6 has a clean and contemporary design with solid build quality and easy-to-operate controls. Most materials are attractive, but they're a step or two below the premium-quality stuff in cars like the Honda Accord and VW Passat. The front seats are supportive, but rear shoulder room is a bit tight. The sedan has 15.2-cubic-foot trunk capacity, while the hatchback boasts a 22-cubic-foot cargo hold that expands to 59 cubes. Roomiest of all is the wagon, which offers 33.7 cubic feet behind the rear seat and 61 with the seat folded.

Driving Impressions:
Like most other Mazdas, the 6 is a thrill behind the wheel. Though neither engine is exceptionally powerful for this class of car, their smooth, quiet power delivery help to offset this aspect, particularly in regards to the V6. A communicative steering rack goes a long way toward making the 6 fun to drive on the highway or from corner to corner on back roads. The suspension achieves a superb balance between ride quality and handling.

2006 Mazda MAZDA5 review

Mazda may be taking a risk bringing its compact Mazda 5 minivan to the U.S., but if buyers can get honest about their needs for space and power, the 5 has enough of the right stuff to succeed.

Pros
Low price, generous features list, precise steering, stellar fuel economy for a minivan.

Cons
Can seem underpowered when fully loaded with people and gear, extremely cramped third row.

What's New for 2006
The Mazda 5 is a new, affordably priced compact minivan that seats six

]]> Introduction:
Compact minivans, called space wagons overseas, are nothing new in Europe and Japan. For years, these space-efficient vehicles have served families who live in parts of the world where narrow streets, limited parking and high fuel prices make vehicles with petite dimensions a necessity. The concept was first broached on American soil 15 years ago when Nissan tried to woo families into the Axxess, a diminutive minivan whose looks called to mind a towering, dowdy station wagon. Buyers weren't impressed, and the Axxess was hustled into early retirement.

For 2006, Mazda boldly dives into these choppy seas with the introduction of the 5, a Lilliputian hauler with a low price tag. The 5 is bigger than its platform mate, the compact Mazda 3, but significantly smaller than every other minivan on the market. At 181.5 inches long and 69.1 inches wide, it's 2 feet shorter and 8 inches narrower than a Honda Odyssey, and exactly 8 inches shorter and 3 inches narrower than Mazda's already-small-for-its-class MPV. Tipping the scales at about 3,400 pounds with an automatic transmission, the 5 also slices nearly 400 pounds off the MPV's curb weight and over 1,000 pounds off the bulk of an Odyssey.

Despite its slight stature, the six-passenger Mazda 5 is a minivan through and through when it comes to amenities. Twin sliding rear doors are governed by a mechanism that allows them to be operated with the force of one finger. Second-row seats fold flat and recline. When the third-row seats are lowered, the 5 provides about a 5-foot-long load floor and a total of about 44 cubic feet of cargo room. Front side airbags and full-length head-protecting side curtain airbags are standard.

If ever the time was right for a compact minivan like the 5 to break into the U.S. market, it's now. Sky-high gas prices have left drivers desperate for fuel-efficient family transportation that doesn't force them to give up conveniences they've come to expect. On top of that, the 5's sporty looks and handling should prove much more palatable to buyers who didn't warm to the homely Axxess.

Body Styles, Trim Levels and Options:
The compact Mazda 5 minivan is available in two trim levels: Sport and Touring. The Sport trim includes dual manual-sliding rear doors, 17-inch alloy wheels, ABS, air conditioning with cabin filtration, a CD stereo, keyless entry, cruise control, and power windows, mirrors and locks. Step up to the Touring trim and you'll get a sunroof, automatic climate control, an upgraded MP3-compatible stereo with an in-dash CD changer, a leather-wrapped steering wheel and front foglights. Touring models are eligible for an optional voice-controlled navigation system, while Sport buyers can pick up the sunroof and CD changer as options.

Powertrains and Performance:
The 5 is powered by the same 2.3-liter, four-cylinder engine found in the Mazda 3. In the 5, it produces 157 hp and 148 lb-ft of torque. A five-speed manual transmission is standard. Either trim may be equipped with an optional four-speed automatic. Fuel economy ratings are 22 mpg city, 27 mpg highway with the manual and 21/26 with the automatic.

Safety:
Four-wheel antilock disc brakes with Electronic Brakeforce Distribution are standard on the 5, as are seat-mounted side airbags for front occupants. Standard side curtain airbags protect the heads of passengers in all three rows.

Interior Design and Special Features:
Getting passengers and cargo in and out of tight parking spaces is a snap thanks to the 5's sliding rear doors. Theater-style seating, with each row raised 2 inches higher than the one before it, allows even third-row passengers a view of the windshield. Both second- and third-row seats fold flat, offering an ample load floor and 44 cubic feet of cargo capacity. Those in the second row get 35.2 inches of legroom, but third-row passengers aren't nearly as lucky; they're stuck with a measly 30.7 inches. That's 10 inches less than you'll find in a Honda Odyssey, and just enough room for small children.

Driving Impressions:
Performance isn't a priority for most minivan buyers. Still, the 5's power-to-weight ratio is a real concern. While the van's 2.3-liter engine feels peppy in the Mazda 3, the 5's additional 600 pounds make it work hard. Acceleration is fine around town, but faced with merging into fast-moving freeway traffic or steep highway grades, the 5 feels underpowered. Zero to 60 mph takes 10.1 seconds, and that's with just a driver aboard; with a load of passengers, performance suffers even more. The minivan uses the same suspension design as the 3, including a multilink rear suspension. The result is minimal body roll, although the taller, heavier 5 feels a bit top-heavy in tight turns. Steering is as sharp as the sporty 3's, and a tricycle-tight turning radius makes the Mazda 5 a breeze to pilot in parking lots.

2006 Lotus Exige reviews

By most measures, the Lotus Exige is a miserable little car. But Lotus didn't build it to be a grocery-getter. As a weekend track-day weapon, the Exige is unsurpassed.

Pros
Ultralightweight chassis, uninhibited steering, racetrack-oriented design, low volume ensures rarity.

Cons
Spartan interior, difficult entry and exit, poor outward visibility, peaky power delivery, ride quality more Formula One than grand touring, limited dealer network.

What's New for 2006
The Lotus Exige is a fixed-roof version of the Lotus Elise; it's being imported into the North American market for the first time in 2006.

]]> Introduction:
For such a congested, dreary and drizzly island, the United Kingdom sure does conjure up some pretty amazing sports cars. For 2006, one of its most dramatic products, the Lotus Exige, arrives on American shores. The Exige is based on Lotus' Elise roadster, and has already been on sale in Europe since 2005. (There was also an Exige version of the first-generation Elise. Neither first-gen version was officially imported into the United States.) Like the Elise, the Exige is a small, lightweight sports car packing a manically revving Toyota engine. Aluminum is used for the chassis' construction and features are kept to a minimum. Curb weight is a little more than 2,000 pounds; for reference, a Porsche Cayman S checks in at almost 3,000 pounds.

The main differences between the Exige and Elise are appearance and handling. The Exige's body modifications, including a fixed roof panel, sculpted engine cover, front-air splitter and rear wing, are intended to increase downforce at high speeds. At 100 mph, Lotus says that the Exige generates an additional 90 pounds of downforce (as opposed to the Elise at the same speed). This probably won't be very useful for going to get a pack of cigarettes from the local mini mart, but it extends the car's limits on a racetrack. The Exige also comes standard with the equipment found in the Elise's Sport Pack. This includes wider front tires, lightweight forged alloy wheels, barely legal Yokohama rubber, twin oil coolers and a stiffer sport suspension. For the true enthusiast, there's also a Track Pack that features an adjustable suspension.

Considering the Exige's performance potential, the price of admission is relatively modest. But this is not a mass-market car. The side effects of its focused performance, including a very stiff ride and minimal storage and safety equipment, make it a pretty miserable car for daily use. Most buyers in this market will be happier with the new Corvette Z06 or Cayman S. Wisely, Lotus doesn't plan on importing more than about 200 to 300 Exiges. And for the eventual handful of owners, the street-legal racecar experience won't get any better than this.

Body Styles, Trim Levels and Options:
The Exige is a coupe version of the two-seat, rear-wheel-drive, midengined Elise roadster. A CD player and air conditioning are standard (the A/C can be removed to save weight), but overall the Exige is quite spartan. Several option packages offer a bit of customization. The Touring Pack aims to slightly improve comfort through leather seating, power windows, upgraded audio, a storage net, additional sound-deadening material and full carpeting. The Track Pack sends the Exige in the opposite direction; it comes with adjustable dampers, an adjustable front stabilizer bar, an additional rear suspension brace and interior fittings for a race-oriented harness. Sixteen-inch alloy wheels with 195/50R16 Yokohama Advan A048 tires are found up front; 17s with 225/45R17 rubber are in back. A limited-slip differential, a feature that improves acceleration and power delivery when exiting corners, is optional.

Powertrains and Performance:
Power for the Exige comes from a Toyota-sourced 1.8-liter, four-cylinder engine mated to a six-speed manual transmission. Lotus fitted unique intake and exhaust components, as well as a reworked engine controller, to broaden the engine's power band and push peak horsepower to 190 at 7,800 rpm. Torque peaks at 138 pound-feet at 6,800 rpm. Lotus claims a 0-to-60 time of just 4.9 seconds and a drag-limited top speed of 147 mph. Fuel economy, at 24 mpg city/29 mpg highway, is quite respectable.

Safety:
Don't expect much more than federally mandated safety equipment on the Exige. A four-wheel antilock brake system is included, but neither stability control nor side airbags are available. A traction control system is optional.

Interior Design and Special Features:
The Exige's minimalist design carries into the interior. The controls are simple and there's not much room available for storage. The composite sport seats provide plenty of support, but the car's fixed roof and wide sills make entry and exit particularly challenging for any human more than 3 feet tall. The trunk is rated at 4 cubic feet of capacity, which is enough for a few wedged-in grocery bags and not much else.

Driving Impressions:
Because of its 1-ton curb weight, super-sticky tires and unassisted steering, the Exige is pretty much the most precise-handling car available for 2006 (Elise excepted, of course). No other car feels more eager to go where it's pointed. The Exige's body modifications do make a difference, but only at the higher speeds seen at a racetrack. On the move, the engine is tractable enough for low-speed work, but certainly the most grins come when the tach is past 6,000 rpm. Because of its sport-tuned suspension, though, the Exige does ride quite harshly on normal pavement. The brakes are simply phenomenal and provide fade-free performance in nearly every situation.

2006 Lotus Elise reviews

For those willing to put up with its heavily compromised utility and comfort, the Lotus Elise provides the most unfiltered driving experience of any roadster sold today.

Pros
Ultralightweight chassis, uninhibited steering, supercar performance without the supercar price, low volume ensures rarity.

Cons
Spartan interior, difficult entry and exit, peaky power delivery, ride quality more Formula One than grand touring, limited dealer network.

What's New for 2006
Changes for 2006 include an available traction control system, an optional limited-slip differential, lightweight forged alloy wheels, a matte black appearance package and an air conditioning-delete option. Daytime running lights are now standard, along with LED taillights with integrated reflectors. The ProBax seat padding from NuBax has been upgraded for increased comfort and last year's aluminum pedal set has been replaced by a lighter (though now steel) pedal set.

]]> Introduction:
One reality, and enemy, of sports car design over the last 30 years has been the inescapable escalation of vehicle weight. While two-seat performance cars have become more comfortable, more reliable and safer in recent decades, they have also become rather portly, at least by sports car standards. Sadly, if you've wanted both performance and light weight in one machine, you've pretty much had to give up the new-car smell (not to mention modern technology, reliability and safety features) and start shopping the classifieds. But all that ended with the introduction of the Lotus Elise to the U.S. market for 2005. The Elise has been on sale in Europe since 1996, but European demand for the vehicle, along with stringent U.S. crash standards, kept it from leaping the pond -- except for a limited race-only version that wasn't legal to operate on public roads.

The second-generation release of the Elise in 2000 finally gave Lotus the opportunity to plan for a U.S.-certified version. It's true that meeting U.S. crash standards has required the addition of airbags and other safety features that add weight. And Lotus knew that even sports car fans in this country have trouble sacrificing amenities for the sake of performance, so the U.S. Elise comes standard with air conditioning, antilock brakes and an AM/FM/CD audio system. But don't look for stability control or power steering on this sports car. Lotus was willing to bend the Elise's original "weight is the enemy" philosophy for American tastes, but the company refused to break it. The carmaker managed to keep the U.S. Elise's curb weight under the 1-ton mark. At 1,975 pounds, the Elise is easily the lightest performance car sold in this country. With so little weight to push around, there's not a huge need for power. Therefore, the Elise has a Yamaha-built, Toyota-badged 1.8-liter, four-cylinder engine. This is the same engine found in the Toyota Corolla XRS, but it's been tuned by Lotus to broaden the power band and bump peak horsepower to 190. That's more than enough power to manage the Elise's increased weight, and Lotus says the car will sprint from zero to 60 mph in under 5 seconds.

There's no doubt that the Elise is a special car. For the money, you're not going to find a more thrilling driving experience out of a new production car. Just be aware that this is a no-frills, race-oriented machine. Even the Honda S2000, a car we've previously said as being quite minimalist, seems rather posh in comparison. Those wanting a roadster that can provide more day-to-day functionality than the Elise while still providing plenty of driving excitement will want to check out Porsche's Boxster or the aforementioned S2000.

Body Styles, Trim Levels and Options:
The Elise is a two-seat, rear-wheel-drive, midengined roadster available in one trim level. The interior is understandably spartan, but must-haves like air conditioning and a CD player are standard (an A/C-delete option is available to save weight). Several option packages offer a bit of customization: The Touring Pack includes leather seating, power windows, an upgraded stereo with MP3 capability, a stowage net, a double-insulated soft top, additional sound-deadening material and full carpeting. The Elise's standard wheel/tire arrangement specifies 16-inch alloys with 175/55R16 Yokohama Advan Neova AD07 tires in front and 17s with 225/45R17 rubber in back. The optional Sport Pack features enhance the car's performance capabilities by swapping out the standard wheels for lightweight alloys, while fitting Yokohama A048 LTS tires (with wider 195/50R16 rubber in front) and a track-tuned suspension. A hardtop is available as a stand-alone option.

Powertrains and Performance:
Power for the Elise comes from a Toyota-sourced 1.8-liter, four-cylinder engine mated to a six-speed manual transmission. Lotus fitted unique intake and exhaust components, as well as a reworked engine controller, to broaden the engine's power band and push peak horsepower to 190 at 7,800 rpm. Torque peaks at 138 lb-ft at 6,800 rpm. The four-wheel independent suspension system features Eibach springs and Bilstein monotube shocks. Lotus claims a 0-to-60 time of just 4.9 seconds. A limited-slip differential is optional.

Safety:
Don't expect much more than federally mandated safety equipment on the Elise. A four-wheel antilock brake system is included, but neither stability control nor side airbags are available. A traction control system is optional.

Interior Design and Special Features:
Interior accommodations relay a clear sports car theme. Composite sport seats provide plenty of support, and controls are simple enough to keep your attention on the road. The wide door sills and low steering wheel require some fancy footwork when entering or exiting the vehicle. Needless to say, the Elise's cockpit emphasizes driving above all else, as there are minimal comfort and storage features for long road trips.

Driving Impressions:
The non-power steering feels as natural as anything we've ever driven, and the 1.8-liter Toyota engine is indeed more user-friendly (with a far more usable torque curve) than what you'll find in the Toyota Corolla XRS or Matrix XRS. Braking is handled by AP Racing two-piston calipers up front and Brembo single-piston calipers in back (11.5-inch rotors all around). This all adds up to a car that feels as race-oriented and capable as a Ferrari 430. When you consider the Elise costs roughly one-fourth as much, its true value becomes apparent.

2006 Maybach 57 reviews

Sophisticated and highly customizable, the Maybach 57 is a truly remarkable ultraluxury sedan. Only in conspicuous splendor does it lose out to the Rolls-Royce Phantom.

Pros
Unbelievably luxurious cabin, smooth ride, handles and accelerates well for a 6,000-pound vehicle.

Cons
Too many controls pulled from Mercedes' parts bin, feels cumbersome in heavy traffic.

What's New for 2006
For 2006, a new Maybach 57 S style debuts. The S has a more powerful engine, larger wheels, a sport-tuned suspension, and special interior and exterior appointments. All 2006 Maybach models come standard with the Parking Assist System, which had previously been an extra-cost option. There's also a newly available Business Package, which can essentially turn a Maybach into an executive office on wheels.

]]> Introduction:
BMW owns the Rolls-Royce name, and Volkswagen has the Bentley name. Evidently, DaimlerBenz (or more properly, DaimlerChrysler) was unwilling to sit idly by as its competitors invested in brand names dripping in history and prestige, and then had their pick of an elite class of buyers. Thus, the German conglomerate resurrected the Maybach name for the 2004 model year. Originally, this was the name of one of the first automotive engineers, the chief designer in fact, of the first car that bore a Mercedes badge in 1901. Later Maybach referred to a line of custom-built luxury cars on sale during the 1920s and 1930s.

Today, Maybach emerges from historical oblivion (as far as most Americans know) to become a luxury automobile division that resides far above Mercedes-Benz in price and prestige. Two different versions of the Maybach are offered: the 57 and the 62. The numbers refer to the car's length in meters (5.7 and 6.2). Compared to the Rolls-Royce Phantom, the Maybach 57 is a bit shorter in overall length and wheelbase. Inside, opulence takes center stage. Every single surface is high-grade leather, wood, chrome or some other soft-touch material. Comfy as it is to sit up front, the best place to sit in a Maybach 57 is the backseat. It's a twin-bucket arrangement with a console in between that houses a DVD player, a separate CD changer for use in the back and even a refrigerated compartment to keep cold refreshments at the ready. Each rear seat offers a wide range of adjustments. A soft Nubuck-upholstered (and feather stuffed) pillow is attached to the front of each head restraint, and leaning back upon it is sure to relax even the most uptight passenger.

With a base price that well surpasses the $300,000 mark, it's pretty obvious that the Maybach 57 and 57 S are intended for people with extraordinary wealth. Maybachs are sold through select Mercedes dealerships only, and there aren't any cars sitting around on the lot, either. Each Maybach is built to order. The 57's most obvious competitor is the Rolls-Royce Phantom. In situations like these, personal taste and preferences are much more important than feature lists or hard stats; each car is fully capable of providing an otherworldly luxury experience. If we had to choose, though, we'd likely go with the Phantom for its panache and superior heritage.

Body Styles, Trim Levels and Options:
The Maybach 57 is a large ultraluxury sedan. Two versions, the base 57 and the sport-oriented 57 S, are available. As one might expect for such a vehicle, the list of features is very thorough. An Airmatic DC suspension; adaptive cruise control; 19-inch wheels; power-closing doors from the detent position; a 21-speaker, surround-sound Bose audio system; and a rear-seat entertainment system with dual screens are just a few of the luxury-oriented items that are standard. Among the many optional features are special wheels, power-closing doors from the fully open position, three-person rear seating, upgraded entertainment choices and a new Business Package that equips the 57 and 57 S with wireless Internet capability and Bluetooth functionality for computer hardware. In addition to these features, customers have the opportunity to select custom exterior paint colors and interior trims and make requests for additional features not include on the factory options list. The 57 S has its own unique interior and exterior appointments, 20-inch wheels and a sport-tuned version of the Airmatic suspension.

Powertrains and Performance:
The Maybach 57's 5.5-liter twin-turbo V12 shares its design and components with that of the Mercedes-Benz S600. Since the Maybach has more than 1,400 pounds on the Benz, engineers increased the boost on both turbochargers to get a little more power out of the V12. Output is rated at 543 horsepower and 664 pound-feet of torque. The 57 S has a 6.0-liter version of the V12 (as used in Mercedes' S65 AMG), and it's capable of 604 hp and 738 lb-ft of torque. A five-speed automatic transmission is standard for both engines. According to Maybach, the 57 S can hit 60 mph in less than 5 seconds and reach a top speed of 172 mph.

Safety:
A gamut of safety features is standard for the Maybach 57 and 57 S. Included are seat-mounted side and headliner-mounted curtain airbags for all outboard passengers, antilock brakes, traction control and stability control. As in some Mercedes-Benz vehicles, the antilock brakes are electronically controlled rather than by a conventional mechanical linkage. If the driver switches quickly from accelerator to brake pedal, the electronic brake system recognizes the early signs of an emergency situation and pre-loads the brakes to help ensure shorter stops. In addition, if the windshield wipers have been on for a set amount of time, the system applies quick, undetectable pulses to remove any film of water from the brake discs so that brake operation remains fast and consistent in the rain.

Interior Design and Special Features:
Fine-quality leather and wood cover most every surface in the 57, and seat comfort is exceptional whether you're driving or riding. Rear passengers enjoy adjustable seating, and even the head restraints are covered by suede-textured down pillows, a substance Maybach claims is the best vibration-damping material in the world. The instrumentation and controls will be familiar to anyone who has spent time in a Mercedes. Alas, this also means that some controls and displays are confusing, among these the Mercedes-sourced COMAND navigation system.

Driving Impressions:
Ride quality in the 57 is smooth, and the only thing that detracts from the experience is the sheer size of the car. The Airmatic DC suspension system provides for continual adjustment to the air spring and shock absorber rates for the benefit of ride comfort and handling stability. When negotiating city traffic, the car feels manageable but somewhat disconnected from the road. If you're used to the agility of a 7 Series or S-Class, you might find the Maybach needlessly cumbersome in these situations. Out on the open road, the 57 proves surprisingly nimble; taken around a sweeping turn, it feels stable, secure and almost entertaining. The 57 S is similar but provides slightly better acceleration and stability through corners.

2006 Maybach 62 reviews

Sophisticated and highly customizable, the Maybach 62 is a truly remarkable ultraluxury sedan. Only in conspicuous splendor does it lose out to the Rolls-Royce Phantom.

Pros
Unbelievably luxurious cabin, smooth ride, handles and accelerates well for a 6,000-pound vehicle.

Cons
Too many controls pulled from Mercedes' parts bin, cumbersome in heavy traffic.

What's New for 2006
All 2006 Maybach models come standard with the Parking Assist System, which had previously been an extra-cost option. There's also a newly available Business Package, which can essentially turn a Maybach into an executive office on wheels.

]]> Introduction:
BMW owns the Rolls-Royce name and Volkswagen has the Bentley name. Evidently, Daimler-Benz (or more properly, DaimlerChrysler) was unwilling to sit idly by as its competitors invested in brand names dripping in history and prestige, and then had their pick of an elite class of buyers. Thus, the German conglomerate resurrected the Maybach name for the 2004 model year. Originally, this was the name of one of the first automotive engineers, the chief designer in fact, of the first car that bore a Mercedes badge in 1901. Later Maybach referred to a line of custom-built luxury cars on sale during the 1920s and '30s.

Today, Maybach emerges from historical oblivion (as far as most Americans know) to become a luxury automobile division that resides far above Mercedes-Benz in price and prestige. Two different versions of the Maybach are offered: the 57 and the 62. The numbers refer to each car's length in meters (5.7 and 6.2). The 62 (which happens to be the longest production sedan currently available) applies its extra length toward increasing the amount of room available for rear-seat passengers. Inside the 62, opulence takes center stage. Every single surface is high-grade leather, wood, chrome or some other soft-touch material. Comfy as it is to sit up front, the best place to sit in a Maybach 62 is the backseat. It's a twin bucket arrangement with a console in between that houses a DVD player, a separate CD changer for use in the back and even a refrigerated compartment to keep cold refreshments at the ready. Each rear seat offers a wide range of adjustments. A soft nubuck-upholstered (and feather stuffed) pillow is attached to the front of each head restraint, and leaning back upon it is sure to relax even the most uptight passenger.

With a base price that easily surpasses the $300,000 mark, it's pretty obvious that the Maybach 62 is intended for people with extraordinary wealth. Maybachs are sold through select Mercedes dealerships only, and there aren't any cars sitting around on the lot, either. Each Maybach is built to order. The 62's most obvious competitor is the Rolls-Royce Phantom. In situations like these, personal taste and preferences are much more important than feature lists or hard stats; each car is fully capable of providing an otherworldly luxury experience. If we had to choose, though, we'd likely go with the Phantom for its panache and superior heritage.

Body Styles, Trim Levels and Options:
The Maybach 62 is a large, ultraluxury sedan. As one might expect from such a vehicle, the list of features is very thorough. An Airmatic DC suspension; adaptive cruise control; 19-inch wheels; power-closing doors from the fully open position; a 21-speaker, surround-sound Bose audio system; and a rear-seat entertainment system with dual screens are just a few of the luxury-oriented items that come standard. Among the many optional features are special wheels, three-person rear seating, a glass partition and intercom for owners planning on using a chauffeur and upgraded entertainment choices. There's also a new Business Package that equips the Maybach 62 with wireless Internet capability and Bluetooth functionality for computer hardware. As with the 57, customers have plenty of opportunities to select custom exterior paint colors and interior trims and make requests for other features above and beyond the factory options list.

Powertrains and Performance:
The Maybach's 5.5-liter twin-turbo V12 shares its design and components with that of the Mercedes-Benz S600. Since the Maybach has more than 1,400 pounds on the Benz, engineers increased the boost on both turbochargers to get a little more power out of the V12. Output is rated at 543 horsepower and 664 pound-feet of torque. A five-speed automatic transmission is standard.

Safety:
A gamut of safety features is standard for the Maybach 62. Included are seat-mounted side and headliner-mounted curtain airbags for all outboard passengers, antilock brakes, traction control and stability control. As in some Mercedes-Benz vehicles, the antilock brakes are electronically controlled rather than by a conventional mechanical linkage. If the driver switches quickly from accelerator to brake pedal, the electronic brake system recognizes the early signs of an emergency situation and preloads the brakes to help ensure shorter stops. In addition, if the windshield wipers have been on for a set amount of time, the system applies quick, undetectable pulses to remove any film of water from the brake discs so brake operation remains fast and consistent in the rain.

Interior Design and Special Features:
Fine-quality leather and wood cover most every surface in the 62, and seat comfort is exceptional whether you're driving or riding. Rear passengers enjoy adjustable seating, and even the head restraints are covered by suede-textured down pillows, a substance Maybach claims is the best vibration-damping material in the world. The instrumentation and controls will be familiar to anyone who has spent time in a Mercedes. Alas, this also means that some controls and displays are confusing, among these the Mercedes-sourced COMAND navigation system.

Driving Impressions:
As the 62 is mainly meant for those intending to have a chauffeur take the wheel, one's focus should mainly be on ride quality. And the 62 does fare exceptionally well in this regard. The driving experience itself is similar to that of the 57's. The V12 provides plenty of thrust and the brakes are up to the task of effortlessly scrubbing off speed. This isn't exactly the car one would want to exclusively drive in tight, urban environments, of course, but then again it's shorter than the typical stretched American limousine.

2006 Lincoln Town Car reviews

If you want a big American luxury car for a reasonable price, the Town Car is the only game in town, but similarly priced European and Japanese luxury sedans are better in almost every respect.

Pros
Roomy interior, quiet cabin, huge trunk, good crash test scores, availability of a long-wheelbase model.

Cons
Interior looks ancient compared to European and Japanese sedans in this price range, missing the latest luxury features, poor resale value.

What's New for 2006
Changes for 2006 are limited to new wheel designs.

]]> Introduction:
Lincoln first used the Town Car nomenclature to define an upgraded interior trim on the 1969-1971 Continental, but a Town Sedan version of the 1949 Cosmopolitan is probably the true source of the current model's name. The Town Sedan lasted just one year, and it wasn't until 1972 that "Town Car" was used to delineate the most luxurious versions of the Continental sedan. Continental coupes of the time were called, not surprisingly, Town Coupe. In any case, the Town Car has been Lincoln's flagship sedan since the early 1980s, and it has one of the highest owner loyalty ratings in the luxury car segment. With its size and relatively modest price, the Town Car is also a favorite of livery services and limousine converters. An extensive redesign of the Town Car's suspension, exterior and interior for 1998 boosted the refinement levels a few notches. Further refinements in 2003 helped usher the platform into this century. Nevertheless, the Town Car remains an old-school example of rear-drive Detroit steel and this helps keep its price relatively affordable -- exactly what Town Car loyalists want. However, discerning shoppers are apt to find modern cars like the Chrysler 300C, Infiniti Q45 and even the Toyota Avalon more qualified in nearly every area.

Body Styles, Trim Levels and Options:
The Lincoln Town Car is offered in Signature, Signature Limited and Designer trim. The Signature is available in regular- or long-wheelbase (called the L) form, while the Signature Limited and Designer comes with the regular wheelbase only. Standard equipment on the Signature includes 17-inch alloy wheels, dual-zone automatic climate control with vents for rear passengers, leather upholstery, eight-way power front seats, power-adjustable pedals, a CD player, an analog clock for the dashboard, automatic headlamps and rear parking sensors. The Signature Limited adds heated front seats, driver seat memory, a wood-and-leather steering wheel, an upgraded audio system with an in-dash CD changer and a full power open/close trunk. The Designer includes chrome trim, Provence leather seating, adjustable rear headrests and two-tone door panels. The Signature L adds a 6-inch wheelbase extension for increased rear-seat room and builds upon the standard Signature model's equipment list with dual rear-seat power points, four-way rear head restraints, heated rear seats and remote controls for audio, climate and the front-passenger seat. Various options include HID headlights, chrome wheels, a trunk-mounted CD changer, a moonroof and a navigation system paired with a THX-certified audio system.

Powertrains and Performance:
All Town Cars are powered by a 4.6-liter V8 rated at 239 horsepower and 287 pound-feet of torque. A standard four-speed automatic transmission sends the power to the rear wheels. Fuel economy is rated at 17 mpg in the city and 25 mpg on the highway.

Safety:
The Town Car comes standard with front-seat side airbags and three-point seatbelts for all five seating positions. All-speed traction control is standard, as is four-wheel ABS with Electronic Brakeforce Distribution and BrakeAssist technology, which applies full braking power in a panic stop. Stability control and side curtain airbags are not available.

Interior Design and Special Features:
Boasting large interior dimensions and a massive trunk (20.6 cubic feet), the Town Car's primary mission is to transport multiple passengers to their destination silently and comfortably. Buyers can also select the L version, which offers a whopping 47 inches of rear legroom thanks to its 6-inch-longer wheelbase. In NHTSA testing, the Town Car earned five stars (the best rating given) for all front and side-impact crash tests.

Driving Impressions:
Thrust from the Town Car's V8 should be fully adequate for most buyers. Passing maneuvers are accomplished with ease, and freeway cruising at 80 mph is hushed. The Town Car has no peer when it comes to transporting large (or large numbers of) people. Besides offering a comfortable ride, this Lincoln is a decent handler -- the steering has some feel to it, and the body doesn't roll too much around corners. Compared to premium luxury flagships like the BMW 7 Series, Infiniti Q45, Lexus LS 430 and Mercedes S-Class, the Town Car's mediocre levels of refinement quickly stand out, but none of those cars can match the Lincoln's under-$50,000 price tag.

2006 Lincoln Navigator reviews

A spacious and stylish full-size luxury SUV, but the Escalade is more powerful and the Lexus LX 470 more refined.

Pros
Lots of room for passengers and cargo, handles well for its size, stylish interior, smooth drivetrain, extensive list of luxury features.

Cons
A few low-grade interior materials, can't match the Escalade's power, some confusing controls.

What's New for 2006
Only minor package revisions are in store for the 2006 Lincoln Navigator.

]]> Introduction:
In 1997, Lincoln took the wraps off its first sport-utility ever. Dubbed the Navigator, the new luxury SUV amounted to little more than a Ford Expedition (itself a station wagon version of the F-Series pickup truck) with a softer-riding suspension, acres of glitzy chrome exterior trim, an ultralux cabin and a sticker price, when fully loaded, of $50,000. Critics predicted a flop. Instead, the Navigator became a sales success, finding popularity with folks who wanted the prestige of a luxury nameplate and a full-size SUV all at the same time. General Motors was moved to take action and soon dressed up a Chevrolet Tahoe with leather, wood, chrome and a Cadillac badge to combat the threat posed by the Navigator. Both the Lincoln and the Cadillac Escalade were larger and less expensive than the next nearest competitor, the Lexus LX 470, making them all the more attractive. Over time, Lincoln improved the original by bumping horsepower and torque, but it wasn't enough to hold off new and improved competition from at home and abroad. For 2003, Lincoln completely redesigned the Navigator and addressed many of the original design's shortcomings, including the Expedition-clone interior, sloppy handling and tight third-row seat accommodations. In the process, Lincoln retained signature styling cues while adding neat convenience features like power-retractable running boards, a power liftgate and power-folding third-row seats. Available DVD entertainment in the back and a navigation system keep the vehicle abreast of the current techno toys, and the cabin is artfully rendered with a dual-cowl design reminiscent of Lincolns built in the 1960s. Last year the Navigator received a more refined version of the 5.4-liter V8 engine, though it still produces the same output as before -- 300 horsepower. A significant addition, though, was a new six-speed automatic transmission. Power is adequate for most driving situations, but unimpressive next to the more powerful Escalade. Still, when it's time to haul the family, the Lincoln comes through, as it offers plenty of room in the second and third rows -- enough so that a road trip with six adults is actually a legitimate proposition.

Body Styles, Trim Levels and Options:
The full-size Lincoln Navigator SUV is available in either Luxury or Ultimate trim. Luxury models come with leather upholstery, automatic dual-zone climate control, an in-dash six-disc changer, a roof rack and power-folding side mirrors. Still not satisfied? Opting for the Ultimate sets you up with heated and cooled front seats, a power liftgate, power-folding third-row seats and a power moonroof. Options for both trim levels include a 40/20/40 second-row bench seat (in lieu of the standard captain's chairs), a DVD-based navigation system, a THX-certified audio system, a rear-seat DVD entertainment system and a Class III/IV tow hitch. Power-deploying running boards, a signature Navigator feature, are also available.

Powertrains and Performance:
The Navigator is powered by a 5.4-liter V8 engine rated for 300 horsepower. A six-speed automatic transmission is standard. As the Navigator weighs almost 5,800 pounds, acceleration is adequate but certainly not brisk, and fuel mileage leaves something to be desired. As with other truck-based SUVs, buyers have a choice between two-wheel drive (rear-drive) and four-wheel drive. Properly equipped, the Navigator can tow up to 8,600 pounds.

Safety:
The Navigator comes standard with side curtain airbags and four-wheel disc brakes with ABS, Electronic Brakeforce Distribution and BrakeAssist. The AdvanceTrac stability control system, which features Roll Stability Control to help reduce the chance of a rollover accident, is standard on all models. The Lincoln earned a perfect five stars in frontal crash testing conducted by the NHTSA.

Interior Design and Special Features:
The shapely dash has a dual-cowl design evocative of a 1961 Lincoln Continental and a pleasing blend of warm and cool tones. The sparingly applied walnut trim is convincing, and the leather upholstery is of high quality. Unfortunately, a closer inspection reveals a number of cheap plastics, and some of the controls are hard to use. The Navigator makes no such compromises when it comes to hauling passengers, though, as its third-row seat offers superior legroom -- giving it a usable capacity of seven or eight people. Cargo capacity ranges from 18.3 cubic feet with all the seats in use to 104.8 cubic feet with all rear seats folded down.

Driving Impressions:
Acceleration is adequate in most situations, but when pushed on the highway, the Lincoln's V8 runs out of breath more quickly than its Cadillac rival. Although not as plush-riding as the Cadillac or the Lexus LX 470, the Navigator has a composed, confident feel on the road, and body lean is well controlled around corners.

2006 Lincoln Mark LT reviews

The Lincoln Mark LT is essentially a dressed-up Ford F-150. It's fine for those who want a truck with a different look. Otherwise, go with the F-150 King Ranch and save some cash.

Pros
Looks upscale, roomy interior, smooth power delivery and ride quality.

Cons
Too similar to a comparably equipped Ford F-150, missing important luxury and safety features, V8 lacks low-end grunt.

What's New for 2006
The Mark LT is a new luxury truck from Lincoln. It's based on the Ford F-150 but adds small, mostly cosmetic, upgrades like a chrome Lincoln grille, rear taillight reflectors and Lincoln badging.

]]> Introduction:
The Lincoln Mark LT is actually Lincoln's second attempt at building a luxury pickup. Despite a few unique and interesting features, the 2002 Lincoln Blackwood was panned for being a strange combination of overpriced and impractical. Moreover, many of us felt the Blackwood's cabin did not live up to its luxurious nameplate. For the 2006 model year, Lincoln is trying again with the more practical and stylish Mark LT. Like the Blackwood, the Mark LT is essentially a Ford F-150 but with some unique exterior styling cues. The Mark LT's interior is clean and contemporary-looking thanks mostly the redesigned F-150 that gives it such a great starting point. Power comes from the same 300-hp, 5.4-liter V8 that's available in the F-150, and that means the Lincoln is just as capable in terms of hauling and towing. The Mark LT offers a smooth ride and can be ordered with such options as a rear-seat DVD-based entertainment system, a premium audio system, power-adjustable pedals, rear parking sensors and a power moonroof. Unfortunately, features such as power-folding side mirrors, satellite radio, a navigation system and an emergency communications system are not available. We feel that as a competitor to luxury trucks like Cadillac's Escalade EXT, the Mark LT falls short in terms of features, comfort and options. However, Lincoln's new luxury model does deliver in one crucial area: price. A base Lincoln Mark LT is significantly less expensive than the cheapest Escalade. Those shoppers wanting something a bit different from a commonplace F-150 should come away from the Lincoln dealership satisfied.

Body Styles, Trim Levels and Options:
The Lincoln Mark LT is available only as a crew-cab pickup with a 5.5-foot bed. Based on the Ford F-150, it differs mainly in its cosmetic upgrades. There is only one trim level available. Standard features include leather seating, wood trim, heated front seats, keyless entry and a premium audio system with an in-dash, MP3-compatible CD changer. Options include a rear-seat DVD entertainment system, a power-operated rear window, power-adjustable pedals, rear parking sensors, chromed 18-inch wheels, chromed bed-rail caps and running boards. The Mark LT also benefits from Lincoln's longer basic warranty, 4 years and 50,000 miles, compared to the F-150's basic 3-year/36,000-mile program.

Powertrains and Performance:
All Mark LTs come with a 5.4-liter, 300-hp V8. That engine has 24 valves and features variable valve timing. It makes 365 lb-ft of torque at 3,750 rpm. Two- and four-wheel-drive variants are available, and all Lincoln Mark LT pickups have a four speed automatic transmission. The Mark LT gets from zero to 60 mph in 10.3 seconds and through the quarter-mile in 17.3 seconds. Properly equipped, a two-wheel-drive Mark LT can tow 8,900 pounds.

Safety:
Standard safety equipment includes four-wheel ventilated disc brakes with ABS and Electronic Brakeforce Distribution. There are also turn indicators housed in the exterior mirrors and three-point seatbelts for all seating positions. Unfortunately, you can't get side airbags or stability control. Crash tests have not been performed on the Lincoln Mark LT, but its F-150 sibling earned perfect marks in government tests and "Best Pick" status from the IIHS.

Interior Design and Special Features:
The Mark LT's roomy interior seats five. Although luxurious, it is not substantially different than an F-150 King Ranch. The seats are comfortable and come with contrasting colored piping similar to the style of the Land Rover Range Rover. The gauges are chrome-trimmed and incorporate the Lincoln logo. To lend an upscale look to the cabin, Lincoln designers dressed up the dash with faux wood trim and leather. The leather trim on the dash, steering wheel and shifter is especially nice as the exposed stitching adds an extra element of luxury.

Driving Impressions:
On the road, Lincoln's pickup feels almost exactly like an F-150, which is a good thing. The 5.4-liter V8 lacks the low-end grunt of competitors' V8s but almost makes up for that deficiency with its smooth, quiet power delivery. Suspension tuning is softer than the F-150's, resulting in a smooth and comfortable highway ride. Handling is not as nimble as the Ford's, however. Brake pedal feel is only so-so, but the Mark LT stops short for a 5,600-pound vehicle.

2006 Lincoln LS reviews

A smooth and comfortable entry-level luxury sedan that lacks the refinement and athleticism of its newer competition.

Pros
Confidence-inspiring steering and handling, standard V8 delivers plenty of smooth and quiet power, comfortable and roomy interior, optional THX-certified sound system.

Cons
Lack of a manual transmission keeps it from true sport sedan status, build quality lags behind German and Japanese competitors, not as nimble as other sport sedans in its class.

What's New for 2006
Lincoln has discontinued the V6 engine for 2006 and trimmed the car's remaining styles down to a single V8 Sport model, which includes a chrome grille with body-color surround, round foglamps and body-color rear license plate trim. Updated wheel designs and two new option packages round out the changes for '06.

]]> Introduction:
Introduced for the 2000 model year, the midsize, rear-drive LS is Lincoln's most advanced vehicle in terms of technology and engineering, and it has attracted a much younger clientele than Lincoln dealerships are traditionally used to seeing. Unfortunately, it has never attracted these buyers in the numbers that Lincoln would like.

From the start, Lincoln aimed the LS squarely at the European brands and, specifically, BMW and Mercedes buyers. In 2003, the LS benefited from extensive updates that saw its 3.9-liter V8 pick up an additional 28 horsepower for a total of 280. Minor transmission and suspension improvements were added for 2004 to further refine the Lincoln's road manners and shift quality. The 2004 model year also saw interior improvements designed to give the car a more upscale ambience (real walnut trim found its way to the options list) along with more storage space. Features like side curtain airbags, a high-grade sound system and an onboard navigation system were also added to the options list.

Plunk down about $40,000 and you get a well-mannered V8-powered entry-level luxury sedan with plenty of room for four adults. That the LS is an agreeable car is not in doubt. More of a concern for potential buyers, though, is what else one can get in the $35,000 to $50,000 price range. It's here that our interest in the LS starts to wane. More power and style can be had from Chrysler's 300C and 300C SRT-8, for instance. And if one doesn't focus on a V8 requirement, there's also the more refined Acura TL or the new BMW 330i and Lexus IS 350. The Lincoln LS is still worth a look, but there are at least a half-dozen competitors we'd look at first.

Body Styles, Trim Levels and Options:
The midsize Lincoln LS sedan is available in one trim level: V8 Sport. A host of standard features are included, such as 17-inch alloy wheels, dual-zone automatic climate control, leather upholstery, auto-dimming mirrors and power seats with driver's memory. Various optional upgrades include a power moonroof, HID headlights, heated and cooled front seats, walnut burl wood trim, power-adjustable pedals and a DVD-based navigation system combined with a THX-certified six-CD audio system. Many of these options are bundled into the available Elite and Premium option packages.

Powertrains and Performance:
The sole powertrain is a 3.9-liter V8 that boasts 280 hp and 286 lb-ft of torque. This V8 is mated to a five-speed automatic transmission that sends power to the rear wheels.

Safety:
Traction control is standard across the line, while the AdvanceTrac stability control system is optional. The Lincoln's four-wheel antilock disc brakes are equipped with Electronic Brakeforce Distribution (EBD) and BrakeAssist. Side airbags for front passengers are standard; full-length head-curtain airbags and rear parking sensors are optional. In NHTSA crash testing, the LS scored five stars for protection of the driver in frontal impacts and four stars for front-passenger protection. Side-impact tests resulted in a four-star score for front-seat occupants and five stars for rear-seat passengers. In 40-mph frontal-offset crash testing by the IIHS, the LS received a "Good" rating (the best possible).

Interior Design and Special Features:
Materials quality is not up to the level of import competitors', but real wood, faux titanium and chrome accents add some visual interest to the LS cockpit. The leather upholstery is soft to the touch, and although the well-cushioned chairs provide excellent comfort during highway cruising, their lack of lateral support makes them unsuitable for more spirited driving. The backseat offers more room than most entry-level luxury sedans, as even 6-footers will find ample head-, leg- and foot room.

Driving Impressions:
Smooth and gutsy off the line, the V8 remains quiet while providing strong acceleration from almost any speed. The Lincoln's handling is commendable considering its size, but as the turns get smaller, the LS begins to feel bigger. Out on the highway, the Lincoln LS plays the part of a touring sedan almost perfectly, offering both a smooth ride and secure handling. But as a sport sedan, it's average at best.

2006 Lexus GS 300 reviews

Lexus created the quintessential Lexus sport sedan in the GS 300 -- quick, athletic, beautifully built and always refined.

Pros
Silky-smooth engine, rich interior, commendable blend of luxury and handling, optional all-wheel-drive.

Cons
Grabby brakes, overly aggressive stability control system.

What's New for 2006
An all-new GS 300 debuts for 2006.

]]> Introduction:
When the GS was first introduced in 1993, it was intended as a splash of scarlet in Lexus' inoffensive sedan lineup, as well as being Japan's answer to German sport sedans. It was an attractive car with an inviting interior. But as a sport sedan, the GS faltered, largely because of its size and underpowered 3.0-liter engine. Article after article called it a comfortable, competent handler that was seriously lacking a vibrant powertrain. Not content to take much flak over the competitiveness of its products, Lexus redid the car in 1998 with more dramatic styling and an available V8 engine. This V8 made the GS 400 one of the most powerful four-door sedans available at the time. The GS 300 was meant to appeal to semi-cost-conscious buyers wanting a blend of sport and luxury. To that end, it came supplied with a decent amount of luxury equipment and a 220-hp, 3.0-liter inline six. For 2006, Lexus released a completely redesigned GS 300. Some hints of the previous GS shape carry over to the new car, especially up front, but most of the former ovoid proportions are replaced by taut surfaces and defined creases. The long, sloping roofline and very short deck create a pronounced fastback effect. Inside, fine materials, tasteful design and that impeccable touch the company does so well are still here. Thanks to a new 24-valve double-overhead-cam engine, peak power is up by 20 hp, from 225 to 245, and the V6 benefits from a slick new six-speed automatic. For improved efficiency, the engine features direct fuel injection and a variable valve timing system, which now adjusts both intake and exhaust cams. Plus, its engine block is cast in aluminum (the old straight-six it replaces was iron), which helps the '06 GS 300 shed approximately 100 pounds overall. Another notable change is the availability of all-wheel drive. Overall, the new GS 300 boasts all the refinement you expect, plus edgy styling and crisp performance.

Body Styles, Trim Levels and Options:
This midsize four-door luxury sedan comes in just one trim level. Luxury touches include standard dual-zone automatic climate control, a power tilt and telescoping steering wheel, 10-way power front seats, an auto-dimming rearview mirror and an in-dash CD changer. Optional is an impressive-sounding Mark-Levinson audio system that delivers discrete 5.1 multichannel playback, utilizing no less than 330 watts of amplifier power and 14 speakers. Other notable options include a navigation system, a moonroof, ventilated front seats and a rearview camera parking assist system.

Powertrains and Performance:
The GS 300 uses a 3.0-liter light-alloy V6 that develops 245 horsepower. A six-speed automatic is the only transmission available. To take advantage of the transmission's six forward gears, the GS 300 features manual-style upshift and downshift controls. An all-wheel-drive system is also available.

Safety:
Safety equipment includes front seat-mounted side airbags, full-length head curtain airbags, four-wheel antilock disc brakes with BrakeAssist, traction control and stability control. An optional Pre-Collision System (PCS), which is packaged with Dynamic Radar Cruise Control, uses a millimeter-wave radar sensor to detect obstacles in front of the car and a computer that reads vehicle speed, yaw rate and steering angle. If the computer determines that a collision is unavoidable it preemptively stiffens the suspension, retracts the front seatbelts and preinitializes BrakeAssist so increased braking is applied the instant the brake pedal is depressed.

Interior Design and Special Features:
A roomy cabin provides the driver and front passenger with space to stretch out. Impressive amounts of leg- and shoulder room easily accommodate the long-limbed and broad-shouldered. The cabin is outfitted with rich wood trim and handsome light-sensitive gauges housed in chrome-ringed pods. Materials quality is excellent, and everything is assembled with precision. Another nice touch is the hidden controls, evidence of the now legendary Lexus attention to detail. Company designers have hidden many of the lesser used secondary controls -- like the power mirror switches and the dimmer switch for the interior lights -- into a retracting panel that hides itself away in the dash to the left of the steering wheel.

Driving Impressions:
The GS 300 sparkles on the open road. Its silent cabin, devoid of any noise, harshness or vibration, is a portrait of tranquility. During modest cornering, the chassis is solid and the multilink suspension keeps the tires pressed tight to the ground at all times. Compared to the faster GS 430, the V6 car is quicker on its feet and more poised. It doesn't pull as hard as the V8, naturally, but unless you drive them back-to-back, you might not care.

2006 Lexus ES 330 review

A supple ride and a gorgeous interior make this one entry-level luxury sedan that you'll never want to upgrade from.

Pros
Comprehensive array of luxury and convenience features, superb ride quality, silent cabin, advanced safety technology, excellent reputation for reliability.

Cons
Bland driving characteristics, many of the most desirable options are expensive, no split-folding rear seat.

What's New for 2006
Other than new availability of satellite radio, there are no changes to the Lexus ES 330. Stated horsepower for the car's V6 engine is slightly lower than last year, however, due to Lexus' adoption of new SAE engine testing procedures.

]]> Introduction:
As one of the most affordable cars in the Lexus lineup, the ES 330 is meant to attract people looking for something a little bit more special than the usual Honda Accord or Toyota Camry. It offers a luxurious cabin, a soothing ride and many features not found on more plebian cars. The history of the ES can be traced to Lexus' first year, 1990, when the ES 250 debuted. It was marketed as an "Executive Sedan," though we're pretty sure that executives saw it for what it was: a thinly veiled Toyota Camry with a price premium. Admittedly, the ES 250 was a stopgap plan for Lexus, and an improved ES 300 arrived in 1992. Though again based on a Camry platform, this one had much more distinctive styling, and remained popular for many years.

The ES was last redesigned in 2002. The latest version is again similar to the Camry (also redone in 2002), though its appointments reflect the high levels of comfort, convenience and refinement that have become trademarks of Lexus luxury. Lexus says that it didn't develop the car to be all things to all people, and we feel that there's a certain amount of honor in acknowledging a car's limitations. Many people simply don't give a darn about the performance potential of an automobile. A car is a conveyance, not a form of entertainment, and if they're lucky enough, their vehicle will also convey to onlookers the idea that they've achieved a certain level of success. For those consumers, the ES 330 should have tremendous appeal.

Body Styles, Trim Levels and Options:
The five-passenger, four-door ES 330 is sold in just one trim level. Many luxury features are standard, including power front seats with memory, automatic dual-zone climate control, a power moonroof, HomeLink, a full set of auto-dimming mirrors, one-touch up-and-down windows on all doors, leather seating and burled walnut or golden bird's eye maple wood trim. Other optional items include a DVD-based navigation system with voice activation, a premium Mark Levinson audio system, satellite radio, a powered rear sunshade, heated and ventilated seats, HID headlights and an in-dash six-disc CD changer. Power-adjustable pedals with a memory function are also available. An available 17-inch wheel and performance tire option dresses up the exterior appearance, while also providing a bit of an improvement in the handling department.

Powertrains and Performance:
The ES 330's 3.3-liter V6 engine is rated at 218 horsepower and 236 pound-feet of torque. It sends its power to the front wheels through a five-speed automatic transmission. An adaptive variable suspension system is optional, and helps the ES balance a silky-smooth ride with respectable cornering ability.

Safety:
The ES 330 has solid NHTSA crash test scores, earning five stars (the best possible) in every category except for rear-side impacts, which warranted four stars. It has also earned a "Good" rating from the IIHS for front-offset impact safety, its highest rating. The ES 330 comes with a full complement of airbags, including seat-mounted side airbags for front passengers and side curtain airbags for all outboard passengers. Lexus offers standard four-wheel antilock disc brakes with Electronic Brakeforce Distribution (EBD). Vehicle Skid Control (VSC), a stability control system that helps prevent dangerous spins and skids, is optional, and includes traction control and BrakeAssist.

Interior Design and Special Features:
The ES 330's cabin is quite warm and inviting. In terms of the overall design and the materials used, you're not likely to find anything better in this class -- the leather is soft, the wood trim is rich and every surface the driver is likely to touch returns an impression of quality. Besides that, the backseat is roomy, the trunk is large, and there should be enough luxury features to keep you and your occupants content.

Driving Impressions:
Around town, the ES 330 floats plenty and absorbs road anomalies, providing a cushion-soft ride. When pushed harder, it offers little to get excited about -- the handling limits are quite modest, though we expect most owners won't be too concerned with that particular aspect. Although cars like the Acura TL, Chrysler 300 and Nissan Maxima have more powerful engines, the ES 330 should prove sufficiently quick for buyers who are more interested in tranquility than maximum performance.

2006 Land Rover Range Rover Sport review

It's still not the sportiest SUV in its price range, but if you want Land Rover capability and style packed into a slightly less boxy package, the Range Rover Sport is the perfect setup.

Pros
Solid road manners, off-road ability worthy of the Land Rover name, usable interior space, powerful V8 engines.

Cons
Standard model still not very sporty, less interior room than the standard Range Rover.

What's New for 2006
Land Rover takes a jab at performance SUVs from BMW and Porsche with its all-new Range Rover Sport.

]]> Introduction:
Over the past 50 years, a small British company with a simple green and gold logo has become legendary in the world of off-road exploration. While other marques such as Jeep and Hummer have tried to emulate the mystique and reputation of the venerable Land Rover brand, none have been able to match its reputation for providing luxury and go-anywhere capability in the most extreme conditions known to man. In recent years, Land Rover has sought to make its vehicles more palatable to a mainstream audience whose safaris rarely take them out of suburbia. Most of the credit goes to a short-lived buyout deal with BMW that lasted just long enough to produce the highly desirable Range Rover, a vehicle as opulent as it is rugged. The BMW deal came undone before the same magic could be worked on the midsize Discovery, an outdated dinosaur that arrived in the U.S. in 1995 slotted beneath the Range Rover. Ford came along a few years later and snapped up Land Rover, hoping to apply the same formula that has proven successful at Jaguar and Aston Martin. The LR3 was the first product born out of this relationship. The LR3 is a success by most accounts, but Land Rover also needed a BMW X5 and Porsche Cayenne fighter. A real departure from Land Rover's singular focus on the off-road lifestyle, the Range Rover Sport is the company's first performance SUV. Even though it shares the Range Rover badge with its luxurious big brother, the Sport is actually a shortened and 450-pound-lighter version of the LR3. The exterior styling echoes the Range Rover, and the engineers placed much significance on aerodynamics and smooth lines. A shorter wheelbase and a steeply raked rear hatch give the Sport a more dynamic stance. The steering and suspension were sharpened for better on-road performance with a variable-ratio and variable-assistance ZF Servotronic steering system and monotube shocks. Two engines power the Range Rover Sport. A V8 borrowed from the Jaguar parts bin channels 300 horsepower through a six-speed automatic transmission in the HSE. The supercharged model boosts the horsepower to 390. The Range Rover Sport's fully independent suspension utilizes air springs at each corner, and a new Dynamic Response System automatically adjusts the sway bars for maximum roll control whether you're on-road or off. Although its tires, stance and suspension are tuned for life on pavement, the Sport still carries its low-range gearing and the adaptive Terrain Response system first introduced in the LR3. Although the idea of a fast and sporty Land Rover may seem like a contradiction, the new Range Rover Sport has the acceleration and handling dynamics to make it a serious player in the high-performance SUV market. It also has the class-leading off-road capability you'd expect of a Land Rover.

Body Styles, Trim Levels and Options:
The five-passenger Range Rover Sport is offered in two trim levels, HSE and Supercharged. The HSE comes standard with leather upholstery, 19-inch alloys, fold-down rear seats, dual-zone automatic climate control, and a 14-speaker, 600-watt Harman Kardon audio system with a six-disc CD changer. Options include heated front and rear seats, adaptive headlights, premium leather seating and wood trim. The Supercharged model gets all these goodies, plus 20-inch alloy wheels and the Dynamic Response active suspension system.

Powertrains and Performance:
The standard Range Rover Sport is powered by a 4.4-liter V8 that makes 300 hp and 315 lb-ft of torque. As you'd expect, the Supercharged model features a supercharged version of this engine that ups the power to 390 hp and 410 lb-ft of torque. Both engines use a six-speed automatic transmission with adaptive shift logic that adapts to road conditions and driving styles. Likewise, they both get Land Rover's Terrain Response System that adjusts everything from throttle response, traction control, electronic stability control to varying off-road conditions. The Supercharged Sport also features active roll control to improve cornering performance on the pavement.

Safety:
Safety features include four-wheel antilock Brembo brakes, traction and stability control, hill-descent control, side-impact and head curtain airbags and even an electronic parking brake. The Supercharged model includes adaptive headlights that "look" around corners and adjust up and down to counter the effects of hard braking and heavy cargo.

Interior Design and Special Features:
The Range Rover Sport features a spacious cabin packed with clever storage solutions, as well as seats trimmed in English leather. A commanding driving position and elevated stadium seating give the driver and passengers alike a clear view of their surroundings. The dash has a simple, geometric look that is very similar to the elegant design employed in the Range Rover. Switches are kept to a minimum, thanks to built-in technology that minimizes the need for driver input, and every tactile surface is thickly padded, as one would expect in a vehicle of this caliber. Overall, the cabin isn't quite as luxurious or spacious as the Range Rover, but the Sport is designed to impart a more cockpitlike feel for the driver to emphasize its driver-focused intentions.

Driving Impressions:
With 390 horsepower on tap, the supercharged Range Rover Sport lives up to the performance moniker. Combined with its sophisticated four-wheel-drive system and the adaptive six-speed transmission, there is always plenty of power and traction available underfoot. If you're looking for serious capability on the pavement, go with the Supercharged model or at least an HSE equipped with the active roll control suspension as the standard setup is much less capable than a comparably priced X5 or Cayenne.