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2008 BMW 5 Series

by Mike Monticello

BMW's current 5 Series carries such dramatic styling that it's not hard to understand why the "significant freshening" for the early-release 2008 models doesn't appear all that different from the Bangle-esque design it adopted in 2004; to be honest, it's hard to distinguish a 2008 from a 2007 unless they are side by side.

For those of you more eagle-eyed than I, look for the now-all-white headlight lenses, new taillights with fancy red lines, reshaped front air dam and new rear bumper design. BMW also revised the interior, with a new standard steering wheel (thick and grippy, bordering on perfection), window switches relocated to the armrest, larger door pockets and a new electronic shifter for the 6-speed Steptronic auto­matic transmission (now with quicker shifts) that feels perfect in your hand.

The much-maligned iDrive system now includes six programmable "favorites" buttons and leather-trimming for the controller ... but neither makes this system any more intuitive. It's interesting that with each new iteration of iDrive, more "old-fashioned" knobs appear on the center stack.

But 2008 is all about the adoption of the twin-turbo N54 inline-6 from the 3 Series, which has to rank as one of the greatest engines of all time. Found in the 535i, 535xi (all-wheel drive) and 535xi Sports Wagon, the beauty of this direct-injected 3.0-liter is its damn-near turbo-lag-free 300 bhp and 300 lb.-ft. of torque, the last from 1400-5000 rpm. Of note, the 535xi Sports Wagon becomes the most powerful BMW wagon ever sold in the U.S., eclipsing the E39 V-8-powered 540i.

The 535i models replace the 530i, while the 528i and 528xi replace the 525i, the power of the N52 aluminum/magnesium 3.0-liter inline-6 bumped to 230 bhp and 200 lb.-ft. of torque. This is an increase of 15 bhp and 15 lb.-ft. of torque over the 525i, but the experience is nonetheless uninspiring compared to the 535i, which seems completely worth its $50,175 base price versus the 528i’s $45,075. And you know what? After driving a 535i back-to-back against the 360-bhp (but 242-lb.-heavier) V-8-powered 550i, it becomes clear that the more agile, more willing 535i (which now uses the larger 13.7-in. front disc brakes and 13.6-in. rears from the 550i) is the 5 Series of choice for back-road action, especially at any kind of elevation (M5 notwithstanding).

Unfortunately I had the opportunity to experience the crashworthiness of BMW's new 5 Series during a recent press launch. My journalist drive partner for the trip was piloting us down Ben Hur Road outside of Mariposa, California. With its twists, turns and occasional bumpy surface, this 20-mile "gnar-gnar" stretch of back road was providing us with a great sense of BMW's terrific -- as usual -- suspension tuning.

Unfortunately, my drive partner went into a left-hand corner too hot and got on the brakes too late (never a good combination), and we slid off the road into a large drainage ditch. The car immediately started to roll over onto the passenger side, then went into a rolling/flipping frenzy as we exited the ditch and landed in a field.

When the car finally came to a rest, we were upside down. I was able to extricate myself from the car and came away with a minor gash on my head. The driver was injured but is recovering.

After medical personnel arrived (a special thanks to the quick response of the operator from BMW Assist), I walked around the car to survey the damage -- the structure was incredibly intact. Job well done, BMW.

2008 Lexus LS 600h L

by Thos L. Bryant

The press information handed out to the journalists who came to Arizona to drive the Lexus LS 600h L billed it as "The Ultimate Lexus." Frankly, I doubt it, because the history of Lexus since the introduction of the first LS in 1989 has shown that this company has no interest in standing pat. Onward and upward seems to be the Lexus mantra, but for right now the LS 600h L is certainly the star. As Bob Carter, Lexus Group V.P. and General Manager, stated, this car is "the truest expression of luxury and efficiency of any vehicle we have created. Equally important, the LS hybrid stands as the icon for the Lexus brand." Carter went on to say that the 600h L's combination of all-wheel drive and the 8-speed automatic CVT transmission with the V-8 engine and electric motor "results in power and performance on par with modern 12-cylinder engines."

Powerful words that neatly categorize a powerful car built to challenge the world's best in the large luxury sedan category: Audi, BMW and Mercedes-Benz. With a hybrid? You bet. The LS 600h L (in North America we get only the 4.8-in.-longer L version) is fitted with a 5.0-liter V-8 that puts out 389 bhp and 385 lb.-ft. of torque; then adds the electric motor of Lexus Hybrid Drive, which bumps total horsepower to 438 (compared to 450 for the Audi A8 L W-12, 438 for the BMW 760i and 510 for the Mercedes-Benz S600). While the Lexus won't be quite as quick as the 12-cylinder German cars, it does perform briskly and will do 0-60 in 5.5 seconds according to the company. And it will provide EPA 2008 fuel economy figures of 20 mpg city, 22 mpg highway and 21 mpg overall.

Beyond the drivetrain, there is an abundance of technology built into the LS 600h L including the Advanced Pre-Collision System, which with a chime and flashing light alerts the driver of an obstacle ahead, retracts the seatbelts and prepares the brakes with increased force available for possible impact. Then there is the Vehicle Dynamics Integrated Management (VDIM) system found on all new LS models, which includes Electric Power Steering, Vehicle Stability Control, Electronic Control Brakes, Anti-lock Brakes System and Electronic Brake-force Distribution. There is also an air-suspension system and Variable Gear Ratio Steering to enhance responsiveness. One can only wonder how many electronic impulses are running through this car when it's on the road.

The driving character of the LS 600h L is very much what you would expect: lots of accelerative power, more than ample passing ability, very smooth "shifts" within the CVT (artificially induced to give that feeling), remarkably low noise level, superb ride quality and very good handling characteristics for a large, 5050-lb. car that measures 202.8 in. long.

The bulk of our test driving was done at Toyota's proving ground outside of Phoenix where we were allowed to try a variety of driving conditions, from abrupt lane-change maneuvers to a 120-mph acceleration run, plus a twisty road course. The 600h L performed admirably in all of these conditions, and more important for me, I was allowed to drive one back into the city to our hotel, so I had a good dose of highway, suburban and city-streets driving.

This is a luxury car, first and foremost, but don't let that deter you from trying it out for hard running. The acceleration is remarkably smooth and linear, with abundant power just a throttle tip away. Conversations can take place without any raising of voices at 80 mph or more, and the suspension compliance is first-class. With a wheelbase of 121.7 in., the 600h L fits nicely between the BMW 7 Series (117.7) and the Mercedes-Benz S-Class (124.6 in.). Its one shortcoming compared to those cars is the size of its trunk, which gives up noticeable space to the battery pack.

After a day of driving the LS 600h L, I thought of the statement of Moritaka Yoshida, chief engineer of the car, earlier that morning: This car "is the product of a completely revised production system that merges state-of-the-art technology with the skills of highly experienced master craftsmen." And the results speak for themselves.

2008 Mercedes-Benz C-Class

by John Lamm and Photos by the Author

If like many others, you have a Mercedes-Benz C-Class, you are not in an exclusive group. The German automaker has sent some 600,000 examples of this car to the U.S. in three generations since the 190 Series.

Mine is a 10-year-old C220 with -- as of this morning -- 131,524 miles on the odo. I appreciate our faithful C-Class and that's why I'm a tough judge of its successors.

Visually, the new C-Class fits the bill better than the last. There's a hint of S-Class but happily not too much, a purposeful profile with proper-size fender blisters and a rising character line that emphasizes the basic wedge shape. Customers get a choice of grilles: classic horizontal bars with a stand-up hood star in the Luxury edition, or a large three-pointer centered in the Sport edition's face.

Either grille is fine, but overall the Sport version looks more complete with its aggressive front valance, sculpted sills and pseudo-venturi rear bumper coloring. All this is wrapped around a body that's about 1.6 in. or more larger in all directions without looking pudgier. Curb weights are up by 150 lb. or so.

However, that added exterior size doesn't translate into a larger interior. While we prefer the Sport exterior, the Luxury model gets the nod inside. The warm beige interior with the wood trim is more inviting and expensive-looking than the Sport's in black and gray with metallic trim. In any color the seats are first-rate.

In either case it's an easy interior to use, a readable instrument package ahead and convenient thumb controls on the steering wheel. Get the navigation system and the screen rises from the top of the center stack; if not, the radio is placed there. Below are vents, then the radio (possibly a phone) with buttons a bit too small and similar, perhaps, but segregated from the heating/air-conditioning controls below that.

While Mercedes has plenty to brag about in the new C-Class, such as a bodyshell made of 70-percent high- or ultra-high-strength steel, the word to describe the powertrain is "carryover." That would be two variations of the 24-valve aluminum V-6. The C300s use the 3.0-liter with 228 bhp at 6000 rpm and 221 lb.-ft. of torque at 2700-5000, while C350s get a 3.5 with 268 bhp at 6000 and 258 lb.-ft. at 2400-5000 rpm. You can get a C300 with a 6-speed manual, but the rest use 7-speed automatics, including the all-wheel-drive 4Matic C300s arriving this autumn.

Because the automatic's gear ratios are unaltered and the manual's little changed, it must be the added curb weight that adds a few tenths to the claimed 0-60, quickest being the C350 at 6.3 seconds.

There are no major changes in the suspensions, with coil-spring struts up front and a 5-link at the rear matched to the expected electronic wonderworks, like ASR traction and ESP stability control.

Although the C-Class isn't exactly all-new, that's okay because the result in the C350 Sport we drove was a delicious brew of ride and handling. Stuff it into a hairpin with fingertip ease and it won't betray you ... go for groceries and it's a sweetheart.

If we had to replace our venerable C-Class, this one would be high on the shopping list, but unlike a decade ago it wouldn't be a shoo-in. This new Mercedes sedan is in that crowded $30,000-$40,000 segment of small luxury sedans including BMW, Infiniti, Lexus and more. Lucky us.