2008 Saturn Vue

Buyers never plan on driving their shiny new car-payments into an offset barrier, in front of a runaway side-impact sled, or dirty-side up. But the fatalistic ones know it's statistically likely, and these folks will be encouraged to learn that Saturn has armored the new Vue's body structure and armed it with six airbags, active head restraints, seatbelt pretensioners, and collapsing pedals so dummies emerge unscathed (or at least undead) from the worst crashes conceived by any world government. Standard stability control with trailer-sway mitigation (a class exclusive) might even help intelligent dummies avoid a crash-and if not, standard OnStar will summon help.

In between catastrophes, occupants enjoy a superbly trimmed cabin, with supportive seats, soft-touch materials, and quasi-convincing wood or metal-mesh trim. The rear-seat cushion is higher than before, so kids can see out, and road and wind noise is very low. All passenger seats fold flat for hauling long items, and there's loads of cargo crannies, nets, and tie-downs.

There are three engines to from which to choose: Entry XE models get a 2.4-liter Ecotec four, teamed with a four-speed automatic spinning the front tires or a 3.5-liter pushrod six with all-wheel drive. XR or Red Line buyers get GM's 3.6-liter quad-cam six with front or all-wheel drive. Both V-6s get a new six-speed automatic, and all models can be flat-towed behind an RV. A Green-Line hybrid arrives this fall. Suspension tuning is identical to that of the Vue's Euro sibling, the Opel Antara.

So how's it feel? The loaded XR AWD Vue sampled here represents a quantum leap in refinement, but tips the scales at over 4300 pounds. That makes it feel sluggish off the line (blame tall economy-minded gearing) and less than nimble at the helm, though body control and overall performance are admirable. Our tester weighs almost 600 pounds more than a RAV4 Sport V6 4WD and 100 pounds more than a Hyundai Santa Fe Limited AWD-two competitors that offer third-row seating and carry 16-20 cubes more cargo. Another unflattering fact: Most dimensions measure larger outside but smaller inside than the key rivals'-of course, that's when measured before hitting the wall.

How is it safe to flat-tow a Saturn?

It's definitely not safe to flat-tow all automatic transmission cars for long distance (like on vacation behind an RV). The vulnerable component is the transmission, the end of which is connected to the wheels, and so is spinning at road speeds without benefit of lubrication that is usually supplied by the engine-driven transmission oil pump. In some case, by accident or by design, some of the big rotating masses splash enough lubricant from the sump up onto the key bushings and bearings to keep things running smoothly (as happens with the Vue's four-speed automatic). This, along with the use of Teflon-impregnated ultra-low friction bushings, protects these transmissions during extended engine-off operation. The six-speed required a bit more engineering. A special lubrication pan was placed in an area that receives a lot of splash oil, and gravity then feeds that lubrication down to some remote bearings that wouldn't have otherwise been lubricated sufficiently. Hence, all Vues can be flat-towed - as can any other GM products using the 6T80/75 series transmissions. Or you can use a Vue to flat-tow an Ion (max towing capacity on the Vue is a class-leading 3500 pounds), and entrust the StabiliTrak system to apply brakes selectively if the tail starts trying to wag the dog.

2008 Chrysler Sebring Convertible

The Chrysler Sebring convertible took a break for a year and came back toned, sculpted, and stiffer, based on a new platform shared with the sedan. While it resembles the four-door, 3.1 inches more overall length and two fewer doors have certainly cleaned up the exterior. It also now offers a choice of three roofs: vinyl, cloth, and a retractable hard top. All three raise and lower at the push of a button (and can be lowered with the keyfob), use a glass rear window with defroster, and take about 30 seconds to drop. All will accommodate four sets of golf bags (or 11.3 cubic feet of luggage), top up or down, except the hardtop convertibles, which still fit two sets of clubs, top down.


The Chrysler Sebring convertible uses the sedan's engines and transmissions: a 173-horsepower four-cylinder and a 2.7-liter, 189-horse V-6, both backed by a four-speed automatic or a 3.5-liter V-6 with a six-speed automatic. The four-cylinder is coarse and doesn't have enough gusto to get this 3750-pound car going with any alacrity. It may be great in a smaller vehicle, but it's not the right fit here. Combine that with a hesitant four-speed automatic, and you have a Thrifty car rental weekend special. The smaller V-6 is certainly a better engine choice for the Chrysler Sebring. While it has only a bit more horsepower than the four, its 25 pound-feet additional torque makes a noticeable difference. Unfortunately, Chrysler didn't back this engine with the six-speed automatic, a move that keeps the MSRP lower, but also keeps the driver from getting a bite out of the 2.7. The 3.5-liter combined with the six-speed is the most entertaining. Off-the-line acceleration is smooth and shifts are quick, but neither the Sebring's steering nor handling is going to make BMW shake in its boots.


Chrysler Sebring pricing starts at just over $26,000-lower than in 2006-but goes up quickly as you add features, which we realized upon learning of our Limited's $38,000 as-tested price. The base model isn't available with the hard top-for that, the midlevel Touring package is required, and the metal roof adds $1995 to the bottom line.

2008 Mercedes Benz C Class

The new car breezes along on the freeway as you'd expect a well-engineered German sedan to do, its 3.5-liter V-6 (making 268 horsepower and 258 pound-feet of torque) and Mercedes's now-ubiquitous 7G-Tronic seven-speed automatic working in harmony at 70-plus mph.

The slightly bigger cabin is quiet and comfortable. Multiple changes for the better inside include standard eight-way-adjustable seats, improved gauge work, and a Comand interface that folds neatly into the top of the dash when not in use, controlled by Benz's spinning knob on the center tunnel. Improved safety is always a big concern for the Daimler boys. Seven airbags come standard, and the optional Pre-Safe occupant-protection system is among the many new safety features available.


As the nav directs us off the main highway and toward the bends, it's time to make our final preparations. Hit sport button. Check. Change transmission to sport mode and locate paddle shifters atop new three-spoke steering wheel. Check. Apply sunglasses and look cool. Check.

The sport button activates what Mercedes calls Advanced Agility (an enhancement to the sport's standard Agility Control package), a system designed to firm up the 350 Sport's self-adjusting suspension dampers and optimize throttle response. In addition, a quicker steering ratio and speed-sensitive steering help improve the wheel feel. With the seven-speed in sport mode, more aggressive shifting also is available at our thumbtips.

Working the paddle shifters, we push the C-Class through sweeping lefts and rights in search of body roll. We're not finding much, thanks in part to sport shocks and springs and a beefed-up anti-roll bar added to essentially the same front-strut/five-link-rear layout that underpins the outgoing model. A switch to aluminum suspension links is new, and ride height has been lowered by a half inch. The adaptive brake system, adopted from the S-Class, takes many a stomping in stride. The sweet, AMG-sourced 18-inch rims on our tester, shod with 225/40ZR18s out front and 255/35ZR18s at the rear, never squeal for mercy.

For all the changes and upgrades to this C-Class, the 3.5-liter six, while a competent engine in most situations, is a carryover. The 350's mill proves wanting during parts of our mountain jaunt, especially with sport mode turned off. The Advanced Agility package and paddle shifters help, but there are times when we're searching for more power out of the corners, away from standstill, or during a rolling pedal stomp. With an estimated 0-to-60 time of 6.1 seconds, the 350 Sport is no slouch in its class, but our thoughts can't help but drift to the magnificent 300-horsepower, 3.0-liter twin-turbo inline-six in the new BMW 335i and wonder why the Benz's block wasn't at least put on the massage table. And there are no plans to offer a manual tranny for the 350, another head-scratcher.

Our drive ends in a wonderful medieval hillside town called Alcoy in Spain's Costa Blanca region. As we pull into the courtyard in the heart of la ciudad, some two dozen C-Klassen of all flavors are already neatly parked. Included are multiple diesel (none for the U.S. at present) and gas-powered variants. The cars wear two distinct mugs: the Avantgarde or Elegance front fascias, which will be called Sport and Luxury in the United States.


The car's exterior is slightly larger in all dimensions. The three-bar sport grille is highlighted by a Benz star disc you could almost use as a Frisbee and a mesh-look air intake. Luxury has the more traditional chrome multibar grille and the old-school hood ornament affixed. Gone on both versions are the circular light treatments and the sheetmetal that sloped over them for an angular approach. Two hard creases on the hood lead into each end of the grille. The flanks are cleaned up, and now one razor-sharp beltline runs just below the door handles. Out back, the vented taillights, developed during the car's extensive virtual prototype testing, move the air well enough that the designers decided against a spoiler. The looks aren't likely to make the Benz design hall of fame, but it's more contemporary and edgier.

Coming to the U.S. this August will be three versions for the 2008 model year: the 350 Sport and the 300 Sport and Luxury, which are powered by the automaker's 228-horse, 3.0-liter V-6. A six-speed manual will be standard for the 300 Sport, but the other models will come with the seven-speed auto. Versions with 4Matic AWD also will be offered, but only for the 300s. One bummer: The Advanced Agility package won't come our way until the following year. A V-8-powered AMG version is on the way and will be shown later in 2007.

With some 70 percent of the 50,000 or so C-Class models sold in the U.S. last year sport-themed, the emphasis was clearly focused there. But did Benz go far enough? We're not so sure, especially with BMW's 335i, the top-tier Audi A4 and Lexus's coming IS-F all poised to ambush the new car. The three-pointed star does have an undeniable allure, however, and with a car as improved as this, the new C should easily hold its own against its formidable sport-sedan competition.

BMW 335i 2007 Coupe

The BMW 335i 2007 Coupe is distinguished by a “powerdome” hood, a deeper front air dam, illuminated surrounds for the standard xenon adaptive headlights, and horizontal LED taillights. Although the body isn’t quite as wide as the sedan’s, track dimensions are nearly identical, so the coupe requires more pronounced fender flares to cover the rubber. Maintaining the classic proportions that have distinguished 3-series coupes since 1991, it all adds up to a look that’s simultaneously sophisticated and aggressive. Not to mention drop-dead gorgeous.

As you'd expect, there's mechanical distinction to go with the sexy sheetmetal. The most obvious is a new engine, but that distinction won't last long. The twin-turbo 3.0-liter six will distinguish the 335i exclusively during its September showroom debut, but BMW plans to make the force-fed engine available in the 3-series sedan shortly thereafter.

There will be three U.S. editions of the coupe — the 328i (from $35,995), with its naturally aspirated 3.0-liter straight-six (230 horsepower, 200 pound-feet of torque); the all-wheel-drive (a first for a BMW coupe) 328xi, from $37,795; and the turbocharged 335i (300 horsepower, 300 pound-feet of torque), from $41,295. All have the same five-link rear suspension as the sedan, all come with 225/45-17 run-flat tires standard, and all but the xi include sport-suspension tuning that's far easier to live with than the unforgiving spring and damper settings of an M3. All trim levels offer an 18-inch wheel option, along with performance tires. Aside from the turbo engine's much bigger punch — an aside not to be taken lightly — the biggest dynamic distinction between the 328i and 335i is in braking, thanks to the 335's heftier rotors.

We had a chance to put a 335i through its paces in an all-too-brief tour of the Austrian Tirol near Innsbruck and emerged with three major impressions. First, the new six-speed Steptronic automatic is well matched to the turbo engine's almost bottomless torque, and its paddle shifters allow manual operation when the pilot feels playful. We still prefer the involvement of the standard ZF six-speed manual, but as automatics go, the Steptronic goes better than most and is eminently preferable to BMW's balky sequential manual gearbox.

Second, the 335's sport-suspension package provides an outstanding compromise between creamy ride and athletic response.

Third, he Alpine heights magnified the benefits of boost, but we're certain this new engine will win friends at any altitude. BMW forecasts 0-to-60-mph times of 5.3 seconds for the 335i. Judging by our Tirol touring, we thought this was conservative, a premonition that was vindicated when a 335i showed up at Hogback HQ as this issue was going to bed — just time enough for some formal test data: 0 to 60 in 4.9 seconds and the quarter-mile in 13.6 at 105 mph. Those results are almost excactly the same as the numbers posted by the last M3 we tested [C/D, May 2003]. Wow. 'Nuff said.

3-SERIES COUPE
Vehicle type: front-engine, rear- or 4-wheel-drive, 4-passenger, 2-door coupe
Base price: $35,995-$41,295
Engines: DOHC 24-valve 3.0-liter inline-6, 230 hp, 200 lb-ft; twin-turbocharged and intercooled DOHC 24-valve 3.0-liter inline-6, 300 hp, 300 lb-ft

Transmissions: 6-speed automatic with manumatic shifting, 6-speed manual
Wheelbase: 108.7 in
Length/width/height: 180.3/70.2/54.1-54.2 in
Curb weight: 3400-3600 lb
C/D test results (335i):
Zero to 60 mph: 4.9 sec
Zero to 100 mph: 12.1 sec
Street start, 5-60 mph: 5.6 sec
Standing ¼-mile: 13.6 sec @ 105 mph
Top speed (governor limited): 144 mph
Braking, 70-0 mph: 160 ft
Projected fuel economy (C/D est):
EPA city driving: 20-21 mpg
EPA highway driving: 29-30 mpg

BMW’s first U.S.-market gasoline turbo, a 3.0-liter blown six-cylinder, has two small IHI turbochargers that each pressurize three cylinders with a maximum of about nine psi of boost. Direct fuel injection, a first for a BMW gasoline turbo engine, helps to cool the intake charge and allows a high 10.5:1 compression ratio. The block is made from aluminum, not magnesium and aluminum as used in BMW’s naturally aspirated straight-sixes. Horsepower is 300 at 5600 rpm, and the peak torque of 300 pound-feet arrives at just 1400 rpm and hangs on until 5000 revs. We’ve driven the 335i, and if there’s any turbo lag, it’s infinitesimal.