Cadillac BLS

• On the road price: £22,500 - £23,550
• For : Distinctive style, economical engine, grip, practical boot, equipment
• Against : Interior design, light controls, finger-trapping handbrake, body roll
• Driving
  The Cadillac is all about comfort and ease of use. The suspension is notably soft, and lean around corners is rather pronounced. As a result, it's not so involving, but there's plenty of grip. Our biggest gripe concerns the steering, which is too light, suffers from kickback and lacks the precision we have come to expect from an executive model. Yet the BLS is a capable cruiser, and refined on the move. Most models are expected to feature the 1.9-litre turbodiesel engine, also seen in the Vauxhall Vectra. It's a flexible, refined unit, but a bit of extra weight to the clutch, brake and accelerator would give the Caddy's drivetrain a smoother, more synchronised feel. There is also some vibration through the controls too; 2.0-litre turbo and 2.8-litre V6 turbo petrol-powered units are better in this respect, as is the twin-turbo diesel, which has a decent turn of pace, too.
  
  Marketplace
  This is Cadillac's best chance to establish itself as a contender in the UK. Based on Saab's 9-3, the BLS adds distinctive styling to a proven mechanical package. The pricing is keen, for a range that includes three turbo petrol engines and, in a first for a modern Cadillac, a 1.9-litre turbodiesel. This oil burner comes in standard and high-performance twin-turbo form. Given that the basic proportions haven't changed, Cadillac has been remarkably successful in differentiating the compact executive saloon from the car it's based on. It is offered in saloon and estate guise – the latter is Cadillac's first-ever estate – and there is a single very well-equipped Elegance trim, which includes sat nav and leather. Enough to tempt people from their Audi A4s, BMW 3-Series and Mercedes C-Class?
  
  Owning
  Annoyingly, Cadillac has retained the same finger-trapping handbrake as on the Saab 9-3. It's a perfect example of form over function. Still, the centre console is unique, and looks and feels suitably upmarket, offsetting a steering wheel, indicator stalks and window controls shared with the 9-3. Adding to the interior's charms, the ergonomics are sound, while the seats offer a decent range of manual adjustments. Tall drivers may find themselves wishing for a little more reach on the steering wheel, however, and there's not enough side bolstering to prevent you from sliding around a little during cornering. But the generous rear headroom makes the BLS a practical proposition for adults in the back, as does a deep 425-litre boot. The estate is as well-planned as the Saab it's based upon, too. Servicing is less practical though, with rather short 10,000-mile intervals and a glaring lack of Cadillac dealers throughout the UK. Residuals are also no better than creditable, though diesel models are the most economical cars Cadillac has ever made, with 46mpg claimed on the combined cycle.
  

Cadillac CTS

Cadillac's characterful CTS is ready to take on the BMW 5-Series and Jaguar XF.

In the past, American cars have struggled to make an impact on this side of the Atlantic. However, Cadillac's characterful CTS is ready to take on the BMW 5-Series and Jaguar XF.

Styling/Image

There's no denying the Cadillac's head-turning looks. With its sharp creases, gaping grille and flared wheel arches the American has real presence. It certainly stands out from the crowd, meaning buyers will have to get used to stares from other road users. At present the CTS is only available as four-door saloon and in Sport Luxury trim.

Interior/Practicality

Climb aboard the Caddy and you'll find the spacious cabin is as eye-catching as the exterior. In front of the driver are three sporty looking dials, while the sweeping centre console features logically laid out heating and audio controls. Fit and finish is surprisingly good, as is the quality of the materials – a particular highlight being the stitched leather dash covering. There's plenty of kit too, with sat-nav, TV, xenon headlamps and 40GB BOSE surround stereo all standard. Open the tailgate and there's a class competitive 562-litres of carrying capacity.

Engine/Performance

Take a look at a Cadillac brochure and you'll notice a glaring omission – there's no diesel-engine option! Company bosses claim an oil-burner will arrive in 2009, but until then there's only 2.8 and 3.6-litre V6 petrol powerplants to choose from. The larger unit isn't lacking in performance and will scorch from standstill to 60mph in just 6.5 seconds, although it'll only manage 25.4mpg at the pumps. The only gearbox option is a slightly slow-witted six-speed automatic unit.

Driving experience

Head out on the road and it's immediately clear the Cadillac has been developed with Europe in mind. There's little of the softness and imprecision that normally marks out American cars. Grip is strong, body control is good and the steering is direct, although it lacks feel. Unfortunately, the downside of the CTS's poise in corners is a hard ride that fails to filter out even small bumps and detracts from the car's otherwise quiet and comfortable long distance cruising ability.

Costs

When it comes to value for money, there's little touch the Caddy. For the price of an entry-level BMW 523i, the CTS 3.6-litre Sport Luxury serves up bags more performance and a tally of standard equipment that would have you ticking most of the boxes on the German firm's expensive options list. You'll need to make the savings for the high fuel and tax bills though. The 2.9-litre model can only manage 25.7mpg and emits 263g/km of CO2 – a measly saving of 0.3mpg and 1g/km over the much faster 3.6-litre.

Safety/Environment

With poor fuel consumption and high CO2 emissions the CTS is unlikely appeal to eco-friendly motorists. In fact, until the cleaner running, more efficient diesel arrives next year, the Cadillac is likely to remain a rare sight on UK roads. At least it does a better job of protecting its occupants than it does the environment. Six airbags and ESP are standard, as are adaptive bi-xenon headlamps, parking sensors and a tyre pressure monitoring system.

Our Choice: CTS Sport Luxury 3.6

Lamborghini Gallardo LP560/4

A round of tweaks to the Lamborghini Gallardo has produced the even faster, sharper and more eye-catching LP560-4

Image/Styling
With its sharp angles and short overhangs the LP560-4 screams performance and turns heads everywhere it goes. The front end takes its inspiration from the Reventon supercar, while the Y shaped LED running lights and large quad exhausts complete the jaw-dropping look. Buyers wanting high-speed wind-in-the-hair thrills can pick the Spyder model. It comes with a standard power-folding fabric roof, and an extra dose of look-at-me road presence.

Interior/Practicality
Not so long the cabin of a Lamborghini was dominated by its flimsy build and confusing dashboard layout. However, parent company Audi has worked hard to rectify these faults and the LP560's interior is a pleasing blend of quality German switchgear and Italian style. There's plenty of room for two, despite the low-slung seating position – although some drivers might find the footwell a little cramped. Luggage capacity is minimal at 110-litres, so you'll need to travel light!

Engine/Performance
Unsurprisingly, the Lamborghini is as fast as it looks. Peer beneath the car's glass engine cover and you'll spot the mighty 552bhp 5.2-litre V10 powerplant. Mated to a permanent four-wheel drive system it serves-up scintillating performance, with the Coupe model able to scorch from standstill to 60mph in just 3.7secs, and on to a top speed of 202mph. Such incredible performance needs a suitably spine-tingling sound track – and the Lambo doesn't disappoint, with a guttural low-rev bark that turns into an addictive howl as speeds rises.

Driving Experience
There's no denying that a stint behind the wheel of the LP560-4 is a special experience. The huge reserves of power and sharp throttle response mean acceleration is blistering at any speed. Turn into a corner you'll discover well-weighted and direct steering, while the four-wheel drive system manages to combine secure handling with plenty of driver involvement. Buyers can opt for the £7,000 e.gear semi-automatic transmission, which delivers savagely fast gear changes and gorgeous throttle blips on down shifts. Purists will want to save the cash and opt for the manual option with its traditional exposed metal gate that gives a charismatic 'click-clack' every time you swap ratios.

Ownership Costs
It goes without saying that buying a Lamborghini is the preserve of the very wealthy. Even in basic trim you'll be spending more than a first-time buyer forks out on a house! Then there's the costly options list that includes £9,700 ceramic brakes and the e.gear transmission that'll add £7,000 to the bill. Maintenance costs are huge too, while fuel returns of around 15mpg means plenty of time spent on filling station forecourts.

Safety/Environment
Four airbags are fitted as standard, along with electronic stability control and huge ABS-backed brakes. Buyers with an eye on the environment should steer clear. Lamborghini claims the incredible 5.2-litre engine produces 18 per cent less CO2 than the smaller unit in the outgoing Gallardo, which sounds impressive. However, in reality the Lambo still pushes out an extremely unhealthy 327g/km.

OUR CHOICE: LP560-4 Coupe e.gear

First Drive: 2010 BMW X6 M - Bimmer builds a highrider GT-R

M aficionados take note: The 2010 X6 M (and yet-to-be-tested X5 M) represents the most dramatic shift in BMW's Motorsport division since its inception – and it's not because they're the first crossovers branded with the tri-tone "M" badge. This high-riding duo are the first M machines ever to be equipped with all-wheel drive. The first fitted exclusively with an automatic transmission. And the first (and surely not the last) to pack a pair of turbochargers. M has evolved, but BMW hasn't lost the plot – it's completely rewritten the screenplay, added Michael Bay firepower and harnessed the electronic might of a supercomputer farm to tie it all together.

Purists have decried that "X" and "M" sharing a bootlid is the death of the brand, but these newest additions are just the latest in a long string of M-badged expansions. The brand's original intent – producing homologation specials tailored to die-hard enthusiasts – underwent its first conniption-inducing phase when BMW introduced the E30 M3 Convertible. Devotees cried foul, but amazingly, the brand not only survived, it thrived. Similar (if less vocal) protests were heard when the six-equipped E36 model debuted, followed by the E46 and the latest V8-powered model.
While that broken record is wearing thin, there's no doubt that the M brand is completely unrecognizable two decades later. It's moved beyond motorsport to bring power, agility and engagement to the masses through BMW's bread-and-butter models. And in the case of its fire-breathing SUVs (errr... SAVs), it's a story we've seen played out by another German automaker and its controversial introduction of a high-performance 'ute. We know how well that turned out, and now we know this: the X6 M has the goods to dominate its aging competition from Stuttgart – even if BMW doesn't want us to draw comparisons.

Packing a reworked version of the 4.4-liter twin-turbocharged V8 initially fitted to the X6 xDrive50i and later on the 2009 7 Series, the S63B44 has been tuned to deliver 555 hp at 6,000 rpm (five horsepower more than the Cayenne Turbo S – oops, we did it again) and 501 lb-ft of twist from an oh-so-low 1,500 rpm all the way through to 5,650 rpm. The party ends at 7,000 RPM, but outputs only tell a fraction of the tale.



An ingenious (and patented) exhaust manifold lies between the engine's two cylinder banks, shuttling spent hydrocarbons through four individual exhaust runners, then two tuned tubes feeding a duo of twin-scroll turbos. With a compression ratio of 9.3:1, peak boost of 7.3 psi and precise pulses of exhaust gas keeping the turbos perpetually on boil, the X6 M nearly eliminates any hint of turbo lag and sets a new bar for force-fed throttle response.

This V8 is the quickest, most linear turbocharged engine we've ever tested.

BMW claims a 0 to 60 mph run of 4.5 seconds (without launch control) and we have little doubt it's more than capable of shaving a tenth or two from that figure depending on the testing method. But straight-line performance aside, this V8 is among the quickest, most linear turbocharged engines we've ever tested and the transmission delivers shifts nearly on par with the world's best dual-clutch gearboxes.

The six-speed auto 'box is a mildly reworked variant of the ZF unit found on the standard X6, and in either automatic or manual modes, the tweaked six-speed has found a soul-mate with the twin-turbo'd V8. The amount of programming that's gone into delivering seamless shifts boggles the mind, specifically the ECU's ability – in Sport mode – to cut ignition to one cylinder while locking the torque converter to deliver a completely imperceptible suspension of torque.



Although the shifts aren't nearly as impressive when the awkward but adaptable transmission stalk is set to Auto, the steering wheel-mounted paddles are laid out as God intended – upshift on the right and downshift on the left – and they are easily snatched for passing power on demand. To lay into the throttle in Auto mode is to take a beat and feel your kidneys wrap around your spine as all four wheels grapple the tarmac and a muted, aggressive howl erupts from the quad-tipped exhaust.

You've been waiting patiently for it: 5,324 pounds.

While the transmission is excellent and the engine is beyond reproach, the all-wheel drive system and its assorted acronyms prove BMW has signed a pact with the Devil – one that cuts both ways and doesn't include a trip to Jenny Craig.

Originally fitted to the X6, the AWD system features BMW's torque-vectoring Dynamic Performance Control (DPC) which shuffles power between the rear wheels to maintain a constant cornering attitude no matter the conditions. It's unobtrusive and highly adaptable, accelerating the inside rear wheel when it detects oversteer, delivering more grunt to the outside rear wheel to keep understeer at bay, or sending the majority of the power to the rear wheels when nailing the long pedal in a straight line. Navigate to the vehicle settings page in the (much improved) iDrive system and passengers can see exactly which wheels are getting precisely measured delivery of torque. But it's best to avoid the desire to stare at the display, as the next corner presents itself a quickness... and you've got an unwieldy amount of mass to manhandle into submission.

2010 Scion tC

The 2010 Scion tC is a nicely-equipped, sporty coupe that provides loads of practicality and an affordable price tag. Pricing is set at $17,000 and includes all of the benefits associated with Toyota reliability, quality and durability. Tight fitting body panels and high-quality manufacturing standards are obvious everywhere that you look. Top quality interior materials have been designed and assembled to demonstrate meticulous attention to every detail. Optionally leather bucket seats are cushy and completely large enough to accommodate all drivers very comfortably.

The 160W Pioneer stereo system that comes stock with the 2010 tC features iPod connectivity. Further your journey into the technical realm by taking advantage of the optional navigational system. Enter into the cabin and rev up the 2.4L 161hp 4-cylinder engine that will deliver you 20 MPG of fuel in the city and 27 miles per gallon on the highways. The vehicle rates very well in terms of ride quality, responsiveness of steering and performance-based handling. Its powerful 4-wheel disc brakes are backed up by an antilock braking system as well as a system for electronic brake force distribution.

The 2010 tC by Scion presents you with an impressive array of airbags and various other standard safety features. And while there are limited factory options available, there are loads of accessories that can be installed from your dealer in order to allow you to make your new tC completely individualistic. This ability to personalize makes your new Scion tC even more exciting to drive. In addition, the ride is very smooth - very quiet. The 2.4L engine generates plenty of power with its double overhead cam and 16 separate valves to propel this 2900-pound vehicle as quickly as you will like to take it.

An electronically variable valve timing system is excellent for creating copious amounts of low-end torque. Further, the 2010 tC is classified as a ULEV (Ultra Low Emissions Vehicle) which makes you feel good about helping to protect the environment. You can choose between a 4-speed automatic transmission and a 5-speed manual. The 106.3-inch wheelbase enhances ride quality and creates a more stable driving experience. Macpherson struts grace the frontal suspension system while the rear suspension is crafted with independent 2X-wishbone design standards. In addition, the Scion tC comes stock with Bridgestone Potenza tires mounted on 17 inch alloy wheels. The overall result is a hip, sporty and somewhat flashy vehicle crafted for optimizing urban cruising excitement.

Overall, the 2010 Scion tC is a fun, good looking, aggressively-styled, if you ignore the Mazda MazdaSpeed3, and dependable vehicle especially favored by first time buyers. You can count on Scion's quality reputation and excellent customer service standards to accentuate your experience both before and after purchasing. Explore the world of the Scion tC further today and treat your senses to a glimpse of the future of automotive design.

2010 Ford Taurus SHO

After losing its mantle as most popular sedan to the Toyota Camry in 1997, the Ford Taurus went through a bit of an identity crisis, but it's back with a vengeance for the 2010 model year with a whole new platform. Right out of the gate, Ford is showing confidence in the model by simultaneously releasing the SHO, or super high output, version. The 2010 Ford Taurus SHO is a big sedan, packed with the cabin tech that currently sets Ford apart from the competition. Also, it features a whole new drivetrain: Ford's V-6 EcoBoost engine comprised of a direct injection V-6 and twin turbochargers.

With extraordinarily high sides, the Taurus SHO, a big, beefy sedan, embodies American muscle. Externally, it doesn't differ from the standard Taurus, sharing details such as the notched bars in the grille. Only an aficionado will notice the SHO badges that indicate this Taurus is built for speed. That sleeper status makes the SHO fine for an everyday commute yet able to blast to 60 mph in 5 seconds.

This grille, shared with the standard Taurus, helps the Taurus SHO stand out amid all the other sedans on the road.

The cabin of the Taurus SHO, although lacking a real luxury feel, is covered in quality materials. The dashboard is made up of soft plastics with patterned metal insets. The shifter, with its meaty handle, suits the nature of the car, but feels a little last century. The steering wheel holds the buttons we would expect from a Sync-equipped vehicle, and a touch-screen LCD sits front and center, showing the home screen we've grown familiar with over the past year. The screen shows the map, audio system, and climate control all in their own little windows, but it's the last time we will look at it because we prefer the full-screen map for everyday driving.

Out on the road, the Taurus SHO feels comfortable. Its plush seats feel like over-stuffed easy chairs, complete with heating and cooling in front. Ford also makes what it calls multicontour seats available, basically massage chairs, but we didn't have that option. The Taurus SHO does a very good job of insulating against external noise, helping with the impression of quality. We're used to dropping the height adjustment on seats down low, but the high sides of the car make it hard to judge the space around it, forcing a higher seat position.

As a fuel-saving measure, Ford fits the Taurus SHO with electric power steering. The steering is tuned well, providing enough resistance to feel like we are in control. Over time, that power unit proves to limit road feedback to the wheel, but around the city it feels just fine. Likewise, the power delivery from this new power train comes on smoothly, with no turbo lag evident. Of course, in the city we're only asking the turbos for occasional bursts of speed to get around another car or squeeze in a traffic opening. The six-speed-automatic transmission, also tuned for fuel-saving, goes to the highest gear possible, keeping the engine revs at 1,500rpm to 2,000rpm.

BLIS lights up this warning signal in the sideview mirror when another car is in the SHO's blind spot.

A blind spot warning system called BLIS, technology lifted from Volvo, is present on our car. Our favorite safety tech, BLIS lights up a warning in the side view mirror if a car is in the lane next to the Taurus SHO. Ford is just starting to incorporate this type of driver aid technology, and also makes adaptive cruise controls available as an option, along with automatic high beams. We experienced the latter on the Lincoln MKS and were impressed by their utility.

Route guidance
Of even more utility is the hard-drive based navigation system that serves as an onboard information system. It's very easy to enter an address while underway with the voice command system, which recognizes full city and street names, providing good feedback every step of the way. The touch-screen-entry system is equally easy with its direct inputs. The system shows maps in 2D or 3D, while route guidance graphics indicate upcoming turns. Voice guidance has text-to-speech, reading out the names of streets.

But what really sets this system apart from the competition are its external data sources sent through satellite radio. Its live traffic feature shows incidents and traffic flow information, but it only offers detours around bad traffic when a route is programmed into the system. We've got into the habit of programming a destination even when we know the way. Out roaming California's highways in the Taurus SHO, we got stuck in a few traffic jams; however, that was the fault of the local traffic authorities not providing updated reports, as the navigation system showed clear sailing. As they say, garbage in, garbage out.

Gas prices are one killer feature of the SHO's navigation system, and can help save you some bucks.

Another key feature of this navigation system is its integration with local gas prices. Using the Sirius Travel Link feature, the car shows a list of nearby gas stations complete with their current price per gallon. Touch any item in the listing, and the car offers to set the gas station's location as its destination. Sirius Travel Link also includes weather reports, a nice feature for travel in less sunny parts of the country. Of more niche usefulness are the movie times and sports scores data feeds.

When we get into some easy freeway cruising, the Taurus SHO starts to remind us of the BMW 750Li we tested the previous week. These cars, vastly different in price and luxury, both get up to ridiculous speeds without the driver realizing how fast they are going. The Taurus SHO and 750Li share very good noise and vibration engineering, along with engines willing to accelerate easily from 65 mph to 85 mph. Of course, this willingness to get up to excessive speeds means the driver needs to pay attention to the speedometer, or at least have a very good radar detector.

Interestingly, both cars have twin turbo-charged engines, although the BMW's power train is based on a V-8 rather than the Taurus' V-6. The Taurus SHO's engine is new from Ford, and will also get used in the Lincoln MKS. It's based on a 3.5-liter V-6 that uses direct injection and variable valve timing to increase its efficiency. But it's the twin turbochargers that make this engine worthy of the Taurus SHO. Although providing only 12 PSI of pressure, these turbochargers help get the power plant up to its peak of 365 horsepower at 5,500rpm and 350 pound-feet of torque at 3,500rpm.

Normally, that kind of power would mean a sacrifice in fuel economy. EPA numbers haven't been published for the Taurus SHO as of this review, but we saw the fuel economy rise to 21 mpg on the freeway. Our overall fuel economy during our review came in between 18 mpg and 19 mpg, numbers we've often seen with nonturbocharged V-6 engines.

Timed runs
More impressive is what you can do with this engine. We found a lonely, straight country road and set about doing some timed runs. For the first run, we left the car in its normal automatic mode and stomped the gas pedal. It took off without drama, the car's standard all-wheel-drive moving torque from front to back. The transmission let the tach needle brush 6,000rpm before each shift and the car hit 30 mph in 1.9 seconds. 50 mph only took 3.8 seconds, while the run to 60 mph came at 5.02 seconds. That is fast, and some time could probably be trimmed with a more rigorous testing procedure.

As the transmission has a manual mode, we attempted to best the automatic programming by using the paddle shifters to optimize the acceleration. For our first run, we shifted about 5,500rpm, but only ended up hitting 5.1 seconds to 60 mph. Another attempt, really pushing the boundaries, had us overshooting redline before a shift, resulting in engine cut out and a dismal 6.12 seconds to 60 mph. With this car, the automatic programming takes it up as close to redline as it's going to get, but we like the fact that its manual mode lets it run over.

We take the Taurus SHO out to some lonely roads for testing.

Taking the Taurus SHO onto a winding country road, we quickly get the feeling that the car is out of its element. Its high sides make it difficult to judge the narrower parts of the road, and how close the car is to the occasional cliffs dropping off the outsides of the turns. The SHO incorporates a special sport suspension, with unique springs and shock absorbers that does a great job of keeping the car composed in the corners. It doesn't wallow or lean, but the car shows a tendency to slide sideways, mostly from the back.

Of course, it doesn't help that the car masks its speed so well. After feeling that slide in a corner, a glance at the speedometer shows that we've come through the turn at a faster speed than we expected. This happens repeatedly, as it's difficult to get a visceral sense of speed from the car. A head-up display would help. Of course, more experience with the Taurus SHO would help, as we could better judge its sliding tendency and use it in the turns.

The transmission doesn't have a sport setting, so the manual setting is best for driving the twisties. Third gear almost works as an all-purpose gear, although its ratio is a little too high, not keeping the revs up enough for the tight turns. And second gear over revs too easily. However, in manual mode the gear changes happen quickly, responding to the paddle shifters with a minimum of hesitation. Standard drive mode seeks the highest gears to keep the engine revs low, and doesn't do any aggressive downshifting.

Audio enjoyment
During this road testing, we're taking advantage of the Taurus SHO's audio system, which is identical to what you can get in the standard Taurus. Sony started a partnership with Ford last year, and the Taurus benefits from the partnership with a premium 12 speaker system. With 390 watts of power and 5.1 surround sound, this system delivers clear audio that almost seems too good for the car. The highs come through distinctly, with a clarity that would work well reproducing symphonic music. Vocals are good, but maybe not as defined as we would like. The big snag comes from the two subwoofers providing bass for the system. With some of our test tracks that emphasize bass, noticeable rattle comes from the rear of the car, as if the speakers and supporting areas weren't fastened together as well as they could be.

You can plug just about any kind of MP3 player into Sync, and it will let you access the music library from the screen.

With any Ford vehicle, we always look forward to using the Sync system that lets us plug in an MP3 player and get full access to its music library on either the screen or through voice command. Sync never fails to impress us as we request music by an artist or album name with voice command. The stereo also supports Bluetooth streaming, so we could bring an iPhone into the car and not even bother plugging it into the Sync port. Of course, with Bluetooth, the only control you get from the car is volume, play, and pause--you have to select music on the device.

Similar to the music hookup, Sync works well with just about any Bluetooth phone. We paired an iPhone up to the car and it made our contact list available on the LCD almost instantly. Voice command also works with that contact list, letting us say the name of any person we want to call to dial the number. The only system offering similar functionality is that coming out in the new Lexus RX 450h. One great thing about this Bluetooth implementation we found is that we could stream music from an iPhone to the stereo, then seamlessly use the Bluetooth phone application. If a call comes in, it pauses the music and the call comes through.

In sum
We found a lot to like about the 2010 Ford Taurus SHO, not least of all the impressive output from the new engine. Five seconds to 60 mph is a more than respectable number. Its suspension elements and all-wheel-drive have to fight against the overall weight of the car, and the keep it under control in the turns, but the Taurus SHO in no way feels nimble. The cabin tech is first rate--we love the functionality of Ford's navigation, phone, and stereo systems. Other car companies are starting to get close to what Ford is offering, but none are quite there yet. The addition of driver aid technology, such as blind spot warning, make the cars cabin tech even better. The look of the car earns it points on design, as does the easy to use interface for the cabin tech. Although somewhat homogenous with other sedans on the road, the Taurus SHO should prove recognizable with its notched grille bars and meaty look.

Spec box

Model	2010 Ford Taurus
Trim	SHO
Power train	EcoBoost twin-turbo 3.5-liter V-6
EPA fuel economy	not available
Observed fuel economy	18.9 mpg
Navigation	Optional hard drive-based with traffic
Bluetooth phone support	Standard
Disc player	Single CD/DVD, MP3 compatible
MP3 player support	iPod, Zune, many others
Other digital audio	USB drive, internal hard drive, Bluetooth streaming, auxiliary input
Audio system	Optional 12 speaker Sony system
Driver aids	Adaptive cruise control, blind spot warning, rearview camera
Base price	$37,170
Price as tested	$42,690

Source: Cnet

2009 BMW 750Li

Among mass market automakers, very few brands offer flagship sedans designed to be the epitome of luxury and performance. Lexus has its LS, Mercedes-Benz its S-class, and BMW the 7-series. The latest incarnation of the latter is the all-new 2009 BMW 750Li. Signifying a major update, this 750Li starts a new internal body designation series, going from the previous E66 to F02 for this 2009 model.

As Lexus and Mercedes-Benz do with their flagships, BMW pours all of its technology into the 750Li. Because its competitors haven't been updated in a few years, the 750Li gets to trump them with new tech features such as night vision with pedestrian recognition, dynamic traffic avoidance, lane departure warning, a head-up display, and a navigation system with topographic maps.

The L in the model name indicates a longer wheelbase than the standard model, with about extra 5 inches going to the back seat. Thus, it's a good choice for a chauffer-driven car, made more attractive by a rear-seat entertainment system, rear-seat audio system control, little foot rests, and a refrigerator between the back seats. But although the 750Li is just over 17 feet long, it doesn't look too big.

The rear seat is not a bad place to be in the 750Li.

The new iDrive
We spent most of our time in the front seat of this big 7--the proper place to be in a BMW. The most immediately noticeable update in the new 7-series is the iDrive system, a vast improvement over the old version. This new iDrive, which we previously saw in the BMW 335d, does away with the quadrant-style main menu in favor of a simple list. Although the main dial/joystick is similar to the old version, buttons have been added for quick access to navigation, audio, and phone screens. But it's really the update to the software interface that makes all the difference, as it's now much more intuitive.

And the new iDrive interface also means a full cabin tech upgrade, such as the hard-drive-based navigation system, which impresses with its beautiful 3D perspective topographic maps. We found the voice control system works very well for entering addresses, providing onscreen prompts for available commands at each step and recognizing full street names as we spoke them.

Once on the road, our car's optional head-up display provided excellent route guidance, projecting turn directions and street names on the windshield. The only drawback with this system is its lack of text-to-speech. As the 750Li guided us on our route, the navigation system, with its live traffic reporting, kept us advised of traffic jams ahead, finding detours as needed.

BMW has always had a hard time with true luxury, as the company is more sport-focused and this is reflected in the ride quality of the 750Li. With the suspension set in comfort mode, it's still not quite as smooth as the Mercedes-Benz S550. But in keeping with BMW's other models, the 750Li has multiple personalities. Buttons on the console let you cycle through four different modes, Comfort, Normal, Sport, and Sport Plus, which govern not only the suspension rigidity, but throttle response as well.

Changing the car's driving dynamic activates a corresponding graphic on the LCD.

Finding a nice, straight bit of road, we try a few fast starts using the different modes. BMW claims 5.3 seconds to 62 mph, and we were expecting an impressive push from the new power train, a 4.4-liter V-8 fitted with twin turbochargers. Similar to the twin-turbocharger BMW developed for its 3-liter inline six-cylinder engine, this V-8's turbochargers are small and fit between the two banks of cylinders in the V. Spooling up just above the engine's idle speed, they are not supposed to cause turbo-lag.

But stomping the gas pedal to get a fast start, the 750Li doesn't take off like a rocket, instead hesitating a little before a rapid speed build-up. It's a big car, weighing over 4,500 pounds, so it's not surprising that the engine can't overcome its inertia immediately. But once it's rolling, the engine's 407 horsepower and 442 pound feet of torque get the car moving fast. The car's Sport Plus mode actually loosens up the traction control, but even that wasn't enough to break the tires' grip on the asphalt.

Driver's little helpers
Driving on the freeway in light traffic, we turn on the 750Li's adaptive cruise control, and watch as it changes speeds to match the car in the lane ahead. The switchgear for the adaptive cruise control, set into the left spoke of the steering wheel, is very intuitive to use and lets you set the following distance. This system is also tied into a collision warning system, which flashes red on the windshield as a slowdown on the freeway causes the adaptive cruise control to brake hard.

When we feel like having some input in the drive and choose to change lanes, blind spot sensors light up little amber lights in the side mirror casings if a car is off either rear quarter of the 750Li. Unfortunately, these lights are small, and not very bright, which sort of defeats the purpose of a warning signal. The 750Li is also equipped with a lane departure warning system, which vibrates the steering wheel when the car crosses a lane line without signaling. This system does an excellent job of recognizing lane lines, and the warning is certainly noticeable.

The night vision display is shown on the car's LCD--not the best placement for a quick glance.

The night vision system isn't as useful as that found in the Mercedes-Benz S550. Whereas the S550 places the forward display on the instrument cluster, BMW puts its night vision display on its LCD, which isn't as convenient for a quick glance while driving on dark roads. The pedestrian detection was somewhat successful, identifying individual people on the screen. But it doesn't identify groups of people or bicyclists.

iPod hook-up
As we cruise in the 750Li, we take advantage of its audio system, which features enough audio sources to keep us happy. The music source we rely on the most is the iPod connector, which easily connects to an iPhone we've already paired to the car's Bluetooth phone system. The new iDrive makes it very easy to locate albums or artists using the car's big LCD. We could also plug a USB drive with MP3 tracks into the same port used for the iPod cable, or use the car's six disc changer. There is also the option of ripping CDs to the car's hard drive, which has 12 of its 80 gigabytes reserved for music. If we lacked stored music, the car is equipped with HD and satellite radio.

With 16 speakers, including center channel and subwoofer, and a nine channel amp putting out 825 watts of peak power, the music playing from our iPhone should sound very good. And it does, in general, although not as good as we would like. It's a very nice sound, balanced so as not to favor either highs or lows, but the midrange sounds just a little muddier than high-end systems in competitor's cars. Worse, some tracks actually produce hum in the door speakers, which shows a lack of thorough testing. BMW is one of the few automakers to provide a seven-band equalizer in its stereo system, though, so you can fine-tune the audio to a great degree.

Few cars offer this detailed an equalizer for the stereo.

BMW's phone system is excellent, as we've seen in previous models. It quickly ingests a phone's contact list, making it easy to find the names of people you want to call. Our only complaint about this system is the lack of an obvious way to end a call.

Because this car is a BMW, we take it into some serious mountains, the Sierra Nevada range, to get drive time on deserted highways winding through valleys and up the sides of cliffs. Here, the sport setting on both the overall car dynamics and transmission, a six-speed automatic with manual-shift capability, proves its worth.

Although the car does show a little bit of lean, it remains untroubled at high speeds through long, sweeping turns. The transmission doesn't aggressively downshift as we brake before the turns, but it doesn't need to, as the engine's huge horsepower and torque keep the gas pedal responsive.

That same power gives confidence for passing slower traffic. Catching up to sightseers, we wait for an opening, then stomp the gas. Again, there is that brief hesitation before the 750Li lets loose its dogs, building up tremendous speed. The car gets moving so quickly that we come close to doubling the speed limit before reining it in. On public roads, it's difficult to tap all the 750Li's potential. The Sport Plus setting suggests that it could serve as a track day car, although we can't imagine anyone who would buy a 7-series putting it on the track.

BMW's decision to use its twin-turbo system on the 7-series reflects a desire to improve fuel economy while retaining a big horsepower number, something turbochargers can do. But the 750Li, with fuel economy at 14 mpg city and 22 mpg highway, doesn't escape the gas guzzler tax. During our time with the car, which involved plenty of freeway driving, it never got above 20 mpg, ending up with an average of 17.4 mpg.

The Toiyabe National Forest proves a good place to race around in the 750Li.

In sum
With its driver aid technology and updated cabin gadgets, the 2009 BMW 750Li is an impressive tech barge. Add to that its different settings for ride and power-train response and the new twin-turbo V-8, and there's almost too much going on with this car on the tech front. But we can never get enough tech, so the 750Li leaves us awestruck.

Rating the 750Li, its electronic driver aids help push the cabin tech score near the top. The only thing we would like to see are more external data sources integrated with the navigation system. Its performance score is also way up there due to the ingenious engineering of power train and suspension, but its poor fuel economy keeps it from topping this category. Its weakest point is design. Although we like the new iDrive, there are still some quirks about how the various applications are organized. And as for the body style of the car, it doesn't stand out as particularly unique.

Spec box

2009 BMW 750Li
Trim	N/A
Power train	Twin turbocharged 4.4-liter V-8
EPA fuel economy	14 mpg city/22 mpg highway
Observed fuel economy	17.4 mpg
Navigation	Hard drive-based with live traffic standard
Bluetooth phone support	Standard
Disc player	Six disc changer, MP3 compatible
MP3 player support	iPod integration
Other digital audio	USB drive port, satellite radio, HD radio, internal hard drive
Audio system	825 watt amplifier, 16 speakers
Driver aids	Blind spot warning, lane departure warning, night vision with pedestrian detection, adaptive cruise control, collision warning, rear-view camera with guidelines, parking sensors, head-up display, split-view forward camera
Base price	$84,200
Price as tested	$110,170

2009 Mercedes-Benz S550

When Mercedes-Benz launched the model update for the 2007 S550, it created a car with cutting-edge technical features, including radar-based cruise control that could bring the car to a full stop and a night vision system. But major updates like this usually take five years in the automotive industry, which leaves the 2009 Mercedes-Benz S550 still very similar--besides a few feature add-ons--to that ground-breaking 2007 model. Although it is good that Mercedes-Benz recognizes the need for features such as live traffic reports and iPod integration to keep the S550 competitive, the manner in which they are implemented leaves a lot to be desired.

On the road
The first inkling of trouble with the 2009 Mercedes-Benz S550 came when we plugged an iPhone into a convenient connector in the glove box. Using the COMAND interface to select the audio source, the only option for the iPod was Aux, and nothing showed on the car's LCD. Knowing that Mercedes-Benz packs a lot of information on to its instrument panel displays, we chose the audio menu on the speedometer, and could see which song was currently playing. Using the speedometer display and the steering wheel button, you can browse and select music, but the interface is incredibly strained. We previously saw this type of Mercedes-Benz iPod integration with the 2008 ML550.

This speedometer display is all you get for iPod integration.

Leaving the iPod on the default shuffle setting, we headed out in the S550. The big car is gentle, providing an executive-class ride as it mutes not only external noise, but also the imperfections of the road. Where other cars slammed their passengers around from potholes and road construction, the S550 soaked up the bumps, partly because of the air suspension, which we left in Comfort mode.

With generous leg room in back, the S550 had us wishing for a chauffer. But after discovering the massage seats, which are only for the driver and front passenger, we were content behind the wheel getting our tired backs pummeled. The seats also feature active bolsters, so that every time we turned the wheel, the side of the seat inflated briefly to keep us from sliding with the inertial forces.

The seven-speed-automatic transmission acted like a perfect servant, remaining unobtrusive as it performed its duties, something an S-class buyer would expect. The big V-8 delivers its power easily, as well, moving the sedan effortlessly in normal driving circumstances, and showing it can pull when asked. A hard stomp on the gas pedal shoots the car forward, verifying Mercedes-Benz's claim of 5.4 seconds to 60 mph.

On the freeway, we set the adaptive cruise control for 80 mph, not touching brake or gas pedals as the S550 matches speed with a car in the lane ahead going 72 mph. And here we discover a new tech trick Mercedes-Benz rolled out for the S-class--blind-spot warning. As cars ride in the blind spots to either side, a triangular red warning light appears in the side view mirror. At one point, hitting the turn signal while a car sits in the blind spot causes that red light to flash, and sounds a warning tone. Blind-spot warning is one our favorite safety features, and it's nice to see Mercedes-Benz got it right.

The little red car icons on the map indicate a bad traffic jam.

But just as we hit the peak of enjoyment from this drive, traffic starts to slow, until the S550 is crawling along at 10 mph. (And our foot is back on the pedals, as we don't trust the adaptive cruise control that much.) A glance at the navigation system map confirms that we have stumbled into a traffic jam, showing a bunch of red car icons all around our position. We think it would have been nice if the car had given us some warning, but Mercedes-Benz hasn't integrated the traffic feature well enough for that. We consider using the manual detour feature to find away around the jam, but realize that actually getting to our destination means we will have to get out of this ultracomfortable ride, so we decide to stick it out.

In the cabin
Understanding that a horde of visible buttons does not contribute to the notion of luxury, Mercedes-Benz keeps the controls in the cabin of the S550 spare. With its smart key, there is a big metal button to start the car, a neat row of metal studs for the climate controls, and the big metal knob for the COMAND interface, for choosing functions such as audio and navigation from the high-resolution LCD to the right of the instrument panel. Although easy to use, the COMAND interface can get cluttered with menus at times.

This metal knob is the hardware portion of Mercedes-Benz's COMAND interface.

Mercedes-Benz has been dragged, kicking and screaming, to Bluetooth, previously only allowing hands-free phone calling integrated with the car through special cradles designed for each compatible phone. Although it still has the cradle port, Mercedes-Benz tacked Bluetooth onto the S550, but the system failed to pair with the iPhone we used to test it. We noticed other phones had been registered in the S550's system, including one iPhone.

The hard drive-based navigation system offers high-resolution maps that show building outlines in certain urban areas. When entering addresses, the COMAND system isn't as direct as a touch screen, but still works easily, helped along by good predictive entries. The system also performs quickly as it refreshes the map and calculates routes.

Route guidance works well; we especially like how it shows which lane you should be in before a freeway intersection. But it doesn't offer text to speech. And, as we pointed out above, although it shows traffic incidents, it won't warn ahead of time about traffic jams on your route.

We also mentioned the poor iPod integration. The S550 comes with a few other means of playing music, the most esoteric being a PC Card slot in the center dash, designed for MP3 tracks loaded onto flash memory. The six-disc in-dash changer reads both MP3 CDs and DVDs. The stereo receives both Sirius satellite and HD radio.

Harmon Kardon provides the Logic 7 audio system, making music from these sources sound very good. With 14 speakers and 600 watts of amplification, its sound is very well-balanced, producing distinct highs and reasonable bass. Mid-ranges come out strong, making vocals easy to hear. Similar to other aspects of this car, the audio quality doesn't make itself obvious, merely coming through cleanly, without drama.

Of the driver aids, the new blind-spot warning system is the most useful, providing ample warning about cars that might have sneaked into your blind spot. Adaptive cruise control is also quite nice, making long freeway cruises in moderate traffic effortless, at least as far as your feet are concerned.

The night vision system makes it easier to see what's ahead of the car when it is dark out.

Night vision is a truly remarkable feature, but of less utility. It can be activated only in the dark, and replaces the speedometer display with an enhanced black-and-white view out the front. Vehicle speed is displayed on a horizontal bar below the forward view. Night vision comes in handy when driving through dark forests or country side, as a glance down at the display lets you see much further ahead on the road than you can unaided.

Under the hood
With the launch of the S550 in 2005 came Mercedes-Benz's new 5.5-liter V-8, which has since seen service in many other of the company's models. The engine's size goes against the grain of today's more fuel efficient mindset, but it gets mitigated somewhat by the seven-speed-automatic transmission. Those higher gears go some ways toward increasing the miles per gallon at freeway speeds.

The EPA rates the S550 at a dismal 14 mpg city and 22 mpg highway, opening it up for a gas guzzler tax. During our testing, with driving biased towards the freeway, we saw an average of 19.8 mpg.

The Sport package on our test car included these AMG wheels.

We pointed out the acceleration above, made possible by the engine's 382 horsepower and 391 pound-feet of torque. Even with the size of the S550, this engine never feels strained. The transmission has a stalk for putting it in drive and reverse, and there are paddle shifters on the steering wheel for manual shifting. The manual shift action is very good for an automatic, although it doesn't totally eliminate slushiness. According to Mercedes-Benz, the transmission adapts to the driver. Among our different drivers on staff, we didn't notice it change, but that may just prove it works exceptionally well.

The Airmatic suspension is a tech feature we really like in this car. First of all, it lets you choose between comfort and sport settings, making a noticeable difference in ride quality. But even better, it does an excellent job of keeping the car from wallowing in corners by counteracting body roll, and that's saying a lot, given the size of this sedan. Although Airmatic suspension and paddle shifters for the transmission give the S550 some sporting characteristics, the steering is aimed much more toward the luxury side of things. The wheel turns too easily, and offers little feedback about the road.

In sum
The 2009 Mercedes-Benz S550 goes for a base price of $86,950, putting it squarely in luxury sedan territory. Our particular model came with about $20,000 worth of options, the most interesting from a tech standpoint being the Active Body Control system, for $3,960; the Premium package, adding the massage seats and night vision, for $4,990; and the adaptive cruise control package, which includes the blind-spot system, for $2,880. Fortunately, the navigation system and stereo come standard. Other options on our car, along with the $1,000 gas guzzler tax and $875 destination charge, brought our total up to $109,150.

Although we found some issues with the S550's tech, it still earns a good rating for its cabin gadgets because of some of its driver aid features, such as the blind-spot warning system and night vision. The performance rating is buoyed by tricks like the Airmatic suspension, but dragged down by the fuel economy. It earns good marks for design, helped long by its stylish exterior, clean interior, and easy-to-use COMAND interface.