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FleetRates.com Opens Beautiful New Los Angeles Showroom Saving Customer More With Low Personalized Fleet Pricing 1-888-861-8080

Fleetrates News 1-888-861-8080 — Wed, 22 Oct 2008 02:44:35 GMT

FleetRates.com is proud to announce the grand opening of it's new showroom on Wilshire Blvd in beautiful Los Angeles California. FleetRates.com now offers the personalized service one would expect when buying or leasing new Lexus, Mercedes Benz, BMW, LandRover, Porsche, Cadillac Exotics and more combined with low FleetRates.com pricing. Let the Pro's at FleetRates custom tailor your lease or purchase using FleetRates.com patented wholesale money factors and finance rates combined with it's low fleet prices. Come enjoy how fun and enjoyable it can be to save thousands on your lease or purchase with the FleetRates.com Certified Sales Team.

About FleetRates.com

Revolutionizing The Automotive Buying Experience

FleetRates.com offers a new and innovative way of buying or leasing your next new or pre-owned Car, Boat or RV. Our nationwide network of factory authorized dealerships offer our members low prices and lease payments on the world's greatest Cars, Boats, Yachts, Motorhomes, Coacher, RV's and Diesel Pushers. FleetRates.com helps thousands of our members world-wide to get quick, hassle-free low prices and lease terms on the Car, Boat or RV of their dreams. FleetRates.com has Certified Fleet Managers nationwide at the highest volume dealerships, allowing us to save our members thousands of dollars on all Makes and Models. We have access to the inside track on all of the "hidden dealer cash," including factory incentives, special financing, lease programs, marketing support programs, rebates, and we pass on those savings directly to our members.

We offer all Makes and Models of both new and pre-owned automobiles including Lexus, Mercedes Benz, Land Rover, BMW, Bentley, Porsche, Rolls Royce, Ferrari, hard to find Exotics, all SUV's, Certified Pre-owned vehicles, and more. Our Boat Inventory is equally impressive, featuring Sea Ray, Donzi, Hatteras, Meridian, Fountain, Mastercraft, Four Winns, Boston Whaler, Grady-White and more. In our RV Department, you will find some of the most popular manufacturers including Tiffin, Damon, Newmar, Gulf Stream, Coachmen, American Coach, Fleetwood, Mandalay and Beaver. If you're looking to save big and get the best prices and lease terms on your next Car, Boat or RV, make sure you head to FleetRates.com.

FleetRates.com has Certified Trained Professional Consultants who are here to answer all of your questions and provide technical assistance. Our mission is to help our members make an informed decision when buying or leasing their new Cars, Boats or RV's. At FleetRates.com, we use the only lease quoting service that is totally interactive for all Makes and Models in all 50 states. By utilizing the full capabilities of the worldwide web, we can offer our members every conceivable lease scenario, period. Once you've settled on your dream Car, Boat or RV, you'll get pre-qualified and FleetRates.com approved with a free online credit check, ensuring you the best possible financing, absolute lowest possible prices and lease payments nationwide.

FleetRates.com Club Member benefits are priceless. Sign up today and save thousands. Enjoy how painless and hassle-free it can be to purchase or lease your next Car, Boat or RV with the help of FleetRates.com

It's as easy as 1, 2, 3

1. Browse our website, click New Vehicles, and select a vehicle make to be directed to our New Car Listings. For Boats, select the tab titled Boat Specials. For Motorhomes, select the RV Specials Tab.

2. Choose the model, equipment options, and colors desired or simply reply to one of our online specials.

3. Fill out the online form and press the submit button or call our toll free number.

Easy Buying Process Requests are routed to our accredited FleetRates.com Certified Internet Managers who have been trained to provide online consumers with quick and courteous service, usually within 24 hours, and a low, competitive, haggle-free price.

FleetRates.com is America's source for Lexus, Mercedes Benz, Porsche, BMW, Land Rover, Bentley, Rolls Royce, Tiffin, Newmar, Gulf Stream, Mandalay, Damon, Fleetwood, Sea Ray, Hatteras, Meridian, Grady-White, Boston Whaler, Baja, Donzi, Exotics, and More. Low online fleet prices - excellent lease terms - low finance rates - nationwide delivery.

New 2009 Land Rover Range Rover Sport SC Low Prices Lease Payments Worldwide Delivery 1-888-861-8080 1-888-831-8080

Fleetrates News 1-888-861-8080 — Tue, 21 Oct 2008 17:11:23 GMT

New 2009 Range Rover Sport SC Super Charged SUV
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A "Grand Touring" car is one that is fast, comfortable, andluxurious, and meant for long-distance travel at a high average speed. Thecategory originally applied to two-seat, or perhaps 2+2, coupes thatoffered performance equal to or better than the sports cars of the day,with far greater comfort. This still may be the purist definition, but overthe years there have been a number of sedans that could be considered forthe category as well. If the idea of grand touring is fast, comfortable long-distancetravel, the Range Rover Sport can accommodate very well, thank you,especially in supercharged form. And pavement is not strictly necessary. Itis a Range Rover, after all. The Range Rover Sport Supercharged is also a very high-techRange Rover, almost as far removed from the ancient Land Rovers seen in BBCnature documentaries as an F22 is from a Spitfire. Cast iron and solidaxles are long-gone, replaced by high-strength steels and aluminum andmagnesium alloys - and a highly sophisticated electronically-controlledactive air suspension that is the key to the Sport Supercharged's fine roadmanners. There are two models of Range Rover Sport. The HSE is equippedwith a 300-horsepower 4.4-liter naturally-aspirated V8, while theSupercharged model has a namesake 4.2 liter supercharged and intercooled V8with 390 horsepower and 410 lb-ft of torque. Both engines are matched to amulti-mode six-speed ZF automatic transmission and then to a full-timedual-range four-wheel drive system, also electronically-managed. While there is a ladder frame underneath the Sport, it is builtwith hydroforming technology. And it is mated, by means of small dampers toa monocoque body structure to give the benefits of both body-on-frame andunibody construction. Solid axles belong to the past - the Sport hasindependent double wishbones at all four corners, with monotube dampers andelectronically-controlled air springs. The Dynamic Response system,optional in the HSE and standard in the Supercharged, consists of activeanti-roll bars that minimize body motion during cornering, acceleration,and braking. It is the key to the Range Rover Sport Supercharged'simpressive handling. And it is most impressive on the road, with reflexes andresponses that belie its considerable weight. I started my week with theSport Supercharged expecting a typical overweight, sluggish-handling SUV. Icouldn't have been more wrong. No laws of physics are actually broken, butthe Land Rover engineers appear to have found some loopholes. There isplenty of sport with the utility and all-surface, all-weather capability.The Dynamic Response system keeps the big beast flat and stable, even whendriven in the spirited manner encouraged by the supercharged engine. Theinterior is outfitted and equipped as expected in a top-line luxuryvehicle, with first-class comfort and plenty of room - but it's not solarge as to be unwieldy in traffic or while parking. The Range Rover SportSupercharged is a fine vehicle for a long, fast journey almost anywhere.Pavement optional.

2009 Lincoln MKS Is Here At Low Fleet Prices Lease Payments 1-888-861-8080 1-888-831-8080

Fleetrates News 1-888-861-8080 — Tue, 21 Oct 2008 17:12:08 GMT

The new MKS especially stands out, though, for the availability of a wide range of high-tech options not widely available, even among large luxury sedan in its price range. One of those is a next-generation keypad entry system, which uses heat-sensing technology to engage LED backlighting of the numerical pad, which is located in the car's B-pillar. Another unique feature is the Easy Fuel capless fuel-filler system, which automatically seals itself shut after filling, to help reduce emissions. Adaptive cruise control, swiveling adaptive headlamps with automatic high beams, rain-sensing wipers, a forward sensing system, and a rearview camera system are also all available.

Also featured is Sync, a new voice-activated hands-free interface for cell phones and media players. A new THX-certified, surround sound audio system with voice-activated navigation system features the new Sirius Travel Link, which brings real-time traffic updates, movie listings, weather-radar forecasts, and gas-station prices to the usual navigation-system functions.

The MKS is an entirely new large luxury sedan for 2009, filling the void in Lincoln's lineup created by the LS's discontinuation following the 2006 model year. The MKS has more of an emphasis on style and design than the LS, including new and more distinctive interior materials. It also makes available several new high-technology features and options.

Roomy interior; vast array of high-tech features; luxury interior appointments; uniquely American styling.

The new 2009 Lincoln MKS promises more comfort and amenities than the LS models that it replaces, and offers several features, such as the keypad entry system, the Sync hands-free interface, and the Sirius Travel Link, that aren't otherwise offered in its price range. It also has a surprisingly roomy interior for its outward dimensions, along with some very distinctive and uniquely American-styled interior appointments.
Lincoln's MKS is initially available in a single, very well equipped model for 2009, powered by a 3.7L V6 engine making 270 horsepower and 265 lb-ft of torque. The engine has a die-cast aluminum block and four-valve cylinder heads to help improve fuel-efficiency and response. The six-speed automatic transmission comes with a SelectShift mode that allows manual gear selection.

Front-wheel drive is standard on the MKS, but an all-wheel drive system is optional for those who want greater all-weather capability. The system uses a system of electronically controlled clutches to allocate up to 100 percent of engine torque to either the front or rear wheels, and it works in conjunction with the standard AdvanceTrac stability control system to also modulate torque side-to-side.

The MKS's suspension is tuned for a combination of traditional luxury-car softness with a measure of precise steering response. It uses MacPherson struts and control arms in front, along with a new fully independent design in back, employing vertically mounted shocks set close to the wheels for more handling precision. As such, the MKS can maintain its ride comfort even with the big, optional 20-inch wheels. There's otherwise a wide range of wheels available on the MKS, including available painted, polished, or machined 19-inch alloy wheels or standard 18-inch machined cast-aluminum ones.

All the requisite safety equipment for a luxury sedan is standard on the MKS, including front side air bags and side-curtain bags with roll-fold technology.

Interior appointments have received a big upgrade in the MKS relative to previous Lincoln models. Bridge of Weir Leather supplies upholstery for the MKS; the leather uses vegetable dyes and is among the softest ever used by Lincoln, according to the automaker. Ebony and Olive Ash wood trims are used, along with real aluminum and chrome accents.

Roomy interior; vast array of high-tech features; luxury interior appointments; uniquely American styling.

2009 Corvette ZR1, The Faster Corvette Ever Produced

Fleetrates News 1-888-861-8080 — Wed, 18 Jun 2008 08:36:03 GMT

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Chevrolet announced official performance results and pricing information on Tuesday for the 2009 Corvette ZR1, the fastest Corvette ever built. Pricing will start at $105,000 for the ZR1, including an $850 destination charge and a $1,700 gas-guzzler tax, the automaker said. The price tag for the ZR1 is nearly $33,000 more than that of the 2008 Chevrolet Corvette Z06. In comparison, a base 2008 Chevrolet Corvette coupe starts at $46,950, including destination. A fully loaded ZR1, equipped with a $10,000 optional interior package and $2,000 chrome wheels, is priced at $117,000. The options package includes power-adjustable, heated and leather-trimmed sport seats with the ZR1 logo, side airbags, Bose premium audio system, navigation system, Bluetooth, power telescoping steering column and a custom leather-wrapped interior. Chevrolet said the 638-hp ZR1 with the 6.2-liter supercharged V8 sprints from zero to 60 mph in 3.4 seconds and confirmed the supercar has a top speed of 205 mph, "making it the fastest Corvette ever produced." The 205 mph top speed was no secret, since Chevrolet had been touting that particular number for weeks. It noted that the ZR1's 0-60-mph performance is 0.3 second quicker than the Corvette Z06. Chevrolet's statement about the ZR1, entitled "Corvette ZR1 by the Numbers," also contained EPA-estimated fuel economy numbers on the vehicle. Chevrolet said the ZR1 has an EPA-estimated fuel economy of 14 mpg in the city and 20 mpg on the highway. "They're competitive with the Dodge Viper [13 city/22 highway] and the Porsche 911 GT3 [15/22]," said Chevrolet. However, the EPA has yet to post any official numbers about the ZR1 on its Web site. In early May, Corvette ZR1 chief engineer Tadge Juechter said on GMnext.com that the fuel economy of the ZR1 "will be somewhat less than a Z06." The 2008 Corvette Z06 gets 15 mpg in the city and 24 mpg on the highway. What this means to you: Finally, some hard-and-fast numbers on the ZR1 to help you figure out exactly how you're going to pay for all that performance.

2009 Lamborghini Gallardo LP560-4 Arrives This Summer, Call FleetRates.com Now To Reserve Yours! 1-888-831-8080

Fleetrates News 1-888-861-8080 — Mon, 09 Jun 2008 09:24:10 GMT

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U.S. dealers should begin receiving the first deliveries of the new 2009 Lamborghini Gallardo LP560-4 in late summer. The new model will be priced starting at $201,000, not including shipping and the federal gas-guzzler tax. The sticker represents a hefty bump from the $182,000 price tag on the base 2008 Gallardo. But the new LP560-4 has considerably more hardware and performance capability than its predecessor. The all-wheel-drive Gallardo LP560-4 boasts a new direct-injection 5.2-liter V10 that makes 552 horsepower (560 PS in the European system, which accounts for its new label). Lambo claims a 0-60-mph time of less than 3.7 seconds and a top speed in excess of 200 mph. Incidentally, Americans may think the LP560-4 is a bargain, compared with what some of their European counterparts will have to pay. The new Gallardo arrives later this month in the U.K., where the base price, including delivery, is £147,330 — about $290,000 in U.S. dollars. What this means to you: More displacement, more power, more driven wheels. Let's put that price hike in proper perspective. .

New Mercedes-Benz G55 AMG In Stock At FleetRates.com! 1-888-831-8080

Fleetrates News 1-888-861-8080 — Thu, 12 Jun 2008 07:17:33 GMT

2008 Mercedes Benz G55 AMG
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Mercedes has upgraded the G55 AMG inside and out while keeping all the comfort and sporting appeal that the AMG names suggests. The most notable change is the upgraded performance from the AMG supercharged 5.5-liter V8, which now makes 507 horsepower and 516 pound-feet of torque. With the performance upgrade, the G55 AMG goes from zero to 60 mph in less than 5.5 seconds and on to an electronically limited top speed of 130 mph. The G55 AMG gets a revised radiator grille with three horizontal body-color bars and chrome inserts as the biggest exterior change. Also included are a set of new 19-inch AMG polished light alloy wheels and stainless steel running boards. Twin oval chrome tailpipes and body-color bumpers complete the AMG look. Inside, the technological improvements include a more powerful control unit for the Mercedes Electronic Stability Program (ESP), along with hill-start assist that Mercedes says "eliminates the need to use the parking brake" in many cases. The latest in telematics equipment is also included on the G55 AMG, including rapid HDD navigation with aerial view, COMAND APS with a high-definition 6.5-inch color display, a 4-GB memory for music file storage and a universal interface for electronics devices. Cosmetic upgrades include leather upholstery, decorative wood trim including a wood/leather steering wheel, and of course a plethora of AMG logos. The G55 AMG goes on sale in September in Europe, priced at the equivalent of $191,490. It's slated for an on-sale date in the U.S. in October. What this means to you: The stalwart G-Wagen offers as much luxury as utility.

Toyota Amps Up Hybrid Production Get Yours Today At FleetRates.com! 1-888-831-8080

Fleetrates News 1-888-861-8080 — Thu, 12 Jun 2008 07:25:57 GMT

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On Friday Toyota Motor disclosed that it has made some strides with its fuel-cell hybrid vehicle, enhancing it to "further improve cruising distance and low-temperature starts." In the meantime, a posting by Toyota spokesman Irv Miller in the corporate Toyota Open Road blog gripes that "We can't build hybrids fast enough." "As gas prices continue to head toward the stratosphere, that momentum has shifted into overdrive," writes Miller, referring to sales of the Toyota Prius and the Toyota Camry Hybrid. "We can't build hybrids fast enough. The flip side of the coin, however, is that we're building them as fast as we can. The problem is that we're pretty much at maximum performance in terms of our ability to supply the battery packages for these vehicles." The combination of skyrocketing demand and a shortage of batteries put a serious crimp in Toyota's hybrid sales in May. Prius sales totaled around 15,000 units, down nearly 40 percent from last year, but most dealers are essentially sold out of the hot hybrid. Miller notes that Toyota is working with Matsushita Electric Industrial through their joint-venture company Panasonic Energy EV "to significantly expand production of the battery packages our hybrid vehicles require." "We will amp up our production of the batteries that will allow us to build hybrid vehicles in the numbers that consumers tell us they want," he adds. In the meantime, Toyota said its advanced fuel-cell hybrid vehicle is overcoming concerns "which had presented obstacles to widespread fuel-cell-vehicle use." One improvement: Toyota's FCHV-adv, which "can start and operate in cold regions at temperatures as low as negative-30 degrees Celsius, meaning the vehicle can be used in a wider variety of conditions and climates," said the automaker. The FCHV-adv gets what Toyota describes as a newly designed high-performance Toyota FC Stack. The vehicle's maximum cruising range has increased from approximately 205 miles to between 472 and 516 miles. The maximum speed remains the same at 96 mph. What this means to you: The latest word from Toyota on what it's working on to ease your pain at the pump.

Cadillac Reveals 2009 XLR Reserve Yours Now At FleetRates.com! 1-888-831-8080

Fleetrates News 1-888-861-8080 — Mon, 09 Jun 2008 08:20:23 GMT

New 2009 Cadillac XLR
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On Friday Cadillac revealed its midcycle face-lift of the 2009 XLR, along with the news that it will no longer offer a base version of the roadster. For 2009, the cheapest version of the XLR will be the Platinum edition, which starts at $83,530, including an $840 destination charge. The 2009 Cadillac XLR will go on sale in July. The base price of a standard 2008 Cadillac XLR was $81,490, including shipping. Cadillac spokesman David Caldwell points out that pricing on the 2009 XLR Platinum actually reflects a price cut of $2,120. The 2008 XLR Platinum was priced at $85,650; the 2009 XLR Platinum is priced at $83,530, including shipping. Caldwell said the pricing on the 2009 XLR-V remains unchanged at $100,000, including shipping. Caldwell noted that the base 2008 Cadillac XLR accounted for a small amount of total sales. Without giving exact numbers, he said Cadillac sells about 2,000-3,000 XLRs a year. The XLR-V accounts for about 20 percent of sales, while the XLR Platinum is the best-seller, making up about 60 percent of sales. The base XLR accounted for approximately 20 percent of sales. For 2009, the XLR gets such changes as a new front fascia, new rear fascia and new side fender vents, perhaps the most striking new design cue. Caldwell said that design cue "came from the [Cadillac] Sixteen concept.... It's not just like that on the XLR," he said, referring to the brightly colored chrome vents. "But it's similar. The overall idea is to put jewelry on the side of the car." For 2009, both models get the hood with the raised center section that was previously exclusive to the V-Series. The 2009 XLR Platinum gets a revised rear fascia with "more pronounced" exhaust tips and a new 18-inch wheel design. The sole option on this version is a brighter chrome wheel finish for $1,000. Caldwell said there are no options on the 2009 XLR-V. The 2009 XLR Platinum gets the 320-horsepower 4.6-liter Northstar engine; the XLR-V gets the 443-hp 4.4-liter supercharged Northstar V-8. What this means to you: The entry-level Cadillac XLR bites the dust as the GM luxury brand aims for the elite with its restyled roadster.

New 2009 Mercedes-Benz SL550 Low Prices! FleetRates.com offers Low SL550 Lease Payments MBCC Wholesale Money Factors with Worldwide Delivery 1-888-861-8080

Fleetrates News 1-888-861-8080 — Mon, 09 Jun 2008 07:52:35 GMT

2009 Mercedes SL550
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The Mercedes SL debuted in 1957 and has been an object of lust ever since. A two-seat, rear-wheel-drive roadster, the SL is the classic sporting Mercedes. Like the original, today's SL boasts outstanding performance. The Mercedes-Benz SL-Class has matured in every way over its six generations, quicker and faster on the one hand, more beautiful and more luxurious on the other, to the point where it lacks absolutely nothing, from its array of powerful V8 and V12 engines to its powerful stereo to its active suspension system to those all-day bucket seats. It is a marvel of automotive technology, featuring a folding steel convertible top. For 2009, the SL models feature a whole new look, though underneath they retain the same basic platform. Also new is the 2009 Mercedes SL63 AMG, sporting a powerful normally aspirated V8 engine. Speaking of which, each of the four models that comprise the 2009 Mercedes-Benz SL-Class is designed around a different engine. Each has its own character. Each has its own charms, but all are fast. There's no such thing as a slow SL, not in the current lineup. The SL550 is plenty, trust us. Its 5.5-liter V8 engine emits an uncharacteristically barbaric growl for a Mercedes. Boasting 382 horsepower, it's ready and willing to accelerate at all rev ranges, and it comes with the latest in transmissions, a seven-speed automatic with a manual shiftgate. Overall, the SL550 is a sporty roadster with quick steering and nimble moves. Compared with the other models, the Mercedes SL550 seems like the deal of the century for $95,900 MSRP. The SL600 has a more immediate power than the SL550, yet the engine is considerably quieter. Our advice: Don't drive a Mercedes SL600 unless $136,100 is burning a hole in your pocket because you might fall in love with it. Fast and comfortable, there's lots to love here. Its butter smooth twin-turbo 6.0-liter V12 is time-tested and produces 517 horsepower. More noticeable and oh so wonderful is its gobs of torque, a bottomless well of power available when cruising along: specifically, 612 pound-feet of torque from 1900 to 3500 rpm. The V12 comes with a five-speed automatic that can also be shifted manually. With its heavier V12 engine, the SL600 is less nimble and more of a tourer than a pure sports car. But as a touring car, say driving from L.A. to Vegas, the SL600 is pure joy. Since the beginning, the SL's laurels have been raised by performance models, and two AMG versions are available in the current lineup. The 2009 Mercedes SL63 AMG uses a normally aspirated 518-hp 6.2-liter V8 mated to a new seven-speed automated manual transmission called the AMG Speedshift MCT 7. The SL63 AMG is a meaner version of the SL550. It's the sportiest SL and, arguably, the sportiest car Mercedes-AMG has ever built. The SL 63 AMG is brutally quick and fast when the throttle pedal is pushed into the carpet, yet it is still quiet enough, and docile enough to use as a commuter car in heavy traffic every day. Stand on the gas and it's even louder than the SL550. The SL65 AMG has a twin-turbocharged V12 that puts out 604 horsepower. It is a torquey beast that delivers a rush of power bested only by exotics and pro drag cars. It's a lot of car, perhaps too much for an unskilled driver as its immense power can make it hard to handle. Like the SL600, the SL65's V12 is quieter than the V8s. And like the SL600, the SL65 is heavy (it is the heaviest SL), so it isn't as tossable as the V8 models. Tossable often equates to fun. Not surprisingly, no SL gets good fuel mileage. The SL550 is EPA rated at 14 mpg city and 21 mpg highway, and it gets worse as you move up the model line. As a result, every SL is saddled with a Gas Guzzler Tax by the federal government. Inside, the SL is a model of fine German luxury. Leather upholstery is standard, and the seats have plenty of adjustments to make just about anyone comfortable. The view from the driver's seat is largely unobstructed, even with the top up. Navigation system, a high-quality, it's all here. Cargo space is about average for this class, meaning it's minimal. These cars are about hauling something other than luggage.

Model Lineup
The 2009 Mercedes-Benz SL-Class comes in four models: The SL550 ($95,900) has a 382-hp 5.5-liter V8 mated to a seven-speed automatic transmission with manual shift capability via the gearshift or available steering wheel paddles. Standard equipment includes leather upholstery; heated 12-way power-adjustable seats with lumbar adjustment; dual-zone automatic climate control; interior air filter; navigation system; Tele Aid assistance system; power tilt/telescoping leather-wrapped steering wheel with audio controls; cruise control; memory for the driver's seat; exterior mirrors, and steering wheel; heated power mirrors with driver's side auto-dimming and passenger side tilt-down back-up aid; power windows and power door locks; remote keyless entry; Harman/Kardon AM/FM stereo with six-disc CD changer; auxiliary audio input jack; Sirius satellite radio with six-month subscription; Bluetooth wireless cell phone link; trip computer; auto-dimming rearview mirror; universal garage door opener; heated rain-sensing variable-intermittent wipers; automatic headlights; power-retractable hardtop; wind deflector; theft-deterrent system; adaptive bi-xenon headlights; front and rear fog lights; Active Body Control adjustable suspension with level control; and P255/40ZR18 front and P285/35ZR18 rear tires on alloy wheels. Note the SL550 is saddled with a $1300 Gas Guzzler Tax. The SL63 AMG ($132,000) comes with a 518-hp 6.2-liter V8 mated to a new seven-speed automated manual transmission called the AMG Speedshift MCT 7. The SL63 adds to the SL550 uprated brakes, massaging multicontour seats, carbon-fiber interior trim, alcantara headliner, Bose AM/FM/CD player, 6CD changer, sports suspension, 255/35R19 front tires, 285/30R19 rear tires. The SL600 ($136,100) comes with a 517-hp 6.0-liter V12 and a five-speed automatic with manual shift capability. The SL600 also gets upgraded leather upholstery; massaging multicontour seats; wood and leather-wrapped steering wheel; alcantara headliner; keyless access and starting; front and rear park assist; panoramic roof; and a power trunk closer. The SL600, SL63 AMG and SL65 AMG have a $2600 Gas Guzzler Tax. The SL65 AMG ($190,700) adds to the SL600 uprated brakes; leather-wrapped steering wheel; ventilated seats; carbon-fiber interior trim in place of wood trim; sports suspension; and P255/35ZR19 front and P285/30ZR19 rear tires. Options include a Premium package for the SL550 ($3750) and SL63 AMG ($3050) that includes ventilated/multicontour seats, keyless entry and starting, Airscarf heating, power trunk closer. A Wheel package for SL500 and SL600 ($1950) adds ventilated rear brake discs, sport steering-wheel with shift paddles, unique exterior trim, 19-inch alloy wheels with performance tires. An AMG Performance package for SL63 AMG ($14,220) includes a limited-slip rear differential; 15.4-inch diameter two-piece compound ceramic brakes; performance tires; unique alloy wheels; and 186 top-speed limiter. The SL550's Trim package ($1510) adds a wood and leather-wrapped steering wheel and shift knob and upgraded leather upholstery. Front and rear park assist is optional ($1140) for SL550 and SL63 AMG. Illuminated door sills are available for SL500 ($700), Adaptive Cruise Control is optional for all ($2230), and the Panorama glass roof is optional for SL500 and SL63 AMG ($1950). Special paint options are available. Safety features include dual front airbags, side-impact airbags, driver knee airbag, pop-up roll bar, tire-pressure monitor, anti-lock brakes with brake assist, traction control, and electronic stability control. Front and rear park assist are standard on SL600 and SL65 AMG and optional for SL550 and SL63 AMG.

Walkaround
The Mercedes SL-Class is restyled for 2009, with a more aggressive V-shaped nose, new multi-element bi-xenon headlamps, new fender shapes, new fender gills and hood power domes, and larger side mirrors. The only parts carried over from 2008 are the door skins. The new grille is deeper, wider and taller, with sharper corners than previous grilles, with a big air intake underneath. The front fenders are longer. The new rear end features a diffuser-style rear bumper, new trapezoidal exhaust outlets, and new taillamps. The platform, or basic structure, stays the same, however. The 2009 SL has the same aerodynamic performance and the same weight distribution front-to-rear as the outgoing car, namely a 0.29 drag coefficient and a 51/49 percent balance. The restyled hood has a two raised ribs, each about a foot off center. Like the previous model, the hood on the 2009 model has twin air intakes at the back, just in front of each passenger, and these are decorated with three fins apiece. The hood leads into redesigned headlights that take on a cat's eye look and move away from the rounded, dual headlight theme Mercedes has used for years. The available Intelligent Lighting System automatically aims the lights into corners as the driver turns the steering wheel. The center grille opening on the 2009 models is slightly larger than on the 2008 models, with one chrome bar instead of three surrounding a large central Mercedes logo. Fog lights flank the reworked lower fascia, which features a shape that mirrors the grille opening. Along the sides, the breathing ducts behind the front wheels change from two horizontal to three vertical gills on the 2009 SL550 and SL600, bisected by a chrome horizontal accent piece. The gill design now extends into the front of each door. The line that starts at the bottom of each gill extends into a rising character line that wraps around the car and gives the SL a forward-leaning rake. The SL600 has a V12 logo beneath the gill on each side. At the bottom, the rocker panel design is reworked as well. The rear design is very similar to that of the previous model. The only notable change is a restyled rear fascia with a ribbed, diffuser-style lower portion. The SL63 and SL65 come with a unique hood, front fascia with larger cooling intakes, and a black grille. The hood has a noticeable power bulge in the center that replaces the two raised ribs. The bi-xenon headlights have black surrounds and the fog lights have round instead of elliptical shape. On the sides, the AMG models have additional intake ducts just in front of the wheels and the side gills are replaced by E-shaped inserts in matte silver; the SL63 has lettering that says 6.3 AMG, and the SL65 has V12 BITURBO lettering. At the rear, AMG models have a lip spoiler, deeper side sills and a rear fascia that houses a pronounced black rear air diffuser and two pairs of chrome tailpipes. All SL roadsters have a power retractable hardtop that opens or closes in 16 seconds. Unlike some convertible tops, the SL's does not open or close if the car is in motion, even at low speeds. The available panorama glass top gives an open-air feeling even with the top up. The SL is a beautiful car with the top down and the sleek roof makes it look even better with the top up.

Interior Features
Inside, the SL is a picture of German luxury. Leather upholstery is standard and even the padded dash is covered in hand-stitched leather. The speedometer and tachometer have the appearance of fine watch faces, with black centers and numbers, white rims and red needles. They are shrouded and are always easy to see. The trip computer can be set so temperature, trip odometer, selected gear, and numerous other readouts can appear in those black centers. Water temperature and fuel gauges flank the two main gauges. The COMAND operating system has a new look for 2009 and additional functions. It comes with a 6.5-inch color screen and an SD card slot, and it incorporates the radio, six-CD changer, and telephone controls. The radio preset buttons are arranged in a phone-like pattern on the right side of the screen. While the COMAND system has a lot of buttons, it is pretty easy to use after some acclimation. Comand now includes a universal media interface in the center console that accepts not only iPod but also USB sticks and most other popular portable music players, and can display the music information on the screen and speedometer face. Optional is COMAND APS, which adds a 40-gigabyte hard drive that holds navigation map information and music files. Mercedes says that only four gigabytes are devoted to music, which is enough for about 1000 songs. COMAND APS also has voice activation and Dolby Digital 5.1 surround. The Harman/Kardon surround-sound system uses 10 speakers and packs 510 watts of sound power. Mercedes trumpets the quality of this sound system. We found it to be good, but we've heard better in cars costing much less; great sound is hard to achieve in small, two-seat sports cars. The SL has seating for two, but both occupants are sure to be comfortable thanks to 12-way standard adjustments. The view from the driver's seat is unobstructed with the top down and is good even with the top up, unlike with many convertibles. Getting in the SL requires a step down and getting out requires some torso strength to pull yourself up. You won't want to drive your grandmother around in the SL. Airscarf is an optional neck-level heating system designed to expand the times you can drive with the top down. The system incorporates heating vents into the headrests. We could only feel a little warm air on our necks, and we didn't find Airscarf to be effective enough to allow driving with the top down in, say, 55-degree weather. Like the last model, the 2009 SL has a pop-up roll bar and a wind blocker behind the seats. The wind blocker works well, redirecting air around the passengers and allowing for a quieter cockpit. The roll bar is covered in leather and the driver can opt to put it up whenever he/she wants. Cargo room and small items storage is in short supply, though we know that's part of the deal with a sports car. Both the center console and the glove box are small. There are no convenient trays in which to drop a cell phone or the like. There are two cupholders and they are both over-engineered units that pop out beneath the COMAND screen. Unfortunately, the cupholders only accept soda can-sized containers, and when used your beverage blocks the COMAND controls. The trunk offers 10.2 cubic feet of cargo room with the top up, but that shrinks to 7.2 cubic feet with the top down. That said, there is enough room for two small suitcases even with the top down. So pack light for that weekend in Vegas and you can drop the top for an evening drive through the desert.

Driving Impressions
Each of the four models comprising the Mercedes SL-Class has its own personality. The SL550 weighs less than its siblings and is nimble and tossable, though it's more of a touring car than a pure sports car. Its 5.5-liter V8 puts out 382 horsepower at 6000 rpm and 391 pound-feet of torque from 2800 to 4000 rpm. The V8 emits a barbaric growl that is uncharacteristic for a Mercedes. The engine provides willing power at all rev ranges, and motivates the SL550 from 0-60 mph in 5.3 seconds. The transmission is a seven-speed automatic with a manual shiftgate and available steering wheel shift paddles. It has Comfort, Manual and Sport settings. The Comfort setting shifts up quickly to save fuel, which means immediate power won't always be on tap. The Sport setting holds gears longer to keep power ready, and upshifts and downshifts can sometimes feel abrupt. The Manual mode gives the driver the option of picking the gears. Gears can also be selected manually in the other modes. The SL600 is more refined than the SL550 but not as sporty. It has a lot more immediate grunt, but is much more subtle in announcing its presence. The SL600's V12 engine puts out 510 horsepower at 5000 rpm and 612 pound-feet of torque from 1900 to 3500 rpm (221 more than the SL550). It has a five-speed automatic transmission that shifts smoother than the SL550's seven-speed. The SL600 can accelerate from 0 to 60 mph in 4.4 seconds, a benefit of its torque. The heavier engine, however, makes it less nimble than the SL550, making the SL600 even more of a tourer versus the sporty nature of the SL550. It'll easily best the SL550 in a straight line, but will lose ground in the turns. The new SL63 AMG offers the best combination of power and handling. It is a meaner version of the SL550 in terms of power and is even better when it comes to handling. It cranks out 518 horsepower at 6800 rpm and 465 pound-feet of torque at 5200 rpm. The SL63's 6.2-liter V8 barks like the biggest dog on the block at startup, under acceleration and during downshifts, and emits a constant background rumble while cruising. A freer revving engine, the 6.2 hits its redline at 7200 rpm, which is pretty high for a large V8. It comes with a new seven-speed automated manual transmission that Mercedes calls the Sportshift MCT 7. MCT stands for Multi Clutch Technology, and the multiple clutches allow this transmission to shift gears with no interruption in power delivery. The new AMG transmission has four driving modes, Comfort, Sport, Sport-Plus and Manual. Sport shifts 20 percent faster than Comfort, Sport Plus shifts 20 percent faster than Sport, and Manual shifts another 10 percent faster than Sport Plus, or 50 percent faster than Comfort. In Manual, shifts take only 100 milliseconds. The MCT also features multiple downshifts, from seventh to fourth or fifth to second, for example, with double-clutching, throttle blipping and perfect rev-matching in between; the Sport Plus program works like a skilled driver might to keep the engine in the power band for hard driving. It downshifts readily when you get off the gas, such as in a long sweeping turns, so maximum torque is on tap when you're ready for the power again. Mercedes quotes a 4.4-second 0-60 time for the SL63, and we believe it. The SL65 AMG has a twin-turbocharged V12 that makes an astounding 604 horsepower from 4800-5100 rpm and a stump-pulling 738 pound-feet of torque from 2000-4000 rpm. Like the SL600, it is more subtle about its performance capabilities, issuing a subdued turbine-like hum. The SL65's 0-60 mph time is 4.2 seconds, and it feels even quicker. With just a 0.2-second difference in 0-60 times, you might think there wouldn't be much difference between the SL63 and the SL65. You'd be wrong. While the SL63 is a grunty, torquey beast, the SL65 delivers a rush of power that throws you back into your seat and feels like a jet taking off. It also has an unfortunate tendency to stand up and go, making the front end feel light and lessening the driver's sense of control. The feeling is similar to the clumsy feeling you get with torque steer in a front-drive car, only the SL is rear-drive. The SL65 is not the right choice if you're looking for pure sportiness, as the heavy engine makes it more nose heavy and less willing to cut through corners. However, for a pure rush of power and adrenaline, the SL65 is one of the fastest cars on the market today. The price for all this power is poor fuel economy. Like the prices of these cars, if you have to ask, then you probably don't want to know, but we'll tell you anyway. The SL550 is EPA rated at 14 mpg city and 21 mpg highway, and the SL600 and SL65 burn premium gas at the rate of 11 mpg city and 18 mpg highway. The numbers weren't in for the SL63 at press time, but we're betting they won't be good. Steering, handling and ride quality, on the other hand, are quite good. Every SL offers a pleasant ride that is surprising given how sporty these cars are. Even the AMG models, with their 19-inch wheels and stiffer suspension settings, are comfortable. Every SL also gets Mercedes' Active Body Control (ABC) suspension that has four-wheel level control, driver-selectable ride height settings, and automatic lowering at speed. ABC uses hydraulic, electronic and mechanical components to reduce body roll by a claimed 68 percent. Punch the button for ABC Sport mode and Mercedes says it reduces roll by 95 percent and tightens shock damping. In either mode, the SL exhibits little body roll. Raising the car will help you prevent it from scraping over curbs and when entering raised parking lots. The automatic lowering feature helps give the SL stability at speed. The new Direct-Steer system works mechanically, providing variable assist based on steering wheel position. Direct Steer does in a purely mechanical way what BMW, Cadillac and others are trying to do with complex computers, algorithms, and pumps. The ratio is 15:1 in a straight line, such as on the highway. The ratio gets quicker as the wheel is turned, providing noticeably faster response when the steering wheel is turned 90 degrees and beyond. The yaw gain goes up quickly between 0 and 42 mph, then drops off markedly all the way to maximum velocity, so that the car remains stable at high speeds, but is quick to maneuver at parking speeds and in accident-avoidance maneuvers. In the real world that means smaller steering inputs are needed in tight turns, which makes the SL more stable and more nimble in the twisties. We drove several SL models with it and found it worthwhile, but it won't be available until later in the model year or for the 2010 models. The brakes are adequate for everyday driving, but the SL550 and SL600 don't have the brakes to handle track time or long jaunts on mountain roads. We found the brakes began to smell after an hour or two on California's mountain switchbacks. Those who want a track worthy car will want an AMG model. The brakes on the SL 63 AMG are monstrous in size and thickness and we found them fantastic in terms of power, response, and freedom from overheating and fade. The car's substantial 4200-pound weight holds no problems for these brakes, no matter what the conditions.

Summary
The 2009 Mercedes-Benz SL-Class models are a joy to drive. With the deployable steel convertible top, you get a completely weatherproof coupe for cold or wet days, and a wide-open convertible for sunny or play days. Going up through the model line, each is faster than the last. Tires, suspension, and brake and steering options are improved on the 2009 models. The SL550 is relatively agile and delightful to drive. The SL600 is more luxurious and gives its driver a wonderful feeling of power. The SL 63 AMG is brutally quick and fast when the throttle pedal is pushed into the carpet, yet it is still quiet enough, and docile enough to use as a commuter car in heavy traffic every day. The SL 65 is the ultimate ultra-performance touring car with more power than anyone needs. Then again, the SL has never been about need. We love these cars.

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Fleetrates News 1-888-861-8080 — Tue, 27 May 2008 11:44:20 GMT

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It looks awkward in pictures and some find it hideous, but the 2008 BMW X6 50i isn't nearly as warped when you see it in person. It's kind of a supermodel from behind, with a slim, narrow roof at the top and curvaceous hips at the bottom. Designers call this sort of thing tumblehome, and an SUV without it looks like a refrigerator. The front is all BMW with a big twin kidney grille and fighter-jet-size intakes at each corner. The roof line goes on forever in profile, giving the X6 a hatchback-style look that's unique at best, a little too forced at worst. The designers at BMW say it's "coupelike," so they ? and they alone ? call the X6 a Sports Activity Coupe. It gets better from behind the wheel. Fire up the new 400-horsepower, 4.4-liter V8 and it sounds more like a carbureted big block than a sophisticated twin-turbo engine with direct injection. We don't remember an X5 sounding this burly. So far this much is clear ? pictures don't do the all-wheel-drive 2008 BMW X6 justice.

Lots of Power, Lots of Weight
On the road in North Carolina to drive the 2008 BMW X6 for the first time, we're fully expecting the X6 to smack us silly with its 450 pound-feet of torque. But this never quite happens. Instead, the six-speed automatic transmission shifts tentatively, as if it's worried that unleashing too much force at one time might eat a driveshaft or two. Which may be the case, but it makes us doubt BMW's claimed 0-to-60-mph time of 5.3 seconds for the X6. That's only 0.3 second slower than the last 135i we tested, and the tiny coupe weighs 1,906 pounds less. Yeah, that's no typo. The xDrive50i, as it's known in BMW-speak, weighs in at 5,269 pounds. That's 319 pounds more than the Porsche Cayenne S, an SUV that has never once been called light on its feet. Porsche claims a 0-to-60-mph time of 6.4 seconds for the 385-hp Cayenne S, so BMW's estimate of the X6's ability seems a bit optimistic. That said, the power of the new twin-turbo BMW V8 is hardly the problem. The torque peak arrives early at 1,750 rpm and doesn't waver until 4,500 rpm. Throttle lag from the two turbos buried between the cylinder banks is minimal and the all-aluminum engine spins up to its 6,500-rpm redline without a noticeable hesitation in thrust. And the sounds this BMW V8 makes are unmatched by any SUV on the road. Whether it's burbling at idle or headed for redline, the X6 makes you want to drive with the windows open to hear it do its work.

We Want More for Our $8,500
Once we discover the 2008 BMW X6 isn't the rocket we expected, we figure maybe the handling will convince us that the X6 is worth its $8,500 premium over the BMW X5 4.8i. But after 20 miles of wet switchbacks in the Blue Ridge Mountains of North Carolina, we're still not buying it. Don't get the wrong impression; the X6 is shockingly agile. The quick steering makes it easy to arc into bends, and there's so little body roll that you feel like you're barely pushing the vehicle's limits. The massive 14.4-inch brake rotors up front burn off the speed in an instant and the fat tires are gripping the pavement like it's bone dry. Unless you drive it back-to-back with the X5, however, you'd be unlikely to notice any particular improvement over the 2008 BMW X5. Compared to the X5, a slightly revised front suspension helps the X6 track better over rough surfaces while a 2-inch-wider rear track adds some stability. Our test vehicle also has the optional Sport package, which adds an impressive set of 20-inch wheels wrapped in 275/40R20 tires up front and 315/35R20 rubber in back, a combination that's also available for the X5.

Yes, Another Acronym
One advantage the X6 has over the X5 ? and just about any other SUV save the Acura MDX ? is a new torque distribution system known as Dynamic Performance Control (DPC). In simplest terms, DPC is able to redirect power to each of the four wheels in varying degrees. And it's not just for traction control either, as DPC actively intervenes to help control the directional stability of the X6 as well. (The 2008 Saab 9-3 Aero XWD recently gave us a taste of much the same thing in a sedan package.) Powering out of tight hairpins, we feel only the slightest hints of the system working, but there's no doubt that the X6 is firing out of wet corners with impressive drive. Still, BMW figured the X6 might need some help demonstrating the new system, so it arranged for us to drive a road course at Michelin's Laurens proving grounds that had been soaked by sprinklers. Flat-footing the X6 out of soaked hairpins here makes the benefit of DPC far more obvious. In most SUVs, such a maneuver would initiate the intervention of so many various stability control systems that the gas pedal would be rendered useless. With DPC, you still get power, but it jumps from one wheel to the other as each one struggles to grab the pavement. The forward bite is a little jerky when you're hard on the throttle, and we have to remind ourselves that even DPC has its limits and we should be wary of pedaling the X6 right into the grass. We get some time on a dry course as well and here again the X6 is solid and precise where most other SUVs would be flailing with understeer. There's so much grip from the massive tires we wonder if we could go much faster with a proper sports car. Yes, it's that good. Still, the X5 remains stuck in our heads. Would we be going much slower and with any less confidence in a 4.8i? Not by much.

The Utility of a Coupe
With all the fun stuff out of the way, we're left to consider the X6's cabin. The low roof makes it obvious that there's less space inside, but does it matter much? Depends what you consider important. Up front, we don't notice a thing. Without looking at the impossibly small hatch opening in the rearview mirror, we can't tell the difference between the X6 and the bigger X5.Nearly all the design elements are the same. There are simple analog gauges, high-quality interior trim and an overly complex yet space-saving console-mounted shift lever. All X6s get a sport steering wheel as standard as well as cushions on the center console to help brace you while you're cornering hard. The rear seats in the X6 are designed to hold only two passengers, so there's a big center console back there, too. The seats prove far more comfortable than your standard three-person bench seat, although the low roof shaves nearly 2 inches of headroom from the X5's numbers. There's plenty of legroom and decent foot room under the front seats, but we quickly determine that with two adults in back, the overall rearseat space feels cramped. Maybe it's the fact that if you're over 6 feet you can rest your head on the roof, or the slightly reduced shoulder room. Either way, it's tighter and less comfortable than an X5. It's the same story when it comes to cargo room. The X6 has a respectable 59.7 cubic feet of cargo space with the second-row seats folded, but the X5 offers up to 75 cubic feet in the same configuration.

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Fleetrates News 1-888-861-8080 — Tue, 27 May 2008 11:37:33 GMT

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While most owners of luxury SUVs will seldom put their vehicles to the ultimate test, LX owners can have the utmost confidence in their vehicle in poor weather or while fighting their way through the worst hazards of urban life." This philosophy was declared in the 1996 press kit for the original Lexus LX, a vehicle that kicked the luxury SUV craze up a few notches by decorating a Toyota Land Cruiser with added standard equipment like leather, wood trim, an upgraded stereo and a third-row seat. Although the automotive marketplace has changed considerably since then, today's Lexus LX 570 still follows the same philosophy. Underneath the LX 570's organically robust styling resides a rough-and-ready, body-on-frame truck platform designed for serious off-road duty. Customers today are just as unlikely to venture onto muddy trails as they were back in the middle of the Clinton administration, but that hasn't stopped Lexus from stuffing a full range of sophisticated off-road-enabling technologies into its latest LX. At the same time, this is one of the most luxurious vehicles Lexus makes. As a vehicle that can do it all, the LX 570 is almost without peer.

Current Lexus LX 570
The Lexus LX 570 was introduced for 2008. It's powered by a 383-horsepower 5.7-liter V8 connected to a six-speed automatic transmission. Mechanically, the LX 570 is heavily related to the Land Cruiser, and both boast tremendous off-road capabilities. In addition to its truck-based design, the LX 570 features a permanent four-wheel-drive system and respectable wheel travel and ground clearance. There's also a new electronically controlled off-road Crawl Control mode. When this feature is activated, the 570 uses its antilock brakes and throttle to fearlessly descend steep, slippery slopes. All the driver has to do is steer.While dedicated off-road vehicles tend to behave like jittery behemoths on-road, this Lexus is as civilized as it gets. Special to the LX 570 is an electronically controlled suspension with adaptive ride height and damping control that delivers the type of buttery-smooth ride expected of a Lexus.Also expected of a Lexus is a vehicle crammed full of luxury goodies, and as the brand's flagship SUV, the LX 570 is crammed like no other. Standard features include 20-inch wheels, adaptive xenon headlights, a power liftgate, leather upholstery, keyless ignition/entry, four-zone automatic climate control, a voice-activated hard drive navigation system, a back-up camera and Bluetooth. Optional highlights include a stupendous 19-speaker Mark Levinson surround-sound system, rear-seat entertainment system, cooled front seats, heated rear seats and adaptive cruise control.The LX 570 is also adorned in the finest interior trappings of its class. The leather upholstery is almost inconceivably supple, and the bird's-eye maple inlays are some of the richest you'll find at any price point. Other materials are similarly beyond reproach. The LX also offers seating for eight, although its rearmost row is suitable only for children and doesn't fold flat into the trunk floor. (Each piece of the split bench flips against the side walls.)

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Fleetrates News 1-888-861-8080 — Mon, 17 Mar 2008 10:31:33 GMT

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What's New for 2008
The 2008 Nissan 350Z is unchanged. This year, there's been a considerable amount of attention focused on Nissan's new GT-R sports car; 473 horsepower has a habit of doing that. However, unless you've got $70,000 (assuming -- ahem -- no dealer markup) and have your name on a waiting list, this Skyline successor will likely remain out of reach. Thankfully, Nissan has another legendary sports car for the rest of us: the Z. Available as a coupe or convertible, the 2008 Nissan 350Z is a proper sports car priced for the everyman. Its fairly compact dimensions, sharp handling, potent V6 and rear-wheel drive make it fun to drive in almost any situation. Plus, the car's styling still looks fresh, even though the current-generation Z debuted for 2003. For 2008 the 350Z stands pat, though it does mark the first full year of availability for the limited-production Nismo 350Z. The Nismo has effectively taken the place of the now-discontinued Track trim. This racetrack-oriented model comes with a specially tuned suspension, additional body reinforcements, a full aerodynamic package, Brembo brakes, and unique wheels and exhaust. In testing, we've found the Nismo to be the best-handling 350Z to date, though this enhanced performance does come at the expense of fairly punishing ride comfort and noise. The remaining trim levels are more suited for everyday use, although the clutch can be too stiff in traffic. No matter which trim you choose, you'll still get one of the best values out there for a rear-drive performance car. Of course, the Z isn't perfect. Compared to models like the BMW Z4 and Mazda RX-8, the Z lacks handling finesse and cockpit refinement, and against the various permutations of the Ford Mustang GT, it lacks personality. But for an affordable sports car that delivers all-around performance and style, the 2008 Nissan 350Z is an ideal choice.

Body Styles, Trim Levels, and Options
The 2008 Nissan 350Z sports car is available as a coupe or roadster. Trim levels include base, Enthusiast, Touring, Grand Touring and Nismo. Note that the base and Nismo trims are exclusive to the coupe. Base coupes come with 18-inch wheels, bi-xenon headlights, automatic climate control, full power accessories and a CD/MP3 player with steering-wheel controls. Going with an Enthusiast model adds cruise control, an auto-dimming rearview mirror and a limited-slip rear differential. The roadster version includes a power-operated soft top and power seats. The Touring model adds an upgraded Bose audio system with satellite radio, Bluetooth, power seats for the coupe, seat heaters for the roadster and leather upholstery. The Nissan 350Z Grand Touring has front and rear spoilers and more powerful Brembo brakes. Grand Touring coupes also have special lightweight wheels. The limited-edition Nismo 350Z forgoes many of the Grand Touring's luxuries in favor of performance-enhancing upgrades, such as a stiffened, seam-welded chassis, firmer springs and shock absorbers, and various aerodynamic upgrades. Brake and wheel specs are identical to the Grand Touring, though the Nismo's wheels have a darker finish. Inside, each Nismo has red/black cloth seats, a gray-faced tachometer and a number plaque indicating its build order in the production run. A navigation system is optional on Touring and Grand Touring models.

Powertrains and Performance
The rear-drive Nissan 350Z is armed with a 3.5-liter V6 that makes 306 hp and 268 pound-feet of torque. Putting the power to the ground is either a six-speed manual transmission or a five-speed automatic. Base and Nismo models take only the manual gearbox. This is among the quickest sub-$50,000 cars you can buy, as we timed a Nismo 350Z at 5.1 seconds for the 0-60-mph sprint.

Safety
Antilock disc brakes are standard on all models, while all but the base car have traction control. Stability control comes on the Grand Touring trim, and on Touring models equipped with the manual transmission. GT and Nismo models have upgraded Brembo calipers and rotors. Side and head-protecting side curtain airbags are optional on all coupes except the Nismo, on which they're standard. Regular side airbags are standard on roadsters. In government crash tests, the 2008 Nissan 350Z coupe received a top five-star side-impact rating. In frontal-impact testing, it received four stars.

Interior Design and Special Features
The Z's instrument panel features three gauge pods that move with the tilt steering wheel. Unfortunately, the wheel doesn't have a telescoping adjustment. All of the controls a driver might need are close at hand, but some of the materials used in the cockpit seem low-grade for this price range. In the coupe's cargo area, there's a distinctive rear suspension brace that certainly improves body rigidity, but it also compromises valuable luggage space. The roadster's trunk is even more diminutive (just 4.1 cubic feet), but the top is easy to operate and can be dropped in about 20 seconds.

Driving Impressions
The 2008 Nissan 350Z offers performance equal to some of the best sports cars available. The V6 is quite docile, though, and opening it up a bit produces an enjoyable and throaty growl. Power delivery is linear and athletic and particularly entertaining at higher revs. Although the automatic transmission matches revs on downshifts, a manual transmission brings out the most in the car. The six-speed's shifter feels heavy through the gates, but it's fairly precise and clutch take-up is smooth (if not stiff). Around town, rearward visibility is poor. On a curvy road, however, the 350Z rewards its driver with a high level of outright grip and balance. The steering is a bit coarse in feel, but otherwise it's quick and well weighted. The track-tuned 2008 Nismo 350Z has the sharpest reflexes of the Z-car family, though its excessive road noise and predisposition toward freeway hop make it unsuitable as a daily driver. The 2008 Nissan 350Z is still one of the best performance buys on the market.

Pros
Strong and sweet-sounding V6 engine is happy at any rpm, capable handling and braking, excellent value, still looks great after several years.

New 2009 Jaguar XF is here! Low Jaguar XF Prices & Lease Payments FleetRates.com 1-888-861-8080

Fleetrates News 1-888-861-8080 — Mon, 10 Mar 2008 13:55:01 GMT

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Even in the stark light of the Arizona desert, the skin of the 2009 Jaguar XF shimmers with a life that seems almost liquid. Next to it, any other sport sedan looks as cold and abstract as a lump of coal. It always seems like the typical sport sedan is wagging its finger in your face, lecturing you about some sort of technology. Instead, the Jaguar XF isn't afraid to be simply beautiful, even pretty. And then it backs up its modern good looks with a 420-horsepower supercharged V8 that Jag says will get you to 60 mph in 5.1 seconds. The 2009 Jaguar XF will completely reinvent the way you think about Jaguar. Of course, it does so by going back to the classic values that have always given Jaguar a lasting place in the imagination, the special magic that Audi, BMW, Cadillac and Lexus still shamelessly envy.

Why Not Be Beautiful?
The XF's chief designer Ian Callum first applied for a job in Jaguar design at age 12 as a kid in Dumfries, Scotland, and has longed for an opportunity to remake the brand ever since. And it looks as if he's successfully done so here, combining inspiration from the big book of historic Jaguar design cues (especially the 1959 Jaguar Mk. II) with current enthusiasm for a sedan adapted to a coupe roof line. You can see the Jaguar XF's modernity in its profile, the way the front overhang has been pulled back, the wheelbase lengthened and then the arc of the roof adapted to very fast angles for the windshield and backlight (identical angles to those of the Jaguar XK coupe, in fact). There's something of the Lexus GS in the XF's overall graphic, but the Jaguar's detailing makes the difference between beauty and abstraction, and you can see it in the modeling of the hood, the chrome surround for side windows, and even the use of the traditional Jaguar badges, the Growler and the Leaper. The XF has been a little juiced up for effect, but, really, this has been the Jaguar way since the original 1935 SS sports car. The XF sits on a long 114.5-inch wheelbase, and the track measures 61.4 inches in front and a significantly wider 63.2 inches in the rear. At 195.3 inches long, 80.8 inches wide and 57.5 inches tall, the XF is a little larger than an Audi A6. The use of a wide range of high-strength steels helps deliver a very rigid body shell, and the suspension pieces come from the XK.

Power With Control
A sport sedan usually expresses itself with only its engine and tires, but the Jaguar XF sends us an entirely different message as we hurtle across the spare, high-desert landscape of Arizona. It is the chassis that tells the story here; light-footed and supple in the Jaguar fashion, yet with a greater degree of body control than you might expect from a Jaguar. The thick rim of the steering wheel fills your hands and the XF instinctively vectors down the highway. There are two different versions of the XF, one with the normally aspirated Jaguar V8 and one with the supercharged version of the same power plant. In normally aspirated form, the DOHC 4.2-liter V8 develops 300 horsepower at 6,000 rpm and 310 pound-feet of torque at 4,100 rpm, and it works through a six-speed automatic transmission that Jaguar claims gets you to 60 mph in 6.2 seconds and then does the quarter-mile in 14.9 seconds. Once the V8 is fitted with a Roots-type supercharger, power climbs to 420 hp at 6,250 rpm and 413 lb-ft of torque at 3,500 rpm, and Jaguar says it takes the car to 60 mph in 5.1 seconds and though the quarter-mile in 13.8 seconds. The same ZF-built six-speed transmission that does business in the Jaguar XK also is in place here. There's a mode for normal driving, a mode for sporting driving and a mode for the use of the shift paddles mounted on the steering wheel which blips the throttle on downshifts. The most important thing here is the connection that's apparent between the engine and the transmission, a real change from the days not long ago when every Jaguar was cursed with a sloppy torque converter that seemed designed only to whip hydraulic fluid into a froth.

To Serve Man (and Woman, Too)
Jaguar interior designer Alister Whelan has rejected the cockpit-type conventions of sport sedans for an environment that envelops you in leather, aluminum and wood (more wood than in any other Jaguar ever built, in fact). The driver seat comes up to support you like a fine armchair, right down to the high, softly upholstered armrests. Yet the cowl ahead of you is very low to foster both a sense of interior spaciousness and the kind of down-the-road visibility you need in a car capable of an electronically limited 155 mph. It's the fit between the human software and the machine-made hardware that makes the Jaguar XF so unique. The XF invites you to be a part of the experience. You see this in the much-discussed start button on the center console that pulses red in the lub-dub rhythm of a heartbeat when you enter the car, and then the way the unique rotary dial that controls the transmission rises out of the center console once the engine comes to life. There's a touchscreen interface for the audio, climate and navigation system, so no console mouse is required. The buttons and switches for such things as the glovebox operate with proximity sensors. And despite the low coupe roof line, the rear doors are wide for good access and there's 37.6 inches of rear headroom (though only 36.6 inches of rear legroom). The Jaguar XF has been designed in the spirit of modern product design, with a sense of ergonomic correctness that's enhanced by a sure sense of style. At the same time, there are also flashes of pure wit, like the blue lighting for the instrumentation that is meant to recall some vodka bar (and as the blue light's fuzzy contrast with the silver instrument faces proves, not very many smart decisions have been made in places where vodka is consumed).

Driving in the Jaguar Manner
When you roll out of the driveway in the XF, there's no telling where you'll decide to go. This car has the composure you expect from a Jaguar, the lively refinement that can take you 300 miles and deliver you still feeling fresh after your journey. And yet there's a stronger connection with the mechanical soul of the car than ever before, even compared to the Jaguar XK. When you turn the steering wheel into a corner, the XF commits itself and you can feel the tires nibbling at the pavement. This is particularly true of the 20-inch Pirelli P Zero tires fitted to the supercharged XF, 255/35ZR20s in front and massive 285/30ZR20s in the rear. Yet even the standard XF's 245/40VR19 Dunlop SP Sport 01s offer reassuring steering response. Once you select the transmission's Sport setting, you can rely on the automatic to give you sure throttle control, as it kicks down a gear so swiftly and intuitively that rarely do you feel obligated to use the steering wheel paddles. And when you get into the brakes (the supercharged model has larger front rotors), there's enough anti-dive dialed into the front suspension geometry that the car makes the transition into a corner in a coordinated, intuitive sweep to the apex. Though you might not believe it, this car will carry a slide if that's what you're after. After all, it has been tuned by a team led by the legendary Mike Cross, Jaguar's longtime development chief. Justifiably famous for driving with the enthusiasm his name suggests, Cross recently entered his first drift competition and apparently was a little nonplussed to have finished only 3rd. Perhaps the judges were a little taken aback by Cross' choice for the competition, the luxurious long-wheelbase version of the Jaguar XJ sedan.

Saving Jaguar
The Jaguar XF makes different choices than most sport sedans, balancing response with smoothness, agility with comfort and reward with refinement. The XF has a kind of beautiful modernity, and it makes other sport sedans seem like crude, one-dimensional imitations of the real thing. When the 2009 Jaguar XF appears in dealerships in March 2008, Ford will have concluded the sale of Jaguar to either an automotive company from India or a private equity company. It is the XF's task to save Jaguar, and it seems to be up to the task. In terms of pricing, there's value apparent in the three trim levels: the $49,975 XF Luxury, the $55,975 XF Premium Luxury and the fully equipped $62,975 Supercharged. More important, the 2009 Jaguar XF also has a kind of value in the way it goes about its business. A Jaguar has always meant something more than simple mobility, and the XF is much the same. It is more luxury car than sport sedan, yet it holds all cars in this price range to a higher standard when it comes to dynamic poise and even utility as well as style. It's the kind of Jaguar you can believe in.