The Special Edition Mercedes-Benz C350 Sport

The Special Edition Mercedes-Benz C350 Sport

Yes ladies and gentlemen, after taking a slightly extended weekend, we are indeed back, kicking off this bright Tuesday morning with news that broke a couple weeks ago (but due to an influx of auto show news I forgot to bring you). Better late than never is the approach I'm taking with this story, so in case you haven't heard, Mercedes-Benz USA has announced that starting next month, a limited run of 1,000 exclusively-appointed C350 Sports will be produced, with $1 million in proceeds from the sale of the vehicles going to benefit Saks Fifth Avenue's Key To The Cure women's cancer research initiative. The limited edition models, all packing Mercedes' 268-horsepower 3.5 liter V-6 engine, feature Obisidian Black metallic paint, an exclusive Sahara Beige/Black leather interior, 18-inch AMG twin spoke aluminum alloy wheels, the Multimedia package (comprised of HDD Navigation, Harman Kardon sound system, DVD changer, and Voice Control), and an iPod integration kit. Of course, the standard C350 Sport fare is all present as well, including lovely AMG styling, eight-way power front seats, two-zone automatic climate control and a power sunroof, among other things. As with all limited edition Saks Fifth Avenue Mercedes models, I do have to warn you: if you want one, get the checkbook ready now. They sell out almost immediately, so if you are seriously considering the purchase of one, to determine your best chance of procuring one. Otherwise, keep scrolling for a number of photos showcasing the limited edition model, followed by the full press release detailing what exactly is included with the Saks C350. Enjoy. And before I go, a special thanks to Ammar for sending the tip and jogging my memory: I sincerely appreciate it. OFFICIAL PRESS RELEASE MERCEDES-BENZ SPECIAL EDITION C350 SPORT SEDAN TO RAISE $1 MILLION FOR SAKS FIFTH AVENUE’S KEY TO THE CURE Sales of 1,000 Exclusively-Appointed Vehicles to Support EIF’s Women’s Cancer Research Fund MONTVALE, NJ – Mercedes-Benz USA (MBUSA) has designed a special edition version of its all-new, eagerly awaited 2008 C350 Sport Sedan to raise funds for Saks Fifth Avenue’s KEY TO THE CURE, a women’s cancer initiative developed in partnership with the Entertainment Industry Foundation’s (EIF) Women’s Cancer Research Fund. As a national sponsor of Saks Fifth Avenue’s KEY TO THE CURE, MBUSA expects to contribute $1 million through the sale of 1,000 exclusive C-Class vehicles scheduled to arrive at Mercedes-Benz dealerships this month. Sales of this well-equipped, powerful and fun-to-drive sedan will benefit charitable programs dedicated to finding new detection methods, treatments and a cure for women’s cancers nationwide. Over the past five consecutive years, MBUSA has supported Saks Fifth Avenue’s KEY TO THE CURE and has raised over $5 million for women’s cancer research. The agile new 2008 C350 Sport Sedan combines the power of a 268-horsepower, 3.5 liter V-6 engine with the most desirable new options and technology available from Mercedes-Benz and the exclusive Sahara Beige and Black leather interior to create the Special Edition C350 for Saks Fifth Avenue’s KEY TO THE CURE. This sophisticated sedan offers auto enthusiasts not only cutting-edge style, superior technical innovations and performance but the chance to help make a difference in the fight against cancer. “The new C-Class is one of our most eagerly awaited new models,” said Steve Cannon, vice president of marketing for Mercedes-Benz USA. “We’re pleased to be able to take advantage of that enthusiasm in support of a cause that touches so many lives.” The Special Edition C350 is equipped with: · Obsidian Black Metallic Paint · Exclusive Sahara Beige / Black Leather Interior · 18 inch AMG twin-spoke aluminum alloy wheels · Multimedia Package (HDD Navigation, Harman Kardon sound system, DVD changer, Voice Control) · iPod Integration Kit Each Special Edition C350 Sport Sedan also features the athletic new profile of the AMG lower bodywork and rear spoiler, sport sedan interior elements including gauges, sport steering wheel and pedals, as well as Black Birdseye Maple trim. The winning style of this new model combined with the exclusivity of the Special Edition for Saks Fifth Avenue’s KEY TO THE CURE leather interior, creates a striking addition to the Mercedes-Benz C-Class line. Larger than past C-Class models, with a greater emphasis on driving dynamics, comfort and safety, the new 2008 C-Class also includes an impressive list of standard equipment, including: power sunroof, eight-way power front seats with lumbar support, two-zone automatic climate control, Bluetooth connectivity, a central controller, and an LCD display screen. SIRIUS satellite radio, heated front seats, rain sensor, garage door opener, and power-folding and auto dimming mirrors are also included. To further raise awareness of the campaign, Academy Award® winning actress Renée Zellweger has been named Entertainment Industry Foundation ambassador for Saks Fifth Avenue’s 2007 KEY TO THE CURE and will show her support by wearing this year’s KEY TO THE CURE t-shirt designed by Juicy Couture. Ms. Zellweger will appear in promotional materials and in a national public service announcement (PSA) to bring attention to this critical issue. The PSA will appear in major fashion and lifestyle magazines this fall. Funds raised for Saks Fifth Avenue’s KEY TO THE CURE will benefit more than 50 charitable programs nationwide dedicated to finding new detection methods, treatments and cures for women’s cancers – all through EIF’s Women’s Cancer Research Fund. During Saks Fifth Avenue’s KEY TO THE CURE nationwide shopping weekend (Oct. 18-21, 2007), the Special Edition C350 Sport Sedan will be displayed at Saks Fifth Avenue stores. A percentage of Saks’ shopping weekend sales will also be donated to national and local breast and women’s reproductive cancer research centers. Saks Fifth Avenue initiated its shopping weekend in 1999. Since then, the company has donated over $23 million to women’s cancer research and treatment organizations throughout the United States. Organizations benefiting from these funds include: EIF’s Women’s Cancer Research Fund; The Breast Cancer Research Foundation; the Cleveland Clinic; Boston’s Dana-Farber Cancer Institute; the Nevada Cancer Institute; and many others. In addition to its commitment to Saks Fifth Avenue’s KEY TO THE CURE campaign, MBUSA supports select charitable organizations focused on educating and empowering future generations, particularly those who are underserved. Through DRIVE YOUR FUTURE: The Mercedes-Benz USA Scholarship Program, MBUSA and its dealers nationwide have provided over $3.5 million in scholarship awards since 2004, offering students who are the first generation in their families to attend college, the opportunity of a lifetime. For more information, please visit: www.mbusa.com/drivefuture. Mercedes-Benz USA Mercedes-Benz USA, headquartered in Montvale, New Jersey, is responsible for the sales, marketing and service of all Mercedes-Benz and Maybach products in the United States. In 2006, MBUSA achieved an all-time sales record of 248,080 new vehicles, setting the highest sales volume ever in its history and achieving 13 consecutive years of sales growth. More information on MBUSA and its products can be found on the Internet at www.mbusa.com and www.maybachusa.com. EIF’s Women’s Cancer Research Fund The Women’s Cancer Research Fund, a program of the Entertainment Industry Foundation, was established by Chairs Rita Wilson, Tom Hanks, Kate Capshaw and Steven Spielberg, along with Founders Kelly Chapman Meyer, Anne Douglas, Quinn Ezralow, Marion Laurie and Jamie Tisch. The Women’s Cancer Research Fund supports innovative research, education, and outreach directed at the development of more effective approaches to the early diagnosis, treatment and prevention of all women’s cancers. Entertainment Industry Foundation As a philanthropic leader of the entertainment industry, the Entertainment Industry Foundation has distributed hundreds of millions of dollars - and provided countless volunteer hours - to support charitable initiatives addressing some of the most critical issues facing society today. For more information, visit www.eifoundation.org. Saks Fifth Avenue Saks Fifth Avenue, one of the world’s pre-eminent specialty retailers, is renowned for its superlative American and international designer collections, its expertly edited assortment of handbags, shoes, jewelry, cosmetics and home furnishings, and the first-rate fashion expertise and exemplary client service of its Associates. Today, Saks operates 54 full-line stores in 25 states, 2 stores in the Middle East in Dubai and Riyadh, 49 OFF 5th Outlet Stores and saks.com, the company’s online store. Copyright © 2007, Mercedes-Benz USA

2008 Volvo S80

The Volvo S80 was significantly redesigned for 2007, so it had been on the market only six months when the 2008 model arrived. The only significant change is a new engine option: a smooth and powerful turbocharged six-cylinder producing 281 horsepower.

I tested the new engine in a model with very few options and walked away convinced that the T6 trim on which it's found — which starts at $42,045 — is the best buy of the lineup, providing as many or more driving thrills than the more-expensive V-8. I reviewed the 2007 model earlier this year, and since then nothing has changed my opinion that this is the best Volvo to date. The new turbo engine only adds to the S80's impressive value statement in its class.

The Looks
The improvements over the previous generation are of course most noticeable by simply looking at the S80. I wouldn't call it striking, but it is handsome — bordering on the masculine, yet still able to appeal to the most feminine of moms.

The sculpted body mimics other recently redesigned Volvos, but the S80 uses the technique to its best effect to date. The headlights are more angled than ever before; it's a subtle difference, but one that adds to the overall appearance. The rear is still dull as a doornail, though.

Inside, however, the S80 wins absolute raves. There are three things the interior has going for it:

1. Actual design: The dash flows into the instrument panel, creating an organic wave. The gauges are real metal with electronic readouts in the center, and the analog needles run on an inner ring. Even the turn-signal arrows fit into an arrow-shaped cutout in the gauge cluster.

2. Ergonomically simple: The S80 has buttons. Lots of them. They allow you to turn on the air, stereo, safety features and more with a simple push; there are no complicated menus for simple tasks, just buttons. Oh, the brilliance. The buttons are housed on Volvo's trademark floating center stack, another nice design touch.

3. High quality: Unlike other Volvos, the flagship S80 is a real luxury car. The materials are all soft to the touch, the leather is plush and the seats are ultra comfortable. What's left to want?

OK, it could have a bit more room in the backseat, but the space isn't what you'd call confining. The small trunk was a bit of a surprise, however; it's not exactly deep or tall, so large suitcases have to be wedged in tightly. I'm an infrequent golfer, but I don't think I would be able to get more than two full-size bags in there without folding the rear seats, which wouldn't leave room for a foursome.

The Moves
While the interior is the S80's standout area, the driver's digs were never the old model's main fault — a lackluster driving experience was. The S80's optional V-8 engine adds some excitement, making 311 hp and 325 pounds-feet of torque. That power comes early when the gas pedal gets pushed, and it even makes a healthy little growl. That's not very Volvo at all, and will probably be what car shoppers notice most about this model's performance. The S80 comes standard with an inline-six-cylinder that makes an incredibly less-sexy-sounding 235 hp and 236 pounds-feet of torque. I won't say that the price bump of nearly $11,000 to move from the front-wheel-drive inline-six to the all-wheel-drive V-8 is insignificant, but even with a starting price of $49,210, the V-8 sounds like a value.

That's why it's a happy surprise that Volvo would roll out a third engine choice for its new flagship sedan; what's even more surprising is the turbo's exciting driving feel. While the V-8 has some grunt off the line, the T6 delivers smooth power, especially at highway passing speeds. Steering is just as smooth. It's not as pinpoint precise as a BMW's, but Volvo drivers aren't looking for the ultimate driving machine, they want a safe car that can pass on demand and has a comfortable ride. The S80 delivers an almost perfect blend of comfort and performance.

It may seem strange, but from a driving-thrills standpoint, there's no reason for anyone to move up to the V-8. Not only is the T6 $7,000 less than the V-8, it's just a better driving car.

Like most Volvos, the S80's steering is still floaty compared to almost every other luxury car on the market, and even with all-wheel drive this thing doesn't take tightly curved off-ramps like a sports sedan.

In the pothole-heaven known as Chicago, an adaptive suspension like the one offered on the 2007 V-8 I tested in March sounds like a great idea. It's part of a $2,495 sport package that also includes speed-sensitive steering, 18-inch wheels, xenon headlights and ventilated front seats. What did the adaptive suspension do? In theory, each of the three settings — Comfort, Sport and Advanced — are supposed to adjust the suspension to deliver a different driving feel depending on the driving surface and situation.

Volvo could've fooled me. Neither the Sport nor the Advanced setting did much to change my opinion of the car's virtue as a performer. After playing around with the settings for the better part of two days, I resigned myself to Comfort because that's what the car delivered best. I certainly didn't miss the system when I drove a 2008 version that didn't come with it equipped. I can now definitively say it is unnecessary.

Safety Features
The S80 excels at safety. Before the little bubble above your head fills with the word "Duh," let me add that this Volvo has some breakthrough safety gizmos we hadn't seen until very recently. The new S80 also earned the Insurance Institute for Highway Safety's Top Safety Pick, meaning it scored the highest possible rating in front, side and rear crash tests. No other luxury cars in the segment managed that feat.

Optional safety gadgets include cameras mounted to each side mirror that tell the car's computer when a car is in your blind spot. When a car is in that spot, a dull orange light (so as to not overly distract you) illuminates in the bottom corner of the window, on whichever side the intruding car is on. The nice thing is you can turn this feature off if it starts to annoy you. I found the system so unobtrusive that I left it on all the time, and I don't generally like nanny-ing devices. I was also impressed that the system seemed to know when a semi was next to you and didn't illuminate when its trailer extended into your blind spot. This option costs $695.

The other relatively new safety feature is a collision warning system that alerts you when a car ahead of you has slowed down and an impact is imminent. A row of red lights illuminates in front of the driver, right at the edge of the dashboard, so the lights reflect off the windshield. Think this would be annoying in bumper-to-bumper traffic? It wasn't. This thing is smart; I repeatedly tried to get it to go off during a commute by tailgating and waiting until the last second to brake, but it was no good. How do I know it works if I couldn't simulate a near-impact? A few Chicago drivers gave me a hand.

I was stuck in traffic while driving home from the office one stormy night — by the way, if someone can tell me why people freak out when it rains, let me know — and there were a number of cars trying to merge into four lanes of traffic. One driver cut off the Mercedes-Benz in front of me, causing its driver to brake suddenly. The Volvo's lights went red, flashed, and I slammed on the brakes. The system actually assisted me by preparing the brakes to be more effective for my reactionary — and more aggressive — stomp on the pedal. I guess that's the reason Volvo doesn't want you trying to fool the system. This feature comes packaged with adaptive cruise control at a hefty $1,495 option price, and I'm still unsure whether I'd add it if given the choice. Of course, it probably costs more than that to repair a bumper, so the collision system may be worth the investment.

The optional all-wheel drive and standard stability system are useful when driving in inclement weather, and there are an abundance of airbags and reinforced doors to protect you in case anything does go wrong. They all obviously do their jobs just fine to garner that top safety rating.

S80 in the Market
The market for a large luxury sedan from Volvo has always been hampered by the fact that the people car buyers want to protect most are their family, and families often opt for wagons and SUVs. That's why Volvo also launched redesigned, S80-based V70 and XC70 wagons this year. The sedan is usually the executive car, and until now there's been no overwhelming reason for today's choosy executive to even consider the S80.

Now, the sedan buyer who wants high-minded interior design and extreme safety over performance can look at the new S80 as a sensible alternative. The 2007 S80 V-8 I tested had a price of $56,025, with so many bells and whistles in addition to its V-8 engine that it's a darn good buy; its BMW and Mercedes counterparts are more expensive even when equipped with six-cylinder engines. Now, with the addition of the T6 trim, I'll unequivocally recommend that version for $42,045. My test vehicle didn't have any extra add-ons, and it never felt under-equipped. With that version, buyers will still have a good $10,000 more in their pockets than their neighbors in a 5 Series or E-Class. There are still Volvo's low reliability scores to worry about, and with this much technology crammed into a car there's even more that could go wrong. Yet the fact remains that after testing multiple versions of the S80 over the past year, I'm convinced that Volvo knows how to make cars that are more than just safe.

Front
The S80 won't set the world on fire with its exterior design, but aggressive headlights and a strong grille help give it a masculine edge. (2007 model shown)

Engine Underneath the hood is a throaty V-8 that was a joy to test. Elegant gauges inside bring all the basic and advanced information to the driver via an intriguing analog and digital display. (2007 model shown)

Interior The best view of the new S80 is from the driver's seat, where a sculpted dash naturally flows across the cabin and soft leather is everywhere. (2007 model shown) Seats The driver and passenger seats are plush and feature optional cooled and heated upgrades, which add to the luxury treatment. (2007 model shown) Center stack Volvo uses a thin center console that protrudes from the dash and flows into the center armrest. It's thin at the top, but the controls are electronic, so it doesn't need to connect flush with the rest of the dashboard. The array of clearly marked buttons is a respite from complicated interfaces in other luxury vehicles. (2007 model shown) Little things A thick steering wheel houses slick buttons for the stereo and cruise control that are ingeniously flush with the wheel itself. The door houses window switches that aren't anything special, but the substantial door handle is sculpted into its housing. (2007 model shown) Safety Safety is a major consideration with any Volvo, and the S80 features some nifty new safety features, like blind spot cameras mounted in the side mirrors. The company also realizes people might want to easily turn these features on and off with simple buttons. (2007 model shown) Chase Agnello-Dean images

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2008 Hummer H3 SUV

Ever since it debuted for the 2006 model year, Hummer's H3 has been one of the toughest-looking SUVs around, while its engine offerings have been comparatively puny. That changes with the debut of the new H3 Alpha, which gives the midsize SUV V-8 power for the first time. Already a competent off-roader, the thirsty V-8 transforms the H3 into a truck that's much easier to live with in urban and suburban jungles, which many H3s call home.

Alpha Male Styling
The H3 exudes toughness to the point of being almost ridiculous, what with its bulging fenders, short side windows and massive tires. Toyota's FJ Cruiser is another radically styled SUV like the H3, but it doesn't have the hard-edged look the Hummer manages to pull off.

Alpha models include a Chrome Appearance package that consists of chrome door handles and mirrors, as well as 16-inch chrome wheels and a badge on the swing gate. All in all, it's a subtle change from the regular H3, which is surprising because Hummer doesn't normally do subtle; just look at its product lineup.

Alpha = Acceleration
While the Alpha doesn't look much different from the regular H3, what's under the hood sets it apart from its siblings. The base H3 is powered by a 242-horsepower, 3.7-liter inline-five-cylinder engine that makes 242 pounds-feet of torque, while the Alpha's 5.3-liter V-8 generates 300 hp and 320 pounds-feet of torque. Hummer says the Alpha can accelerate from zero to 60 mph in about 8 seconds, which isn't bad when you consider the SUV's near 5,000-pound curb weight. The V-8 gets an EPA-estimated 13/16 mpg (city/highway); in comparison, the inline-five with the automatic transmission gets 14/18 mpg.

The Alpha feels relatively light on its feet in city traffic, with the V-8 producing strong acceleration. Teamed with a four-speed automatic transmission, the powertrain will quickly kick down when additional power is needed for highway passing.

While it's rather loud inside the H3, I'm not ready to write this off as a negative, because I can see some Alpha buyers really enjoying the V-8 rumble that invades the cabin when accelerating mildly, not to mention the roar that accompanies full-throttle acceleration. Less appealing is the significant amount of wind noise at 70 mph on the highway.

Ride & Handling
While the H3 attracts buyers for various reasons, like styling and offroad credentials (which include the ability to drive through a 2-foot-deep stream and scale a 16-inch ledge), its ride and handling probably isn't one of them. Potential buyers need to realize that they're getting a real truck in the H3, not one of the new breed of crossover SUVs that ride and handle more like a car.

In city and suburban settings, the H3 bounds over rough patches of road with exaggerated body motions that lead to quite a bit of rocking back and forth and side to side. The H3's structure isn't the most solid, either; it shakes at bumps and holes in the road that other SUVs have little trouble dispatching.

Even though the H3 is Hummer's smallest model, it's by no means tiny. It feels big when you're driving it, and sizing up how close you are to other cars and obstacles is more difficult in the H3 than in many other vehicles, even full-size SUVs. You end up driving it gingerly in congested areas.

Mike Hanley image

V-8 engine The Alpha's all-aluminum 5.3-liter V-8 engine makes 300 hp and 320 pounds-feet of torque and teams with a four-speed automatic transmission. The V-8 runs on regular gasoline and gets an Front seats The Alpha's leather seats are comfortable and feature an Alpha logo stitched into the head restraints. EPA-estimated 13/16 mpg (city/highway). Cargo The H3's nicely executed swing gate includes a strut that slows the door as it nears the end of its range of motion. Though the rear-seat backrest isn't completely flat when folded, there's a plastic piece at the base of the backrest that acts as a ramp, which is better than having a ledge. Mike Hanley images

Dashboard For the most part, the cabin features nice materials and has easy-to-use controls, such as the large knobs for the air conditioning system and stereo. The gauges, while simple, are easy to read, day or night.

Mike Hanley images

2008 Nissan Rogue

For years, Nissan has sat and watched from the sidelines as Honda, Ford and Toyota have ruled the compact SUV segment. Now the Japanese company is jumping into the game with its all-new Rogue, a car that, even in its rookie season, seems ready for the pro-bowl.

Styling
If I see one more SUV with sharp, upswept rear-quarter windows, I'll know it's time to start applying for jobs in automakers' design departments, seeing as they obviously can't come up with anything better. The Rogue is yet another victim of this hackneyed design, but surprisingly the generic profile glass doesn't lead to significant blind spots here like it does in some competitors. Besides the bland styling in the car's profile, the Rogue does stand out as a thoroughly Nissan product.

The front end resembles the larger Murano SUV, which helps the Rogue's "Nissan-ness," but the rear definitely stands out on its own and falls decidedly on the attractive end of the design scale. Large, 17-inch wheels on the SL add to the athletic stance, as does the Rogue's low height compared to its competition.

That height doesn't cut into headroom, but the design inside creates a cockpit feel that's more akin to a sports car than the airy feel of an SUV. That's intentional, and when driving a black-leather-equipped Rogue SL, I definitely had flashbacks to a recent drive in the sportier Altima coupe.

Interior
The interior is one of the Rogue's highpoints. It's almost up to the level of the Honda CR-V, and that's saying a lot. It joins the new Saturn Vue on my list of runners-up to the Honda, and it certainly outshines the Toyota RAV4, Mitsubishi Outlander and Ford Escape. Visually, it all starts with the gauges, which are clear and easy to read. Between the two main gauges is a digital readout for fuel, the trip computer and other information, which is a nice touch. The subtle amber hue of the readouts is repeated throughout the cabin on the gauges and stereo.

I drove Rogues with both cloth and leather interiors. The cloth seats are surprisingly supportive, made of a sturdy material that I don't imagine will wear much over the first few years of ownership. The leather, of course, was a step up, and in black with red stitching it resembled a 350Z. This goes a long way toward Nissan's goal of aiming the Rogue at more of a male demog