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Written by Excellent Auto Deals
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Wednesday, 28 May 2008
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2008 Mercedes-Benz CL-Class
Luxurious, high-performance coupe.
Overview
The Mercedes-Benz CL is the eighth generation of a long line of range-topping coupes that dates back to the early 1950s. Expensive and exclusive, these cars have been rare and seldom seen, even compared to the big Mercedes sedans on which most of them have been based. Like the sedans themselves, the coupes have evolved significantly with the times, but their fundamental mission remains the same: high-performance and maximum luxury in a gloriously stylish package. These are cars in which esthetics purposely trump practicality. Pounding the point home is the CL's hardtop design: As with all of its predecessors since 1958, there is no central B-pillar aft of the doors to break the sleek lines of the body. With the windows down, the look is sexy and the view out is panoramic, recalling cars of the Fifties and Sixties when hardtops were in vogue. Where the current CL breaks most from tradition is in its sheer excess. Pricey and pretty as they were, the big Mercedes coupes of the Fifties, Sixties, and even Seventies were compact compared to contemporary U.S. cars, and were powered by relatively small-displacement engines. The current line qualifies as truly massive, in size, weight, and horsepower. The current generation CL was completely redesigned for the 2007 model year. The CL 550 comes with a powerful 382-horsepower 5.5-liter V8. The CL600 packs an insanely powerful 510-hp twin turbocharged 5.5-liter V12. For 2008, Mercedes added two more choices from its AMG performance division: the ridiculously powerful 518-horspower 6.2-liter V8, and the preposterously powerful 604-horsepower 6.0-liter twin-turbo V12. We're running out of adjectives to describe the performance of these engines. Also new for 2008 are upgrades to the CL's incredible electronic systems. Like its predecessors, the current CL manages to be sporty without being a true sports car. Securing the right exterior proportions meant making the CL significantly shorter than the S-Class, upon which it is based. This results in a close-coupled, intimate interior, the kind historically associated with coupes from time immemorial. We'd call the rear passenger area cramped, though similar models from BMW and Bentley actually have even less rear legroom. The CL is for being seen in. If you want practicality in a big Mercedes, buy an S-Class sedan. In the front seats, the CL is a car that is as wonderful to be in as to be seen in. Its interior is sumptuous and inviting, dressed in the finest materials and tailored to perfection. Burled walnut, supple leather, brushed aluminum and designer-quality knobs and switches are everywhere you look and touch. The standard equipment list bulges with luxury items no one actually needs but almost anyone would love to have, from a Harman/Kardon 600-watt, 11-speaker audio system to soft ambient mood lighting. Through the Mercedes COMAND central computer interface, many dozens of settings for seats, climate, sound, lighting, GPS and much more can be customized to your personal preferences. Finally, the CL offers a breathtaking array of safety technology as standard: nine airbags; dynamic stability control; traction control ABS anti-lock brakes; automatic brake drying; seatbelt pre-tensioners, and automatic window closers, to name a few items. In short, the CL is ultra-luxurious, sexy, technologically advanced and very stylish with excellent all-around driving capabilities. With its occasional rear seating for two, it's roomier than a sports car but tighter than a sedan. We think the CL will be extremely appealing to a relative few drivers who fall in love with it and can afford the luxury of choosing stylish lines over day-to-day practicality.
Model Lineup
The 2009 Mercedes-Benz CL-Class consists of four models: The CL 550 ($103,100) is powered by a 382-horsepower 5.5-liter V8. The CL600 ($146,900) packs a 510-horsepower twin turbocharged 5.5-liter V12. New for 2008 are the CL63 AMG ($137,000), whose 6.2-liter V8 develops 518 horsepower; and the CL65 AMG ($197,000), with 604 horsepower and a stupendous 738 pound-feet of torque from a 6.0-liter twin-turbo V12. All are subject to the federally imposed Gas Guzzler Tax, ranging from $1,000 to $3,000. Standard CL equipment is comprehensive. The seats, doors and instrument panel are all leather covered; burled walnut wood trim is used liberally. The front seats are 14-way adjustable and heated, and have a three-setting memory capability that also sets the electrically telescoping-and-tilting steering wheel and side mirrors. The standard audio system is a Harman/Kardon Logic7 5.1 Digital unit with 11 speakers and a 6-CD in-dash changer (with memory card slot). Sirius satellite radio is standard. There's a power sunroof overhead and a power rear-window sunblind in the rear parcel shelf. Doors have power assist closing mechanisms, and the trunk is electrically powered. The Mercedes COMAND system, a centralized computer interface with a dash-mounted flat panel screen, is also standard. It enables access to many of the car's accessories including GPS navigation, phone, climate controls and other customizable features (exterior courtesy lights, seat settings and voice command setup). Bi-Xenon headlights are standard, too, as is Parktronic, a distance sensing parking aid. All CLs are equipped with ABC active suspension; it utilizes electro-hydraulic cylinders to control body roll and some damping functions. Options: The Premium I package ($1950) for the CL 550 includes heated and ventilated front seats and a keyless entry system. Premium II ($5290) includes Premium I equipment and adds multi-adjustable front seats fitted with pneumatic chambers that adjust cushion firmness and lumbar support. Also part of the Premium II package are a night vision system with an in-dash screen, and a rear backup camera. A heated steering wheel ($460) is also available. An AMG body kit ($5630) adds special aerodynamic pieces and larger, 19-inch wheels (18-inch wheels are standard). Or choose 19-inch wheels by themselves ($1210), or chromed 18-inch wheels ($1010).
The CL63 comes with the contents of Premium I, the heated steering wheel, and the body kit; and makes 20-inch wheels standard. Premium II equipment is optional ($2950). Optional for both V8 models are Distronic Plus distance monitoring cruise control with Parking Guidance and Blind Spot Assist ($2010); and an iPod integration kit ($425). Buyers seeking even more exclusivity can choose among three Designo Edition combinations of exterior color and interior leather and trim (Mystic White, Espresso, or Graphite). Most of the above are standard on the CL600. The only options it offers are the iPod kit, the two optional wheel choices, and the designo editions. Ditto the CL65, except that it, like the CL63, already comes with 20-inch wheels. Safety features on all CLs include a pair of two-stage front air bags, a driver's side knee air bag; two front side airbags; two rear side airbags; and side head-curtain airbags for front and rear passengers. There are seatbelt pre-tensioners for the front passengers' belts. Windows close automatically in a crash, and a sunroof closing feature activates in rollovers. Also standard: ABS with electronic brake-force distribution and automatic wet-weather drying, dynamic stability control, traction control, and Distronic cruise control. Optional safety equipment includes Distronic Plus distance sensing cruise control with Parking Guidance and Blind Spot Assist.
Walkaround
There are high expectations for cars in the CL's rarefied league, which consists of a very few automobiles and includes the BMW 6 Series and Bentley Continental GT. Ultra-luxury coupes are a statement of style and panache, capability and quality, and they ought to look as expensive as they are. Mercedes has been making range-topping coupes for many years, and it knows the game. The CL's styling does not disappoint. From nose to tail, the CL is something out of the ordinary. Seen from the front, it's instantly identifiable as a Mercedes-Benz from its three-slat grille, long a staple of Benz sport models and SUVs. The famous three pointed star emblem is front and center and as large as a dinner plate, just to be sure you don't mistake the CL for any other brand. As if you could. At 199.4 inches long, this is a large car, and its size gives it presence. The front end stretches wide and sweeps back into a pair of prominent flared front wheel openings, a design element derived from the S-Class sedans with which the CL shares its underpinnings. Its 73.7-inch width makes it look solidly planted and substantial. There's surprisingly little chrome up front and it could use a bit more twinkle to announce its arrival. But it's still a knockout first impression. Projector beam headlights add the final bit of modernity to the nose. It's the sweep of the roof that makes the CL's compelling style statement. The top arcs dramatically over the side glass and down into the C-pillar without the interruption of a B-pillar, the central support post most cars have between front and rear side windows. The roofline is sleek. And this is a true hardtop; you can drop the large side windows down for a panoramic view and an open-air feeling. Handsomely wrought chrome trim framing the large side-window opening emphasizes both its shape and the absence of the second pillar. In profile, the CL is gorgeous and sporty. Even as it drives away, the CL keeps your attention. The rear window's horseshoe-like shape is especially intriguing, and not seen anywhere else in the automotive kingdom. Below the backlight (rear windscreen) the tail tapers gracefully into a pair of large taillights and a taut trunk lid wearing a subtle built-in rear spoiler at its top edge. Sedans don't look like this, and that's just the point. Outside of the model nomenclature on the deck lid, the CL550 and CL600 models are essentially identical from the outside. The new AMG models can be identified by distinctive grilles, wherein the Mercedes star is supported by four chrome bars over black mesh, and by their more muscular-looking front bumper with large air intakes housing round, chrome-ringed fog lights. Contoured side skirts carry the aggressive lines of the front bumper to the rear, where four oval exhaust outlets punctuate the black air diffuser set into the unique rear apron. Front fender badges read "6.3 AMG" on the CL63 and "V12 Biturbo" on the CL65. Both roll on 20-inch, five-spoke alloy wheels, but with a slimmer-looking twin-spoke design on the CL65.
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Interior Features
Pulling open the door is the moment of truth in an ultra-luxury coupe. Buyers in this class are expecting sumptuousness, high-end materials and sophisticated design that convey the promise of being coddled. Everyone who looked inside our CL550 test car uttered an involuntary "wow." It's beautifully designed, richly appointed and finished with a fanatical attention to detail. And the sheer number of luxury features is almost overwhelming, another sign that the big sticker price delivers something extraordinary. Ensconced in the driver's seat, you immediately register the raked back windshield and low roofline pressing down from above, creating a narrow viewing port ahead. The CL is just 2.2 inches lower than an S-Class sedan, but it feels much lower than that. The surroundings are a sybarite's delight. There's almost nowhere your hand falls that you're not touching either glove-soft leather, burled walnut, brushed aluminum or chrome. The instrument panel cover is stitched in leather, as are the door panels and seats, buckets front and rear. The steering wheel is wood with leather grips at the nine and three o'clock positions. It houses buttons in front for the phone and COMAND system, and switches behind the top spokes for manually shifting the seven-speed automatic transmission. The exterior's curvilinear theme is repeated in the interior. The center console curves gently into the center stack, and the interior front door panels arc outward subtly at the elbow area, the shape accented by delicate chrome accent strips. The door armrests are an artful combination of burled walnut stacked with leather covered padding. At night, soft ambient light glows from tiny hidden light strips in the doors' upper sections and across the middle of the dash. The only plastic pieces of note are the speaker covers in the lower front corner of the doors, where you hardly notice them. The walnut trimmed center stack contains a thin row of easy-to-operate brushed aluminum climate control switches, a hidden compartment for the CD changer and a pair of vents flanking a square analog clock that looks like it could double as Patek Phillipe wristwatch. Living in this car is every bit as satisfying as looking at it. The center console is home to a push and turn mouse-type knob that is the main interface to the COMAND system and it's thin film transistor (TFT) display. The screen is housed in a hooded binnacle to the right of the driver's gauges, which too are TFT technology. For cars equipped with the optional night vision system, the large speedometer in front of the driver transitions to a second viewing screen whenever the system is activated. Several other buttons arrayed around the mouse control the suspension's sport and comfort modes (linked to the transmission shift program), the sound system and the multi-function seats' firmness and adjustment. Between the steering wheel buttons and mouse, you're afforded several paths of access to the multiple layers of the CL's navigation, seating, climate control and sound systems. You can set your preferences for everything from radio stations to auxiliary lighting. You can program the voice control to recognize your particular intonations. You can input GPS travel information and requests. And you can access, activate or cancel dozens of other systems, including radar distance sensing, daytime running lamps, tire pressure monitoring, and much, much more. At times we wished it were easier to access some of the systems through COMAND; it took several steps where one touch of a conventional button would have worked more directly. But owners of similar systems in Mercedes-Benz and other luxury cars say that after an initial acclimation period, using the system becomes less cumbersome. And realistically, for a vehicle with this many features a centralized computer interface is the only way to accommodate them. At least you'll never want for aural entertainment. The Harman/Kardon system's performance through its seven speakers is purely angelic. And the GPS works about as well as any we've encountered, with an easy to read rolling map and good graphics. The CL's front seat comfort is beyond reproach. The front cabin offers all the legroom, width and headroom anyone but an NBA forward could need. The power front seats are wonderful; the width and pocketing of the cushions provide just the right amount of support to the back and under the thighs, and with the full range of adjustments available almost anyone can get comfortable. Even the length of the front seat lower cushions is adjustable for just the right amount of under-leg support. Our car was equipped with the optional active ventilated seats, which contain several small fans to circulate cool or warmed air through the perforated leather seat covering. Pneumatic bladders built into the seats can be programmed to adjust the firmness of upper and lower side bolsters, back rest, and shoulder area, as well as lumbar support firmness and location. The seats also offer a massage feature, and it's quite nice, actually. We preferred the fast and vigorous setting; imagine a soft rolling pin making its way from your lumbar region to upper back. The programming is controlled through the COMAND interface using clearly marked pictograms. The seats can be programmed to automatically inflate upper and lower bolsters automatically when the car turned a corner to provide the driver and passenger with extra lateral support. In that mode we found them abrupt, at times taking us by surprise, and too aggressive. We left that feature de-activated, and opted for more massage. The AMG models feature a unique sport steering wheel with distinctive aluminum shift paddles, and multi-contour leather sport seats finished with special piping. Completing the AMG interior package is an exclusive analog clock based on the design of the IWC-Ingenieur series. We found using the COMAND system while underway distracting, but we didn't have much practice. It is complicated enough that it will take an owner a period of time to absorb the combination of button-pushing and knob-twirling-and-tapping that best accesses and adjusts the CL's many features. Exploring the system while on the road divides the driver's concentration. In our week-long test session, we found it best to slow down, pull over into the right lane and stay out of the way while fiddling with the system. We figure at least a month would be required for an owner to fully master COMAND, maybe more. The CL interior's only real negative is rear seat room. There isn't much. Though the rear buckets are as handsome and almost as comfortable as the front (they lack any adjustability), this is a not a place to spend much time. Despite its full-size 116.3-inch wheelbase (albeit 8.2 inches less than that of the commodious S-Class sedan), the CL's dramatic dimensions mean rear legroom in the small-car range. Plant a six-foot driver behind the wheel and a six-foot rear-seat passenger's knees are jammed against the front seatbacks. Kids and anyone less than 5-feet, 6-inches will fit well enough. And most people will be able to handle the tight rear quarters for local trips to the mall. But this is not the car to take on a cross-country jaunt with four average sized adults. Oddly, that lack of interior room may be one of the CL's strongest luxury statements: it's a large car that can afford to ignore the everyday requirement of passenger-carrying practicality. Need more space? Take another car. This is apparently okay in this class: The Bentley Continental GT and BMW 6 Series have even less rear legroom. Cargo room is just the opposite. The trunk is deep, commodious and finished in a handsome gray carpet. Under the trunk floor is a shallow but still useful cargo tray, and under that a full-sized spare. Liftover height is about average, and the electric powered opening-and-closing feature is always appreciated.
Driving Impressions
The Mercedes-Benz CL550 we tested is a swift and smooth ride to be sure, but we'd stop short of calling it a sports sedan. It's simply too large, too soft and too luxurious. But it is rewarding to drive for just those reasons. You start the CL with a touch of a big aluminum button to the right of the steering column. We still wonder why being able to keep the key in your pocket makes this a better solution. Then drop it into gear with a column-mounted electronic shift lever similar to the kind BMW is now using. Purists may feel it's an odd and un-sporty throwback to have a shifter moved off of the center console and on to the steering column, but it works well and frees up space. The 5.5-liter all-aluminum 32-valve V8 is velvety smooth and nearly silent, until you prod it. With 382 hp on tap it rushes the car to speed with a muted, purposeful growl. (For the 2008 model, Mercedes quotes zero-to-60 mph in 5.3 seconds.) The seven-speed automatic gearbox shifts imperceptibly in town, smoothly at full throttle and never gets caught in the wrong gear in traffic. Quiet, smooth, sophisticated: This is the way the powertrain in a high-end luxury automobile should behave. Having a gasoline-fired engine this powerful pulling a 4486-pound vehicle does create a gas mileage penalty, or two actually. The first is real-world fuel economy: the EPA mileage rating is 15/22 City/Highway. And that figure triggers the federal Gas Guzzler Tax at purchase, $1000 in this case. If there's one word that describes the CL road experience, it's silken. On smooth surfaces it feels as if it's riding on glass. Some vibration or road harshness must be penetrating the hushed cabin, but it just doesn't feel like it. The sportier BMW 6 Series coupes register bumps harder and reveal surface imperfections far more acutely. In the Benz, the smaller road irregularities get glossed over. Over larger bumps the ride is less supple than you might expect, almost firm, but not enough to inspire the driver to attack the curves. The steering has a ball-of-silk feel, less sharp than in the BMW and more relaxed in its responses. Though the steering effort rises with road speed, the feeling remains comfortable, smooth and luxuriously isolated rather than sports-car sharp. This is a car that wends its way down a winding road with grace and stability; the active suspension keeps it cornering quite flat. But the CL doesn't communicate the sense of the road in the way that great sports sedans do. It never gives you the urge to get aggressive, as a BMW 3 Series would. On the highway, the CL's German DNA is fully in evidence. It has a commanding, solid feel and is dead stable even at extra legal speed. It's in these upper speed ranges that you notice that wind noise has hardly increased at all. This is autobahn breeding at work. Using the optional Distronic Plus distance sensing cruise control is an eerie and fascinating experience. The radar-based distance monitoring system automatically slows the CL, using the brakes if necessary, as you close the gap on the car in front. That distance can be set between a hundred and several hundred feet. When the system detects the lane ahead is clear again, it accelerates back to your pre-set speed. All the driver needs do is steer, an odd sensation to say the least. The system works beautifully in light Interstate traffic and reasonably well in moderately denser intra-urban highway environments, though it sometimes annoyed us by slowing sooner for a car up ahead than an average driver would in most circumstances. There's more to Distronic than active cruise control. The system is tied into a comprehensive in-car safety network. Distronic will sound an alarm if the driver is gaining too fast on the car ahead, meanwhile priming the Brake Assist Plus system to apply full emergency braking as soon as the driver presses on the brake pedal, no matter how lightly it's applied. If the driver doesn't respond to the distance alarm, the system will apply up to 40 percent of total braking capacity automatically to slow the car down. The Distronic system (in cars built after August 2007) includes Blind Spot Assistance, with additional sensors in the rear bumper that detect other vehicles approaching in those hard-to-see, over-the-shoulder-and-behind zones to either side. If you signal a lane change or begin to steer from your lane, an arrow lights up in the appropriate side mirror, green for all-clear, yellow for caution. The Dynamic Rearview Monitor has an enhanced function (beginning with September 2007 production) that scans the size of a parallel parking space and determines if the CL will fit. As before, shifting into reverse activates the camera, and grid lines appear on the speedometer to help guide you into the parking space. The infrared night vision systems actively projects infrared light from the headlamps. An infra-red camera discreetly mounted in the windshield receives the reflected images and displays them in a high-resolution display in the instrument cluster. The result is akin to a highly detailed black-and-white video image. Meanwhile, if a frontal crash is imminent, the Pre-Safe Brake system takes action: it tightens the front seat belts milliseconds before impact; moves the front passenger seat to its safest position, rams the side windows closed to add support for the side-curtain airbags (and to keep occupants arms inside the vehicle), initiates partial braking to slow the vehicle and will even close the sunroof in a rollover. We found that in normal driving, the CL's brakes were confident, effortless and luxuriously insulated. The brake pedal action is progressive and direct. You won't find a smoother set of brakes anywhere. In hard braking the system feels powerful and was free of any fade. Decelerations from even high speed were calm, quiet and drama-free, with not a whit of vibration or noise transferred through the brake pedal or into the cabin. Again, thank the requirements of German autobahn driving. The CL600 comes with a twin-turbocharged V12 that delivers vastly increased power and even greater smoothness than the CL550. The CL600 produces 510 horsepower and 612 pound-feet of torque, an astounding 56 percent increase over the CL550. The V12 is so smooth and quiet in stop-and-go traffic it almost feels like the cars is powered by an electric motor. Yet awe-inspiring acceleration is just a push of the pedal away: Mercedes quotes a 0-60 time of 4.5 seconds for the CL600, smack in the middle of the range for Corvettes, Porsches and Ferraris. There's so much low-end power on tap that the tires would spin wildly if not for the traction and stability control systems working overtime. Highway acceleration feels like a DVD on fast-forward. We don't know why anyone would actually need this much power in a CL, but it is amazing to experience it. Nearly all of what we reported on the CL550 and its multitudinous systems is true of the CL600, which includes virtually all of them as standard. The new CL63 AMG comes with a 6.3-liter V8 that produces 518 horsepower at 6800 rpm, and 465 pound-feet of torque at 5200. This is not simply a larger version of the CL550 engine, but a unique unit sharing no parts with any other Mercedes-Benz V8. Like the CL550 engine, it features four valves per cylinder, variable valve timing, and a variable intake manifold; but its higher-rpm valve system relies on bucket tappets rather than the finger type. Mercedes says to expect 0-60 times of 4.5 seconds. The CL63 is sportier and louder than the CL65 AMG. The CL65 AMG (which was first seen at the New York International Auto Show in April 2007) is powered by a 6.0-liter twin-turbocharged and intercooled V12 that produces 604 horsepower and 738 pound-feet of torque, for a claimed rocket ride from 0-60 mph in just 4.2 seconds. Both of the AMG models are electronically limited to 155 mph, vs. 130 for the CL550 and CL600. The AMG models use the same ABC active suspension as the other CLs, but it's tuned for flatter cornering and tighter control of body motion, and stability and traction-control functions are upgraded for the additional power. A button on the center console allows the driver to choose among three different shift programs, Sport, Comfort, or Manual, that fine-tune accelerator pedal response and spring and shock absorber settings. The AMG models also feature large composite brake discs (15.4 inches in diameter front, 14.4 inches rear), to slow them in a hurry, converting all that speed to heat in mere moments. The front discs are not only vented by cross-drilled. Twin sliding calipers on the front brakes combine the performance of a large fixed caliper with the reduced heat transfer of a floating caliper. Providing room for those big binders are 20-inch alloy wheels, 8.5 inches wide in front and 9.5 inches at the rear, wearing low-profile 255/35 front and 275/35 rear tires. Mercedes claims the CL65 can stop from 60 mph in just 116 feet.
Summary
The Mercedes-Benz CL coupe is a melding of sensuous design and cosseting luxury that few other vehicles in the world can match. The CL offers svelte driving dynamics and a near endless list of luxury and safety equipment. This is a car for people who are smitten by its special nature. It's a beautiful coupe for two.
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Last Updated ( Wednesday, 28 May 2008 )
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Written by Excellent Auto Deals
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Monday, 28 April 2008
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Last Updated ( Monday, 28 April 2008 )
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Written by Excellent Auto Deals
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Wednesday, 30 January 2008
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New 2008 Toyota Land Cruiser
Low Toyota Prices Discount Land Cruiser Payments
All Colors Options Nationwide Delivery
It's unusual to find SUVs in today's marketplace that are still engineered for more than ordinary use. The all-new 2008 Toyota Land Cruiser is one of those few remaining that are capable in more than one venue. The Land Cruiser is designed to transport people and gear over any kind of road or primitive trail, in any kind of weather, with speed, comfort and security. It can tow up to 8500 pounds with the right equipment. It offers integrated comfort and convenience features to rival luxury cars in this price range. The 2008 Land Cruiser looks pretty much the same as the previous Land Cruiser, but make no mistake: it has been completely re-engineered from the frame up. Refinements include a suite of safety features, state-of-the-art electronics, more power with better mileage, and innovative engineering advancements that permit outstanding performance in contrasting circumstances. More than just all-weather, the Land Cruiser offers legitimate all-terrain capability. Among the innovations making this possible is a brilliantly designed suspension that enhances performance on irregular terrain, yet does not compromise cornering or braking on paved roads. The Land Cruiser's high-utility, capability-driven design comes at a price. Building multiple-use potential into a single vehicle requires more expensive materials, extensive developmental testing, and more engineering innovation. That makes the Land Cruiser the vehicle of choice for well-heeled customers who have a cabin in the woods, an adventurous vacation routine, or perhaps a whole lot of highway and dirt road between the family home and a camping trip. For their investment, Land Cruiser owners enjoy an exceptionally secure, comfortable SUV that can make extreme use seem routine. Then there is the matter of quality. All Land Cruisers are built in small volumes in Japan. Production is shared between the Yoshiwara plant, in Aichi, Japan, (now manufacturing Prius, LX470 and 4Runner) and Toyota's vaunted Tahara plant, which mostly manufactures Lexus vehicles. These are Toyota's flagship manufacturing facilities. Standards at the Tahara plant, in particular, have been described in American newspapers as untouchable, approaching fewer than 10 defects per 1 million parts. As a result, the Land Cruiser's brick outhouse reputation for durability and long-term value is likely to be continued. It is normal for four-wheel-drive vehicles to require unscheduled repairs due to greater complexity, and exposure to dust, water, and vibration. However, in the case of the Land Cruiser, we would be surprised to encounter many significant problems beyond long-term maintenance. Because of its iconic exterior design, Land Cruisers never seem to look dated or go out of style. Used Land Cruisers are scarce and command high prices.
Model Lineup
The 2008 Toyota Land Cruiser ($63,200) is available only as a four-door SUV with rear clamshell-type hatch. Standard equipment is extensive; there are few options. Standard interior equipment includes leather upholstery; CFC-free automatic climate control and independent automatic rear climate control system; four-spoke leather-wrapped steering wheel with audio, telephone and voice recognition controls; power tilt and telescopic steering wheel with memory; power door locks and windows, including power rear quarter windows; Smart Key keyless entry; HomeLink; variable intermittent front and rear wipers and washers; cruise control, 12 cup holders; combination meter with Optitron electroluminescent instrumentation; JBL 605-watt AM/FM/6CD/MP3 system with auxiliary mini-jack and 14 speakers; tilt/slide power glass moonroof with sunshade and one-touch open/close operation with jam protection; auto-dimming rear view mirror with compass; multi-information display; rear window defogger; digital outside temperature display; Intuitive Park Assist (back-up sonar). Standard seating arrangements include 10-way driver and eight-way front passenger power-adjustable heated leather trimmed seats and adjustable headrests; tumble, foldable and reclining 40/20/40 three-section split second row seat with fore/aft slide and three-point seatbelts; folding 50/50 third row seat with headrest and three-point seatbelts on all three seating positions. Safety features include multi-terrain ABS with Electronic Brake Force distribution (EBD) and Brake Assist; VSC electronic stability control with cutoff switch; Active Traction Control (A-TRAC); dual-stage advanced airbags, seat-mounted side-impact airbags and front knee airbags for driver and front passenger; second-row seat-mounted side airbags; three-row roll-sensing side curtain airbags with roll-sensing cutoff switch; tire-pressure monitoring system. Optional equipment includes a touch-screen DVD navigation system with eight-inch display, (includes integrated audio system); climate control, back-up camera and monitor and Bluetooth wireless networking. The optional Country Club Package includes simulated wood and leather-wrapped steering wheel and shifter, pre-collision system, rear seat entertainment, back up camera, cool box, DVD-based GPS navigation with Bluetooth, second-row seat heaters, rear spoiler and headlight cleaners.
Walkaround
The 2008 Toyota Land Cruiser, with its upright bodywork and wide, flat hood, is unmistakably linked to the historic Land Cruiser line. Called Land Cruiser 200 internally, it's an all-new Land Cruiser, but the exterior design retains the traditional distinct flare on the front fenders, horizontal four-slotted grille and rear liftgate of the previous-generation Land Cruiser 100. A slightly reduced, more sophisticated greenhouse and compound front headlamps are the most obvious differences, as is the lower, more fluid beltline as viewed from the side. LED tail lights are another contemporary touch. The effect is to replace dated styling cues with contemporary design, without stepping outside of the Land Cruiser lineage. There is no bling factor in the Land Cruiser design, which is solid, stable and grounded in every sense of the word. It is designed to be impressive more for what it is, than how it looks. The all-new Land Cruiser may look a lot like its predecessors, but it's clear that every effort has been made to reduce wind noise and clean up the coefficient of drag. The wipers use an aero blade design for quiet operation, sweep a larger area, and retract low on the windshield to reduce wind noise. The mirrors are shaped and mounted so as to keep whistle to a minimum, and the rear tow hitch has a cover to clean up the rear bumper. Overall, it's just a little sleeker, which adds up to a more modern appearance. It's about 2.4 inches longer than the previous generation, which is mostly used to improve second row leg room.
Interior Features
Previous Land Cruiser owners will feel perfectly at home, yet there is a modern, technical update to the cabin that integrates features that have trickled down from the Lexus LX 470. The overall sense is of conservative design tastes, with all features smoothly integrated, prioritizing value and quality over style. Every aspect of the interior reinforces a sense of security. Much of this feeling exists on an unconscious level, generated by an unusually quiet cabin, a distinct lack of clutter, and the characteristic scent of leather. While the interior is not opulent in design, there is nothing cheap or garish about it. Attention to detail can be seen in the stitching on the leather and the tight seams between the components of the dash and console. Front-row seats are medium-firm, supportive and highly adjustable. The driver's seat has 10-way adjustability with power lumbar support, and the steering wheel itself has power tilt and telescopic adjustments with generous range. Between the seats is a roomy center console, which has two levels inside. The Country Club Package converts the center console into an air-conditioned cooler box. Chrome-accented Optitron style gauges are mounted in a deeply shaded instrument pod, flanked by a multi-information display and shift position indicator. Subdued gray leather trim with slim silver accents and wood grain moldings are used throughout the cabin. The front cabin is spacious enough, with ample legroom and headroom for all but the tallest drivers. Second-row seating is comfortable and well appointed. Third-row legroom and headroom is at a premium, however, so these seats are best occupied by smaller people. Access to the third row, via a tumble forward passenger-side seat, is not easy for adults. Most of the time, it's likely that the third-row seats will be folded sideways and stowed on their mounts to allow for cargo. It's an arrangement that looks makeshift, but works quite well in practice. The mounting setup holds the seats tightly, braced with straps so they don't vibrate, and with the seats stowed flat quite a bit of room becomes available. If you really need all the room back there, you can remove the rear row altogether. While the Land Cruiser is not as spacious as, say, a Suburban, it is versatile enough to accommodate 81 cubic feet of cargo with some preparation. The air conditioning system was designed to supply four climate control zones with 28 vents located throughout the cabin. First- and second-row passengers have individual controls, so they can stay comfortable if one side of the vehicle is exposed to the sun. The fan has seven speeds.The JBL audio system does not produce perfect surround sound, but with 14 speakers, it fills the cabin well. The head unit is a Pioneer item; the system is MP3 and WMA compatible. With the optional navigation system, which we had on our test unit, the audio system is controlled via the eight-inch navigation touch screen. We're familiar with the way the audio and HVAC controls work with Toyota navigation systems, but even if we weren't, the touch screen arrangement seems reasonably intuitive. Most every menu is accessible with one or two touches and there are no joy-stick controls that require push-and-turn sequences. Our only beef with the navigation system is that Toyota does not permit changing a route or any other input on the fly. You have to pull over and put it in Park. The optional nine-inch LCD rear-seat entertainment system plays DVDs and has audio/video jacks for video games. Keyless entry, an option we have come to adore, is available with either of the two available options packages. With the Bluetooth key fob anywhere on your person, doors click open at a touch of the handle.
Driving Impressions
To drive a Land Cruiser is to feel secure and in command. Especially on long trips, the Land Cruiser is relaxing to drive. Press the start button and the gauges light up, needles bounce once, the steering wheel and mirrors return to previously set positions, and the V8 quietly hums to life. A gentle but insistent chime prompts seat-belt use. Find Reverse, and the back-up camera displays what's behind you on the navigation screen. It's a welcome option, helping to make this SUV easier to park and safer for kids to play around. In everyday driving, the Land Cruiser feels and behaves just like any other well appointed, full-size SUV. Civilized ride quality is achieved by use of coil-over spring-and-shock combinations in the front, and a four-link/coil spring setup in the rear. There is more travel at the rear than in the previous generation, which translates into better ride quality for passengers closer to the rear axle. Steering, a rack-and-pinion setup, feels light at low speeds, which aids in maneuvering and parking. Because it is a variable-ratio system, at higher speeds it feels solid and progressive, not twitchy in any sense, with a distinct return-to-center tendency. We found it tracked well at cruising speeds along the scenic two-lane highways heading into Yellowstone National Park. Driver's seating is generous and relaxing. If you get tired of one position, as we did after a few hours, the seat/wheel adjustability allowed us to rotate through a variety of driving postures. Because of a 24.6 gallon fuel capacity, theoretical range is somewhere between 320 and 440 miles per tank. On the highway, the Land Cruiser offers sharp handling (for an SUV) and a secure environment. More precise than bigger trucks, and immune to smaller traffic on sheer bulk alone, the Land Cruiser will rarely feel threatened no matter how competitive the morning commute may become. Throttle response is improved due to the use of the 5.7-liter V8, a 381-hp engine shared with the Tundra full-size pickup. This more powerful engine delivers 90 pound-feet more torque off the line than the previous model, and improved fuel economy, especially on the highway where it is rated to deliver up to 18 mpg. Toyota has incorporated the latest variable valve timing technology, cam lobe design, and intake manifold tuning to optimize the engine for power output, fuel economy and reduced emissions. Like any good truck engine, the 5.7-liter makes more torque (401 pound-feet) than horsepower, allowing the Land Cruiser to loaf around at low rpm and still offer ready throttle response. A good part of the drivability improvements are due to use of a slick six-speed automatic transmission. The transmission offers a very low first gear for heavy loads, and two overdrive gears at the top, including a super overdrive top gear that accounts for the smooth, efficient highway cruise mode. As we drove on a variety of highways and mountain roads, the transmission always seemed to be in the right gear, and without hunting back and forth. The automatic is computer controlled, constantly cross-checking with the engine's computer, to determine a shift pattern based on driving conditions. We noticed that, when decelerating down a long highway incline in sixth gear, the transmission would automatically downshift to fifth or even fourth gear to supply engine braking. It felt good and made it easier to drive. While the Land Cruiser is a full-time 4WD truck, it drives and feels more like a rear-wheel-drive vehicle in normal conditions, with stable tracking and light, easy steering with no apparent torque steer. Should front wheels begin to slip, up to 70 percent of engine torque can be instantly biased to the rear. On the other hand, should the rear wheels begin to slip, the torque ratio changes to a maximum of 50/50, for ideal stability and balance. We did not encounter these kinds of conditions on our summer-day test drive, but our experience is that these types of drive-system transitions can be routinely handled by modern 4WD systems without most drivers taking notice. Brakes are stout four-wheel discs, as they need to be with a vehicle of this size and weight. Pedal travel allows for a slight squish before the brakes begin to grip, at which point large calipers progressively haul down the Land Cruiser's 5800 pounds with minimal effort. The ABS also works on non-paved surfaces, and the brakes are improved by Toyota's Brake Force Distribution (an anti-spinout technology) and Brake Assist (shortens distances in panic stops). And for those moments when push does come to shove, the Land Cruiser lives up to the capability requirements of a traditional, authentic four-wheel-drive truck. We had the opportunity to drive the new Land Cruiser on challenging off-highway trails. These were to be found on and around the ski slopes of the Big Sky resort in Big Sky Montana, devoid of snow in mid-summer. To safely demonstrate the capabilities of the Land Cruiser in difficult terrain, a series of long, deeply rutted uphill trails were utilized, punctuated by sections of very loose, sharp-rock glaciers and tight, man-made obstacle courses. We were surprised at the degree of risk; some of the trails we took were difficult, some frightening. One part, a breathtakingly steep, 300-foot downhill plunge across fractured shale, allowed for a test of electronic enhancements that control speed and stability. Considering that it could be fatal to lock the brakes on steep, loose surfaces, this situation did elicit some doubt in our minds. ("This is the route? Really? Better check the map . . . No, this is it . . . Gotta be kidding . . . ") After a moment of debate (and a cry of Geronimo!), we dropped over the edge and found that a new Toyota system, Crawl Control, acts like ABS on steep downhills. It keeps the vehicle from rolling too fast, allowing the driver to select from three speed settings, depending on the surface condition and steepness of the hill. No braking is needed; the driver simply steers the vehicle. With practice, we found we could select from the three Crawl Control settings on the fly, using the system to maintain a comfortable speed as steepness varied. We have seen similar systems on Land Rovers and other authentic 4x4 SUVs, but Toyota's Crawl Control seems to have evolved beyond what other SUVs have currently incorporated. The system does make a disconcerting noise as the brakes are selectively modulated, wheel-to-wheel, but we can vouch for the fact that it holds the vehicle to safe speeds even on the steepest downhills. Other reasons why a Land Cruiser excels in rough terrain are more fundamental. It is proportioned with a wide track and very little body overhang, so it can climb slopes up to 45 degrees, sidehill up to 43 degrees without rolling over, and drive in and out of a 30-degree ditch, head-on. There are skid plates under the engine, transfer case and fuel tank, and two stout tow hooks in the front. The spare tire is a full-size tire, not a temporary spare. Frame strength, a fundamental durability requirement, has been increased by 40 percent over the current model. An example of build quality can be found in the exhaust system. It's stainless steel (expensive) to resist mud and water without rusting. It is hung using two additional ball joints located just forward of the main muffler that reduce vibration in the exhaust system, so it will be a long time before the exhaust will crack, fatigue or rattle. Another significant advancement is a new, very clever suspension control technology. The suspension is built around a robust stabilizer bar that enhances handling on smooth, paved surfaces. Yet, under variable wheel movement, such as driving on deeply rutted surfaces, the stabilizer bar permits enhanced suspension articulation, allowing the rear wheels to stretch as much as 27 inches to stay on the ground. The system is not electronic, but hydro/mechanical, and requires no power source. The significance is that the benefits of a taut suspension can be available for everyday driving, without sacrificing the need for a very flexible suspension off road. In Low range, there is the firm throttle response of torque on demand, but the throttle is not touchy at low speeds. This is the result of electronic throttle control that accounts for the lower gearing, so accelerator tip-in is more progressive. Power gets to the ground through stout axles with large ring gears and double row bearings. The full-time 4WD system has a generous low range ratio of 2.618 to 1, and a locking center differential that can be engaged in high range or low range. Between the low gearing, the Torsen center differential, the electronic suspension and large tires, the Land Cruiser's design envelope offers the ability to get to any rational destination, regardless of conditions.
Summary
The 2008 Toyota Land Cruiser is distinguished by a rare mix of effortless highway performance, everyday comfort, and authentic, industrial-strength four-wheel-drive capability. It's built for those willing to pay for a very broad range of operating capabilities, more costly to buy, but you get what you pay for. Significantly improved economy, safety and luxury are all part of the package.
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Written by Excellent Auto Deals
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Thursday, 15 November 2007
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Is there a shiny new toy on your wish list? Make your dreams come true with the Mercedes-Benz Winter Event, now through January 2, 2008, and take advantage of special Lease and Finance offers on select models. But you'll have to act quickly — like the season, the Winter Event will be over before you know it.
Stunning. Powerful 268-horsepower V-6 engine, dual-zone climate control, leather seating inserts, leather-trimmed steering wheel, Burl Walnut wood interior trim, driver-adaptive 7-speed automatic transmission (5-speed automatic transmission with optional 4MATIC™ all-wheel drive).
$579/mo. for 24 month lease
$4,224 Total cash due at signing
3.9% APR financing up to 48 months
Uncompromising. Standard 3.5 liter V-6 engine with Burl Walnut wood interior trim, 5-speed automatic transmission, and the convenience of 4MATIC™ all-wheel drive.
$589/mo. for 24 month lease
$4,234 Total cash due at signing
3.9% APR financing up to 48 months
Adventurous. The R350 2WD changes the way you think of travel, with its 268-horsepower V-6 engine, 7-speed automatic transmission, 2-wheel drive, brown Birdseye Maple wood trim, luxurious individual seating for up to six adults, MP3-compatible 6-disc CD changer, and 18-inch 5-twin-spoke alloy wheels.
$499/mo. for 33 month lease
$4,044 Total cash due at signing
4.9% APR financing up to 48 months
Dynamic. Inspired 268-horsepower V-6 with 4MATIC™ 4-wheel drive, revolutionary 7-speed transmission, projector-beam headlamps, luxurious five-passenger cabin, and 19-inch 5-spoke wheels.
Rugged. The 335-horsepower V-8 engine takes on any adventure effortlessly. It's the only vehicle in its class to come with a standard 7-speed automatic transmission for smoother cruising and immediate response when accelerating and passing.
$699/mo. for 33 month lease
$5,144 Total cash due at signing
Magnetic. Spirited V-6 power, 10-way power seats with memory, digital dual-zone climate control, Burl Walnut wood trim, 7-speed Touch Shift automatic transmission, and 17-inch wheels.
$499/mo. for 27 month lease
$4,344 Total cash due at signing
3.9% APR financing up to 48 months
Thrill-seeking. Energetic 268-horsepower V-6, 7-speed Touch Shift automatic transmission, 17-inch wheels, 10-way power seats with memory, and digital dual-zone climate control.
$599/mo. for 27 month lease
$4,444 Total cash due at signing
3.9% APR financing up to 48 months
Provocative. The 228-horsepower V-6 engine, satisfying short-throw 6-speed manual transmission (optional 7-speed automatic transmission), and dramatically detailed cockpit all add up to a car designed first and foremost for driving pleasure.
$499/mo. for 27 month lease
$4,344 Total cash due at signing
3.9% APR financing up to 48 months
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Last Updated ( Monday, 07 January 2008 )
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