The last Buick Regal sold in the U.S. was in 2004. This model shared its architecture with the Oldsmobile Intrigue, Pontiac Grand Prix and Chevrolet Impala. These were reliable sedans but were bland and provided tepid performance. A supercharged version of the venerable 3800 V6 was available in the Regal GS, but this powerplant was matched to a chassis that was limp-wristed and out of step with the purported character of the vehicle.

Enter the 2011 Buick Regal. Don’t be fooled, however, because this is no ordinary Buick. What you see here is a thinly disguised Opel Insignia, the model that replaced the popular Opel Vectra mid-sized sedan in 2008. The Insignia was the best selling vehicle in the UK for 2009, sold in that market as a Vauxhall. At first glance, the Buick Regal shares some design language with the larger, recently revised Buick Lacrosse. This is not a bad thing, since the Regal gives off an impression of a taut sport sedan. Opening the door, you can tell this isn’t your Buick of yesteryear. There is an almost Audi-like appearance to the materials and trim that exudes an aura of class. Even key fob has a fold away ignition key, similar to Audi and Volkswagen products.

Merging into 40-60 mph traffic was a breeze, thanks to the transmission being well geared. Honestly, I didn’t perceive much of an acceleration difference between the Regal and my 2007 Mercedes-Benz C230 which has a 2.5 liter, 201 horsepower V6. Only at the higher reaches of the rev range does the 2.4 engine feel a bit strung out, but that’s natural for most four cylinders. Out on the road, you can definitely tell the Regal’s German origins, as the first Regals to arrive on these shores will be built at Opel’s factory in Rüsselheim, Germany. The suspension is firm without crashing over bumps; very impressive given the test vehicle’s 18” wheels. Steering response is positive and not over-assisted. The demanding driving conditions of the Autobahn shine through in the Regal’s dynamics.

Inside, the controls have been well thought out. Not once did I have to reference the owner’s manual for anything, as all the controls, especially climate and radio, were intuitive. This is a rare feat in an era when most vehicles dashboards - I’m talking to you, BMW - look like a nuclear reactor console. Also included are steering wheel mounted speed control and radio buttons. The gauges are simple and legible, with a small digital information readout with compass in between the speedometer and RPM gauge. I liked the use of piano black trim with matt aluminum accents; however, the chrome trim piece around the shift gate was a bad idea. Not only does it reflect too much light, but without proper care, the plastic will be scratched and look hideous in no time.

Overall room inside is plentiful; however, the swooping roofline does make it a little bit difficult for taller passengers to enter and exit the rear of the vehicle. Once inside, though, passengers are treated to firm, comfortable seating areas. The rear seats are a split fold affair with a center console pass through to the cabin. Storage space is plentiful, with a large center console replete with an auxiliary input for the radio.

The salesman had mentioned that the dealer had not yet sold any Regals, but this doesn’t surprise me, as the advertising campaign hasn’t ramped up yet. While I didn’t agree with the government bailout of General Motors, in hindsight, it might have been a good thing for car enthusiasts to ensure the longevity of this company, given its improvements to its U.S. product range. I have driven a few Opels in Europe and I have to say it’s encouraging to see GM shipping these vehicles stateside, even if they do carry a different badge. Later this year, we’ll see a 2.0 turbocharged version of the Regal appear with, shock of shocks, a 6 speed manual transmission. It has also been confirmed that an even hotter turbocharged version of the Regal, the GS, will appear in the near future. This performance version will be based off the Opel Insignia OPC with a torque vectoring Haldex all wheel drive system.

Without a doubt, some buyers will not be able to get past the Buick badge, instead opting for vehicles like the Acura TSX, Audi A4 or your more bland entries such as the Toyota Camry or Honda Accord. This is a shame because GM has continued their product renaissance into the Buick lineup with what is one of the most capable and best driving small executive sedan in its class. The Regal joins the Cadillac CTS in being a game changer for GM. Gone are the days of hideous product re-branding like the Cadillac Cimmaron (Chevrolet Cavalier) and Buick Rainier (Chevrolet Trailblazer). The appearance of quality product like the Regal will no doubt ensure GM’s viability in the future and give competitors a run for their money.

2. The 2.5 liter inline six in the 1987-1991 BMW 325i was not the largest engine ever offered in the E30 3 series. From 1984 to 1986, South African customers were able to order a 333i, with a longer stroke 3.2 liter inline six.

3. The Lamborghini LM002 was developed from a prototype called the Cheetah, designed with sales to the US military in mind with a rear mounted V8 engine. Plans for military use did not transpire and instead, Lamborghini went on to produce a limited run of vehicles with a front mounted V12 engine from the Countach supercar.

4. For model years 1984 and 1985, you could order a Lincoln Mark VII coupe with a 2.4 liter six cylinder, turbocharged diesel engine from BMW. Only a few hundred copies were built, with some of the engines finding a home in the Continental sedan, as well.

5. Jaguar originated from the Swallow Sidecar Company founded by Sir William Lyons in 1922. After World War II, the company name was changed to Jaguar as the initials SS had negative connotations stemming from the Nazi combat organization.

6. The Porsche 924 was originally commissioned by Volkswagen to serve as their flagship sports coupe. As a result of the 1973 Oil Crisis, the project was shelved in favor of the front wheel drive Scirocco. Porsche decided to go ahead with the project, making it the first front-engined, water-cooled Porsche to be sold when it hit the market in 1976.

7. Along with popularizing innovative powerplant designs such as the Rotary and Miller Cycle engines, Mazda produced a diesel engine with a pressure wave supercharger for the 1988 626 Capella sedan and wagon. About 150,000 were produced before the engine was taken out of production.

8. Henry Ford, founder of the Ford Motor Company, was awarded the Grand Cross of the German Eagle, the highest medal awarded to foreigners by Nazi Germany.

9. The first car to employ power front disc brakes was the Citröen DS in 1955.

10. The name Cadillac derives from the French explorer, Antoine Laumet de La Mothe, sieur de Cadillac. Cadillac founded Fort Pontchartrain du Détroit in 1701, which served as the beginnings of the City of Detroit. Part of the fort occupied land on which the Civic Center and Cobo Hall now reside.

Listed below are average price ranges for each model. NOTE: These prices can vary depending on age and mileage.

2004-2008 Acura TSX & 2002-2006 RSX

The Acura TSX was a rebadged version of the European market Honda Accord, which is certainly not a bad thing. This sedan was sold from 2004 through 2008 with a 2.4 liter four cylinder engine mated to either a 5 speed automatic or 6 speed manual. This combination produced 205 horsepower, which was plenty to propel this small luxury sedan in most situations.

The RSX was available from 2002 through 2006, available with two different 2.0 liter four cylinder engines. The base RSX produced 160 horsepower while the more aggressive Type S model produced 200 horsepower. The Type S was available in 6 speed manual only, while the base RSX could be had with either a 5 speed manual or 5 speed automatic. The RSX and TSX are the last of a breed for Acura. These cars can link their heritage straight back to the very first Acura Integra from 1986. Compact dimensions, tight suspensions and powerful yet efficient four cylinder engines were the hallmarks of the entry level Acura range then, as was the case for these two models. Now Acura has turned into a purveyor of hideous crossovers. What has the world come to?

Price range:

TSX: $9,000 to $20,000
RSX: $7,000 to $16,000

The one to buy: TSX 6 speed manual. An intelligent and reliable alternative to your typical BMW 3 series.

2004-2006 Audi A8

Big Audis have a reputation for being also rans amongst the large luxury vehicle set. Every manufacturer strives to be as popular as the Mercedes-Benz S class but few attain that status. No matter, because less popular typically means less expensive. The second generation Audi A8 is everything you’d expect from a large German luxury saloon and then some. Lightweight aluminum construction, vast interior space and power to spare, the A8 cossets its passengers with aplomb. While you may be able to find the top of the line W12 or performance oriented S8 model on the cheap, it would be advised to restrict your search to the 4.2 liter V8 model. The 4.2 engines are less complex and, in the case of the S8, would have been treated with more care.

Price range: $15,000 to $30,000

The one to buy: A8 4.2 L. Go for the long wheelbase and play captain of industry for the day.

2001-2003 BMW 525i & 530i (E39)

The E39 5 series was one of the last great BMW sedans. Not that BMWs aren’t still great driving machines. The styling has just gone a bit haywire and has strayed from tradition. Now one of BMW’s best is well within reach of the average used car shopper. The two models worth checking out on the used market are the 525i and 530i, which have a 192 horsepower and 228 horsepower version of BMW’s superb inline six cylinder engine, respectively. Features such as navigation, rich leather and wood as well as M style body kits and wheels can make these sedans all the more tasty. The 525i was also available in wagon form, which adds a touch of practicality to your sporting experience.

Price range:

525i: $7,000 to $16,000
530i: $8,000 to $19,000

The one to buy: 525i 5 speed manual. The last of the truly great BMW executive sedans.

2002–2008 Jaguar X Type sedan/wagon

The Jaguar X Type never really caught on stateside, which is unfortunate, since it had a lot to offer. Available with a 2.5 or 3.0 liter V6 with standard all wheel drive, the X type could be optioned with a 5 speed manual up until 2005. The estate, the second only Jaguar of its kind, appeared in 2004 and soldiered on in the lineup until Jaguar pulled the X-type from the U.S. market in 2008. These small luxury cars can be had for pennies on the dollar now. For those looking for a comfortable and luxurious ride on the cheap, you can’t get much better than this. Especially if you live in the snow belt where all wheel drive is attractive.

Price range: $6,500 to $18,000

The one to buy: 3.0 Sport sedan with automatic transmission. Even though the manual transmission is a solid drive, you don’t buy a car like this to shift it yourself.

2004-2007 Lotus Elise

The lightest, best handling car in the last decade is now getting on in the years. After years of selling the larger, mid engined Esprit, Lotus finally brought over its fantastic Elise in second generation form. This car reintroduced club racers and enthusiasts to the concept of a real sports car. Powered by a 1.8 liter Toyota sourced four cylinder, owners need not worry about finicky British engineering when it comes to the drivetrain. This powertrain coupled with a curb weight of 2,000 pounds is a recipe for smiles on the road and track. Beware, however, of high insurance premiums due to the composite bodywork. Other than that, the Elise is a great proposition for those wanting something a bit more special than your run of the mill Miata.

Price range: $25,000 to $40,000

The one to buy: Standard Elise. Unless you want all out performance at the expense of any sort of comfort, stay away from the Exige.

2002-2004 Maserati Cambiocorsa Coupe/Spyder

The vehicle that heralded Maserati’s return to the U.S. market is within the reach of many motorists. I know what you’re thinking. Bargain and Maserati in the same sentence? It’s true. However, bargain is a relative term. Maserati began importing the Coupe in 2002 with the Spyder joining the lineup shortly thereafter. One can regularly find Coupes and Spyders starting around $25,000 with an average of 30,000 miles on the clock. Fine Italian coachwork, a Ferrari V8 and the irresistible soundtrack that comes along with that fine engine should be enough to steer you away from that new Infiniti G35 coupe you were thinking about.

Price range: $25,000 to $50,000

The one to buy: 2002-2004 Spyder 6 speed manual. You may pay a little extra over similar models that have the automated manual gearbox, but the joy of shifting yourself and ease of maintenance down the road will pay dividends.

2004-2007 Mazda 6 Wagon

Those in the market for a mid sized wagon have few choices these days, since manufacturers have been focusing their efforts on SUVs. In 2003, Mazda took the U.S. mid sized segment head on by introducing a sharp, sophisticated looking sedan that was amazingly available as a 5 door hatchback and a wagon, long after competitors had abandoned such body styles. While the sedan and 5 door are great cars, the wagon is in a class of its own with smart styling and the unique offering of a 5 speed manual with a V6 engine. While there are not many out there on the used market (probably because their owners love them), if you can find one, don’t hesitate. If it’s a reasonably priced wagon you seek, this is one of the few games in town. It is also one of the best.

Price range: $8,000 to $17,000

The one to buy: V6 5 speed manual all the way.

1994-1995 Mercedes E320 (W124)

The oldest car on this list could be the smartest used car buy today. The W124 Mercedes-Benz is a legendary vehicle, 24 years after its introduction. The later, facelifted versions from 1994 and 1995 are the pinnacle of the breed. Powered by the bulletproof Mercedes M124 3.2 liter inline six, the 220 horsepower mill can last for hundreds of thousands of miles with regular maintenance. This is evidenced by the fact that many are still used as taxis around the world.

Available as sedan, wagon, coupe or convertible, these were one of the last Mercedes built to point, not a price. While the sedans, coupes and wagons can be had for regular used car money, low mileage convertibles can be pricey, with some selling for over $30,000. This is a testament to how well loved these cars really are. While considered austere in comparison to contemporary luxury sedans, it can be argued that the W124 E class has all the features you need and none that you don’t. And 15 years on, the E320 still feels as fresh as new.

Price range: $3,000 - $30,000

The one to buy: Try the wagon for a taste of the Hamptons lifestyle.

2008-2009 Pontiac G8

While there are still some of these to be had new on dealer lots, the demise of Pontiac means the demise of one of GM’s finest. The G8 sedan, a rebadged version of the Australian Holden VE Commodore, lived a short life in the US due to the downward spiral of the economy. With GM in bankruptcy, the plan to eliminate Pontiac was met with cries of distress by automotive enthusiasts the world over.

While it’s a shame to see the G8 go, let’s praise it for what it was: an honest to goodness American sport sedan. Offered with a 3.6 V6 or a choice of 6.0 and 6.2 liter V8s, this rear drive beast was a refreshing change from ho-hum midsized sedans we had seen in the past from the General. Simple, muscular lines along with excellent handling characteristics and an upmarket interior had many calling the G8 a budget BMW 5 series. The critics weren’t far off. Act now, as there is still some leftover 2009 stock to be had at rock bottom holiday pricing. As they say, only the good die young.

Price range: $18,000 to $40,000

The one to buy: The 2009 G8 GXP 6 speed manual. With 415 horsepower, this is basically a four door Corvette that can run with the BMW M5s of the world.

2008 Saturn Astra

Another vehicle that was killed off too soon, the cousin to the Opel Astra deserves a second look from those in the market for a subcompact car. Built in Belgium and available as both a 3 door and 5 door hatchback, the Astra’s is motivated by a reliable and competent 1.8 liter four cylinder with 140 horsepower. Available with either a 5 speed manual or four speed automatic, the Astra will surprise potential buyers with its taut suspension and quality materials, hallmarks of typical European compacts. While the Chevrolet Cobalt is a good car, the Astra was a notch better and deserved to live longer on these shores. It goes the extra mile without being too pretentious.

Price range: $8,000 to $15,000

The one to buy: Skip the base XE model. The XR trim level, which is available in both three and five door models, is better equipped.

1997-2008 Subaru Forrester

The first and second generation Subaru Forresters have attained a cult like status among their owners. Reliable, sturdy and practical, if ever there was a case for a crossover vehicle, this is it. Powered by the infamous 2.5 liter four cylinder boxer motor, the Forrester provides miles and miles and trouble free motoring. For a little added spice, Subaru introduced the XT in 2004 which offered 224 turbocharged horsepower and an upgraded level of equipment. For those that need a bit of utility in their vehicle but don’t want or need a full blown SUV, the Forrester is the ticket.

Price range: $4,000 to $17,000

The one to buy: 2004-2007 Forrester XT.

2000-2003 Volkswagen EuroVan

Looking for a basic people mover without any SUV pretense? The EuroVan is about as unique as they come. Brought back to the US market in 2000, the EuroVan was upgraded with VW’s fantastic 2.8 liter narrow angle V6 mated exclusively to a 4 speed automatic. Couple this with vast interior space and tank-like build quality rivaled only by the Mercedes-Benz Geländewagen, the EuroVan checks all the right boxes. While they are becoming scarce on US roads, there are still plenty of good examples out there on the used market, as they were sold in the US up until 2003.

Price range: $6,000 to $13,000

The one to buy: GLS, unless you need the MV version for camping.

2003-2007 Volvo S60R/V70R

In recent years, Volvo has done a lot to boost its performance image. Short of Paul Newman stuffing Mustang V8 engines in Volvo wagons back in the 1980s and 1990s, we never saw much in the way of performance Volvos until the 1995 850 T5-R hit the scene. This brute packed a 240 horsepower turbocharged five cylinder and was quite popular in the British Touring Car race series. As an encore to this, Volvo introduced the S60R sedan and V70R wagon in 2003, this time with a turbocharged five cylinder pumping out 300 horsepower. Mated to either a 6 speed manual or five speed automatic, this car could rip off a 0-60 time in the low six second range. Volvo went a step further and added push button suspension settings as standard (comfort, sport and advanced). Inside, you will find the same comfortable, luxurious Volvo cabin with the added benefit of more deeply contoured front bucket seats.

Price range: $9,000 to $22,000

The one to buy: Try the 6 speed V70R wagon for the ultimate sleeper.

I started off by driving a 2006 Cooper S Checkmate Edition. This was a special trim option for the Cooper S, the one I drove being Navy metallic with navy blue leather upholstery and contrasting gray checkered cloth seat inserts. Never having driven a Cooper S before, I was taken aback by how much more punch it had over the regular Cooper. The supercharger whine definitely adds to the drama, suggesting much more than the 168 horsepower that’s under the hood. Everything else felt like typical MINI fare, from the switchgear to the very BMW like gearbox and suspension setup. After driving Mercedes-Benzes for almost a decade, it was a revelation being able to bomb about in a fast, compact hatchback. This car was one of a few that has put a smile on my face lately.

Then it was time to drive the new generation Cooper S. This time I turned to a 2008 model with black on tan leather. The new MINI is noticeably bigger than it’s predecessor, which to me misses the point of what this car is about. I am also not a fan of turbocharged engines, and this new Cooper S has one. Out on the road, the turbocharged was barely perceptible, however. A little bit of hiss from the turbo while swapping cogs is all that would tip one off to knowing this was a forced induction engine. The power band was very strong, however, as expected, the four extra horsepower in this version isn’t noticeable. During a brisk second to third shift, torque steer was prevalent after getting back on the throttle, but fully controllable.

I am not a big fan of the new MINI’s interior. It seems to be a caricature of the old MINI; almost too retro for its own good. The center speedometer has increased in size and I found the heating and air conditioning controls to be much more complicated than the previous generation’s setup. Also, the tan leather contrasted with a lighter tan swath across the dashboard. There were almost too many textures and colors going on in this car for its own good.

In the end, it is the original 2002-2006 MINI Cooper S that won me over. The sonorous supercharged 1.6 liter motor and classic bulldog stance is a great combination. The new MINI Cooper just seems to be an answer to a question no one ever asked. Change for the sake of change, if you will. Everyone loved the original, so it seems rather hasty of BMW to have gone and changed it after five short years. That said, the new generation MINI is not a bad car. If you are looking for a small car with luxury features and German quality at a reasonable price, this ride is for you.

The first thing I noticed about the 128i is how little things changed. Over twenty years have passed between the time my 325is coupe rolled off the assembly line to now. And yet, the 128i clearly retains the DNA of the E30 3 series in every little thing it does. The clutch and gearbox are typically BMW smooth, while the 3.0 liter six cylinder engine sounds remarkably similar in tone to the 2.5 liter six cylinder in my old 325is. On the road, the 128i composes itself well, as any fine German sports coupe or saloon should. Suspension is compliant but firm, acceleration is brisk but not overstated and it handles well in corners when pushed. While not the fastest BMW, this coupe does everything well and then some.

The interior is typical BMW. The 128i I drove had a black leatherette interior, which, as is typical with such a color, is a bit stark. All the controls are laid out in a logical fashion and the placement of the gearshift and pedals are excellent. This is definitely a drivers’ car. Cabin room for two passengers is superb, however, the backseats are best used for short trips for anyone average size on up. The rear seat does have a pass through and trunk capacity is rather spacious for a car of this size. Entry price for the 128i is $30,225 with destination charges. With a few options you should be able to steer under the $35,000 mark.

The 128i is a breath of fresh air at a time when cars are bloated, full of gadgets and have engines hopped up on steroids. This car is indeed the spiritual successor to the iconic BMW 2002 of yesteryear. I am sure wherever my old 325is is (pictured below), it is smiling that BMW has once again made good on its promise of “The Ultimate Driving Machine.”

Witnessing the GLK in the flesh for the first time, I was surprised at how compact it was. There’s nothing excessive about the proportions of this vehicle. Yet, inside, there is plenty of room for 5 adults and their gear. Climbing on board, I was greeted with a familiar Mercedes-Benz interior. All the controls were laid out in a logical manner and everything fell to hand nicely. The dashboard was a nice interpretation of the typical C class theme, however, a navigation screen is integrated into the top of the center stack, which is very legible and includes a camera mode on the screen when in reverse gear.

Taking to the road, I could have mistaken that I was in a C350 sedan. The size of this vehicle is excellent for around town maneuvers and the 7 speed automatic is smooth and unobtrusive. The 3.5 liter V6 has plenty of power (268 horsepower) and the steering, suspension and brakes all felt like they would on a Mercedes-Benz sedan. It’s an amazing feat, this little truck. How Mercedes-Benz was able to incorporate typical sport sedan feel into a small SUV baffles me. The one thing which might not be to everyone’s liking is the fact that you do sit rather low for an SUV, but I wasn’t bothered by this at all. It made you feel that you were in a regular car instead of a truck. The GLK can also be ordered with or without 4matic all wheel drive. In my opinion, I wouldn’t opt for the 4matic, as it adds to the weight of the vehicle, increases gas consumption slightly and with electronic stability and traction control, you really don’t need all wheel drive, unless you live in a harsh climate.

At $33,900, the GLK 350 is a bargain. Since Mercedes-Benz is not importing their C class wagon as of yet, the GLK is as close to a small people mover we are going to get from the folks at the three pointed star. If all SUVs drove this well and were this well rounded, this vehicle segment might make more sense.

Upon examining their wares, a representative approached me and asked if I would like to take their new Jetta Clean Diesel TDI sedan for a spin. How could I resist? I always enjoy driving other people’s cars. The first thing one will note is how un-Diesel like the TDI engine is on start up. Forget everything you assume about Diesels. This is a new day. The car is so hushed on idle that it is quieter than most gasoline engines I’ve experienced as of late.

The jewel of this vehicle is of course the engine. A 2.0 liter direct injection turbocharged four cylinder engine with 16 valves mated to a 6 speed dual clutch automatic transmission (a manual will be available) motivates this compact sedan with little turbo lag and a definite sense of urgency in the mid range. It also doesn’t sound like a Diesel, but more like a robust gasoline four cylinder engine.

With 140 horsepower on tap and an impressive 235 lb ft of torque, you are not wanting for power. While I only was able to get up to speeds of around 45 mph tops, I had the sense this vehicle would be a competent highway cruiser. Emissions are also handily controlled with devices such as an NOx Storage Catalyst, a Diesel Particulate Filter and a Diesel Oxidation Catalyst.

The rest of the Jetta TDI Clean Diesel is standard Volkswagen fare, which means decent build quality and materials inside and out. For those who have owned German vehicles before, all the controls will seem second nature. I did notice, however, that the driver’s seat was hard for me to adjust in a comfortable position. The cushion, no matter how far down I would adjust it, seemed to be up too high, forcing my legs into the bottom of the steering wheel. Given that this was a pre production vehicle and had been used in fleets, there could have very well been a malfunction with the adjustment which I did not have time to investigate.

On the road, the Jetta feels a bit lighter than the fourth generation GTI I used to own. The German feel is still there, but as is the case with a lot of new vehicles today, you can’t help but things are watered down just a tad to appeal to the lowest common denominator. The outstanding part of this vehicle, however, is the fuel economy. Anticipated mileage is in the mid 40 mpg range in the city and mid 50 mpg range on the highway. While driving around Capitol Hill and the surrounding neighborhoods, the fuel economy meter was hovering in the low 40mpg range, so these figures seem quite realistic.

While Hybrid technology has its strong suits, one can’t help but think that simple, proven Diesel technology is the way forward to a cleaner, more energy conscious planet. And consider this…in ten years time you won’t have to figure out how to recycle those pesky batteries.

Upon entering the car, the first thing you notice is that the door handle and latch have a decidedly Germanic feel to them, much like a BMW or Mercedes. Sliding behind the wheel, the firm seats and ergonomics exude a Teutonic flavor. All of this was a mere prelude to just how satisfying a drive this car is.

Powered by a 1.8 liter Ecotec four cylinder engine, the Astra pumps out 138 horsepower. In this day and age of 400 horsepower sedans, a figure such as 138 might seem meager. It gets the job done, however, launching this car to 60 mph in a respectable 9.5 seconds. Fuel economy is very reasonable, with an EPA estimated 30 mpg in highway driving.

Upon taking off for a drive in the Astra, you completely forget the flimsy feel that was the hallmark of previous generation Saturns. A slightly weighty yet progressive clutch along with a positive feeling, if a bit notchy gearbox reminds one of a small Volkswagen or Audi, yet with a slightly different character. Taking off and merging into traffic is effortless and a nice touch is the one touch turn signal stalks that blink three times, ala Mercedes-Benz.

Driving the Astra around semi-rural Doylestown, Pennsylvania roads exhibited this car’s sporty character. Compliant yet firm suspension along with sharp steering separate the Astra from competitors like the Toyota Corolla and Ford Focus. This car’s Autobahn breeding is apparent in every corner you take. The styling along with the bright red paintwork also caught a few stares along the way, most of them from SUV drivers wishing they could save a few bucks on gas.

The interior of the Astra is a definite upgrade over American GM products of yore. Rich looking plastics and controls with a quality feel are a departure from what one normally expects in this vehicle segment. Options such as leather, 18” alloy wheels and heated seats give you the ability to push the envelope even further. One downside is the rather claustrophobic nature of the rear cabin in the 3-door, due to the dramatic sweep in the rear window profile. With the 5-door model, this is not so much of a problem.

Around $18,000 will get you a nicely equipped Astra and the pride of owning something just a bit more special than your workaday subcompact. The Astra is a solid choice in a crowded vehicle segment, set apart by its distinct styling, extensive list of features and superior driving dynamics. For those who would have never considered purchasing a Saturn (and I am one of them), it’s time to reconsider.

What I like most about this car is the color. Granite Gray Metallic was discontinued on the new C class sedans for 2008, and few C class sport sedans sport this hue. Mercedes could not provide an exact number on how many C230s were produced in this color for 2007, but I’ve only seen two other ’07 models identical to my car so far. With this car, you don’t see yourself coming and going everywhere you look.

The one thing that didn’t please me with the 2007 C230 was the wheels. For ‘05 and ‘06, Mercedes had a classy five spoke style which, to me, looked like a modern day version of the famous Cragar hot rod rims of the 1950s. The smooth style of the rounded spokes fit well with the styling of the car. The ’07 wheels added one more spoke and were much blockier in design. They also stuck out way past the edge of the tire, which, in my book, is a styling no-no. They were simply too “bling” for the car and looked as if they were an afterthought. I worked a deal with my dealer and had them swap the wheels upon delivery. Below is a picture of the original rims for comparison.

Driving wise, this is a very competent machine. It takes off and cruises in typical, effortless Mercedes fashion. Even though the suspension was a stiffer setup than what I was used to in my 1998 C230, I quickly adapted and realized that on the open road and in the twisties, the tighter suspension settings were a bonus. This, in combination with the sharper rack and pinion power steering setup (in contrast to my ’98’s recirculating ball system) makes for an entertaining drive.

If there is one downside with the driving, it’s fuel economy. City driving isn’t the best real world test, but around town I’m pulling 16-18 mpg. Given the premium fuel requirement, this wasn’t the most eco-friendly purchase I could have made. However, on the open road, this car can pull close to 30mpg. The fact that my engine also runs on E85 is a moot point. I don’t believe in the economics of ethanol and it’s not readily available on the Eastern seaboard.

The interior is where the C230 excels. For 2007, Mercedes brought back wood trim to the interior trappings of the sport model, in this case, the dark stained birdseye maple contrasts nicely with the ash colored seats and carpet. The blue tinted windows also set off the bright, airy look of the interior and contrast well with the light blue tone of the paintwork.

All the controls are organized in an orderly fashion, as expected in a German vehicle. They work with a solid feel that is lacking on many vehicles today, both import and domestic. The comprehensive list of features and options, from the power memory drivers seat and steering column to the heated seats and dual zone climate control make long hauls a joy.

One recommendation is to forgo Mercedes-Benz’s all weather floor mats. Unlike their all weather mats from years past, the new mats were made from a defective rubber that causes a white haze when cleaning them. I have seen this problem on other floor mat sets as well, so this isn’t an isolated incident. If you have a desire to purchase all weather floor mats for your Mercedes (or any vehicle for that matter), I suggest consulting Autosport (www.autosportcatalog.com). I purchased their Hexomat custom fit mats and have been very pleased. They are also comparable to the cost of Mercedes-Benz original equipment mats.

In terms of reliability, there has been nary a glitch. Early on, the CD changer had a minor hiccup and stopped playing mp3 recorded discs for a while, but eventually the system reset itself and I have had no problems to date. Keenan Motors in Doylestown, Pennsylvania has been an exceptional dealer in terms of sales and service. It is a breath of fresh air after a battle with American Service Center in Arlington, Virginia over an air conditioning repair on my old Mercedes that proved faulty and wound up costing me double in labor, as I had to return the car to be fixed properly.

All in all, I have been pleased with my ’07 C230 and find that even though it may not be the fastest, best handling or roomiest compact executive sedan, it does everything well and retains Mercedes-Benz’s reputation for safety, luxury and obsessive engineering that has made them popular over the years. For those not used to owning a German luxury vehicle, beware that there are hidden costs for such vehicles, such as higher fuel costs and larger repair bills once the warranty expires as compared to similar Japanese and domestic vehicles. However, for those who appreciate fine engineering and a driving experience you won’t soon forget, a C230 may be the right car for you.

Acura RL

The Acura Legend of 1986 was a turning point for Honda. Not only did it signal the birth of a new brand, but the arrival of a new V-6 engine as well. Over twenty years later, Acura is still relying on V-6 engines in their flagship model. That alone should sound the alarms.

Acura decided that names were not cool in the mid 1990s and decided to drop the Legend moniker in favor of the RL designation, which was slapped on to a late 1980s Mercedes S class sedan knock off. The second generation RL sedan proved a little more interesting, what with their SH (Super Handling) four wheel drive system, but still, a 3.5 liter V-6 was under the hood.

The 2008 model signals a facelift of the 2005 redesign and well, perhaps Acura would have been better off putting the RL out to pasture instead of introducing this rehashed version with a grille that looks like something with which you would julian carrots and taillights that ape the Mercedes SLR. Acura plans to put this new corporate mug on the rest of its lineup, as well. I’m sure there are plenty of people without taste who will scoop these things up.

BMW 135i

The new BMW 135i is, inherently, a good car. It has one fatal flaw: price. $34,900. That’s not exactly chump change for what is meant to be the starting point in a manufacturer’s vehicle lineup. It is also perilously close to the very handsome 328i coupe. Add in some options, and the price for a 135i can jump to over $40,000. Granted, this car goes, steers and brakes like a true BMW, which leaves pretty much nothing to be desired. It also features the much ballyhooed 3.0 turbo inline six, which cranks out 300 horsepower in a package the size of a Civic. This is a sure fire way to annoy local law enforcement.

If BMW was really serious about creating the 1 series as a descendant of the iconic 2002 from the 1960s and 1970s, this would have been the following formula:

1. Add the fabulous 2.0 liter four cylinder engine from the European market 320si, a model designed as a homologation special to qualify for the FIA World Touring Car Championship. This would bring the car more in line with the simplistic values the 1 is trying to trumpet.
2. Delete stuff from the options list such as leather interior, heated seats, sunroof, upgraded stereos and that horrid i-Drive system. Less weight equals better performance and enhanced fuel economy.
3. Give customers the option for upgraded suspension components, brakes, tires, etc.
4. Bring over the 1 series hatchback that is verboten in North America in limited numbers, to test the waters. Many people who buy small cars don’t like coupes/convertibles.
5. Put in a 350 degree oven for 20 minutes and voila. The 120si is born. The TRUE descendant of the 2002tii.

My advice, if you really want a 1 series, the 128i coupe is more than enough. With a starting price of $28,600, it’s a better value and with the 3.0, 230 hp version of BMWs inline six, you’re not going to lose many stoplight battles.

BMW X6

File this one under the “what were they thinking” category. Two BMWs to avoid in one year?!? Surely I jest. However, BMW continues down the path of disappointment for me, as of late, with the introduction of yet another SUV, or rather, I should say, Sports Utility Coupe. Right. Whatever.

The first X6 to appear will include BMW’s 3.5 liter twin turbo inline six, 6 speed automatic and hill descent control. Really? Are you really going to try off roading with 19” rims with low profile rubber? I thought so. So here we have another truck with a low slung roofline for people who like “the idea” of the outdoors.

Chrysler Sebring/Dodge Avenger

Daimler dumped Chrysler for good reason. Why stick around when your acquired brand keeps turning out duds like this? Admittedly, a lot of the Chrysler lineup in recent years is some of America’s best (see 300, Crossfire and Challenger, for example). However, Chrysler never did get it when it came to mainstream, mid sized vehicles. The innovative cab forward LH sedans are long gone and now we are stuck with the Sebring and Avenger, two cars that suddenly make the Communist era, 2 cycle engined Trabant look appealing.

Where to start? Bad build quality, half assed design, plasticky trim and unrefined powerplants are hallmarks of these sedans. While the Sebring isn’t exactly the best looking vehicle on the road, at least it is tolerable. The Avenger, however, is an aberration. Honestly, the only people I think that would find the styling of this car appealing would be the Blockheads from the Gumby cartoons.

I beg of you, avoid this pair at all costs.

Ford Focus

Look up garbage in the dictionary. Beside it, you will see an image of the 2008 Ford Focus. Never one to disappoint, Ford has laid another egg in the small car market. Just because this car has tons of plastic chrome all over it and the Microsoft SYNC system doesn’t mean it’s a winner. It’s the same old song, really. Cheap plastic, sub par build quality and uninspiring performance. While the original Focus was brought to the U.S. virtually unchanged, over the years, it evolved into a caricature of itself. Now we get a cheap imitation of the superb new Focus that is on sale right now in Europe.

If you are really dying for a small car from Ford, wait another year or two until the redesigned, European market Ford Fiesta arrives on these shores. It will prove to be a better drive.

Jeep Compass/Patriot

Not even the best photographer privy to the most beautiful scenery could distract someone from the fact that these SUVs are possibly the most hideous vehicles on the U.S. new car market today. At the end of 2001, Jeep pulled the plug on what was essentially an icon SUV of its time, the Cherokee. The Liberty, its weak kneed replacement, failed to entice and ever since Jeep has found itself trying to capture the magic of the good old days.

The Compass and Patriot share the same platform, which features a transversely mounted engine available in front or all wheel drive. The Compass has more progressive styling while the Patriot tries to ape the original boxiness of the Cherokee. No matter. They both suck. Note the weak powerplants, poor gas mileage and an interior that makes a medium security penitentiary look appealing. Then thank me for saving you from throwing your hard earned money down the drain.

Lexus Hybrids

The Lexus hybrids are for poseur environmentalists, pure and simple. Even the most efficient hybrid in the lineup, the front wheel drive RX330h gets about the same gas mileage on a combined cycle as my V6 powered Mercedes-Benz C230 Sport Sedan. The thing about my Mercedes is that it is faster and can, of course, out corner the Lexus. The most ridiculous of all Lexus hybrids is the range topping, $104,765 (including delivery) LS 600h L. This “hybrid” barely squeaks out 20 miles to the gallon on a tank. Inspiring.

If Lexus wants to start making inroads into the green movement, their best bet would be to follow the tastes of the European market and bring their 4 cylinder IS220D (diesel) sedan here to the U.S market. Diesels have proven to be just as clean these days as hybrids, without much of the complexity. You also don’t have to worry about how to recycle the batteries which the electric drive systems run on. You have to wonder, what are all of these tree huggers going to do when those batteries die? Open up a museum?

Lexus IS-F

Having been distracted by hybrids, Lexus suddenly realized it was missing out on the fun when it came to compact executive performance machines. So welcome the IS-F, a V8 engined IS sedan strapped with an 8 (yes, eight) speed automatic. However, M3 drivers need not apply, since it is not as hard edged as it looks and sounds.

First, the styling. The hood has a hump higher than a camel’s back and the rest of the body cladding is too boy racer for the over $50,000 crowd. The stacked exhaust tips are just plain gimmicky. The interior, while appearing a bit sportier, is still geared towards the retirement crowd set that Lexus keeps squarely in its crosshairs.

What amuses me most, however, is how Lexus responded to an advertisement by Audi which mocked their automatic parallel parking feature (available on the LS sedan), showing an A4 sedan doing a 180 spin into a parallel spot and flashing the phrase on the screen “the luxury car for people who can park themselves.” Lexus downplayed it with a response along the lines of if you’ve got it, it doesn’t mean you have to flaunt it. Now we see Lexus doing an about face, acting like they know everything when it comes to high performance. Pick your battles, Lexus. The Germans have been doing high performance for years, and quite well, thank you. My advice? Stick to hybrids and your constituency in Boca Raton, Florida.

Mercedes SLR Roadster

The Mercedes SLR Roadster, admittedly, is not on most people’s short lists when they are kicking the tires on new car lots. This is a toy for the rich. However much of an engineering marvel this is, I can’t help but think its $495,000 price tag is over inflated, considering there are other vastly superior supercars, such as the fantastic Audi R8 and Ferrari F599 GTB Fiorano.

The SLR handles well, is a demon in a straight line and does just about everything extremely well. However, with and automatic gearbox and luxury accoutrements, it’s not quite the real deal. As a grand touring vehicle, it may pass muster, but even then it is probably a bit too hard edged for that market demographic.

Admittedly, another couple hundred thousand dollars for people who are spending almost half a million on a vehicle probably don’t care that cars like the more enticing and frankly more sporting Alfa Romeo 8C Competizione is more than $200,000 cheaper. But on plain performance merits, there are vastly better supercars out there for the money.

Nissan Maxima

The Nissan Maxima soldiers on for yet another model cycle and I still am perplexed as to where it belongs in the Nissan lineup. The Nissan Altima is just about as large and well equipped. The superb new Infiniti G37 is not much more expensive. With the Infiniti, you also get better handling balance with rear or all wheel drive.

The new restyle is, by any standards, bizarre. While the styling is different, different doesn’t always equate to tasteful. There are too many conflicting lines and creases in the bodywork, the optional rear deck lid spoiler is out of proportion and there is just a bit too much front overhang, which many front wheel drive cars suffer from. In sum, the Maxima was, at one point, a fine sports sedan. Advertisements from the late 1980s labeled it as the “four door sports car.” However, it has become too big, bloated and pricy for its own good. It is no longer worth the sheet metal from which it is built.

Scion xD

The Scion brand was created to bring a youthful base back to Toyota. The original lineup included the small and efficient xA hatchback and funky, purposeful and easily modded xB mini wagon. Shortly thereafter, the tC coupe, a fine little pocket rocket, joined these two in Scion showrooms.

With the xD, Toyota lost sight of the plot, which was to prove that cheap didn’t have to mean boring. The xD is a depressing replacement for the fresh looking xB, no matter how horrid a drive that car was. As with every car these days, it seems as if the xD is bloated in comparison to the xB. Much of the interior design is over exaggerated as well. Think of the xD as a less appealing Toyota Yaris for those who appreciate cubism.

Toyota Sequoia

Japan has an infatuation with Godzilla. What else could explain this hideously oversized vehicle?

The Sequoia, much like the Nissan Armada, has shown the Japanese are capable of pandering to fleeting market trends. Now these manufacturers find themselves in a pickle, as rising gas prices and tougher fuel economy standards are putting the hurt on the big SUV business. Perhaps it was the Big Three’s idea to run away with a stranglehold on the big SUV market, con the Japanese into taking their lead and then regress into building the smaller, more fuel efficient vehicles we have seen from them as of late.

At least it makes for a good conspiracy theory.