Final thoughts: Mercedes-Benz GL450

I couldn't help feeling a twinge of sadness when our tested Mercedes-Benz GL450 left our offices after we sold it. (CR road tests are available to ConsumerReports.org subscribers only.) Clearly the GL is a large SUV, but it never felt too bulky to me. It rides as comfortably as a luxury car and handles with agility that belies its size and weight. The third-row seat is actually usable, even for adults. It's a delight to drive and makes the ideal family vacation vehicle. Then again, it should for its hefty $67,000 price tag. Unfortunately, given the reliability of its platform mates, the ML- and R-Class, the GL's own reliability isn't too encouraging.

I found the GL to be an excellent long-distance runner, with a fatigue-free driver's seat, quiet cabin, punchy V8 shove, and a huge gas tank that yields a 400-plus mile cruising range. A relatively tight turning circle was a boon in the tight parking spots of my town. Two DVD screens in the back of the front seats were useful in entertaining my boys without blocking the driver's rear view, as is the case with most screens that flip down from the ceiling. The GL also came in handy when my wife and I shuttled a bunch of my son's friends to see the movie "Cars" for his eighth birthday.

Since we're now in the process of getting some miles and experience on some other large SUVs, such as the Chevrolet Suburban and Ford Expedition EL, thoughts of the big Benz became more relevant. Both the Chevrolet and Ford are gigantic vehicles that feel completely out of place in most urban environments, being too long, too wide and too tall to facilitate good visibility and easy parking. The Suburban, although much improved over the previous version, seats only seven and the third-row seat is pathetically small and uncomfortable.

Anyone with vision in Dearborn or in the high floors of Detroit's Renaissance Center (GM's headquarters) should drive the GL before thinking hard about the next-generation Expedition and Suburban. The formula is clear: a unibody SUV that can haul and tow, seat seven or eight comfortably and accommodate their luggage, yet drive like a car. I can see a platform-sharing plan that would underpin the next Explorer, Expedition, Expedition EL, and Navigator. I'm not suggesting they try to compete head-on with a GL (certainly not price-wise), just emulate the format. Of course, GM and Ford don't have the cost structure of a Mercedes-Benz, so it shouldn't result in a considerably costlier product than the current-generation vehicles. As it is, a typical Suburban and Expedition scratch $50,000.

Signs of such thinking are beginning to show. GM's new family of large unibody SUVs--the Saturn Outlook/GMC Acadia twins--looks very promising. Toyota's next-generation Lexus LX might follow the same format.

There is no reason why Suburbans and Expeditions should be linked to the Silverado and F-150 pickup trucks. That's old thinking. Mercedes shows how to design a well-mannered, all-around people hauler that can still haul, tow, and go off-road.

--Gabe Shenhar

What car tires don't say, but you should know

Below is a quick primer on essential tire terms all car owners should be familiar with.

Tire type
Common tire types such as all-season, all-terrain, or summer refer to the type of tread pattern and rubber compounds that were the car's original equipment. (Information on the stock fitment is listed in your vehicle's owner's manual.) Some manufacturers, particularly some SUV manufacturers, specify that you should always replace tires with the same type that came on the car. All-season tires are designed to provide a balance of all-weather grip, wear, and ride comfort. All-terrain tires provide an added measure of off-road capability. Summer tires have tread patterns and rubber compounds built for superior wet and dry traction, but they aren't intended to provide any measure of winter grip. Know what type of tires your vehicle came with before you make a change, so you can make a smart replacement or upgrade.

Inflation Pressure
The most important thing you can do to preserve a tire's durability, handling, wear, and load carrying capacity is to maintain its intended inflation pressure. Many incorrectly believe that the correct inflation pressure for the tire is the maximum inflation pressure designated on a tire's sidewall. In truth, the correct inflation for a tire is designated by the vehicle manufacturer and can be found on the tire information placard (sticker) located on a vehicle's door jamb, glove box, fuel filler door, or in the owner's manual. The vehicle manufacturer designates this pressure to balance the car's handling, ride comfort, and load-carrying ability. Inflate tires to this pressure and take the time to check them once a month when tires are cold (before they've been driven more than a few miles), as tires can lose air over time and with temperature variations.

To learn more about tires, visit our tire section for complete ratings and explore other tire-related blog posts.

--Gene Petersen

From the logbook: Lexus ES350

The Lexus ES has always been a reliable and good performing--if somewhat bland--upscale sedan. Each redesign seems to take it farther and farther away from its Toyota Camry roots. This year's engine is now larger displacement than the last year's (3.5 vs. 3.3 liters) and provides a substantial bump in horsepower (272 vs. 218). The 2007 model also offers standard stability control; ESC was optional last year. Our ES350 is equipped with a navigation system and the Premium Plus package, which includes "Perforated" leather seats that are both heated and cooled. Speaking of chilly, with the aforementioned options and some other odds and ends, it stickers at a cool $41,289.

As a prelude to our upcoming story--to be published in the June issue of CR--on upscale sedans, we thought we'd offer a glimpse into the ES350's logbook. Here are some random thoughts on this model:

"Amazing engine."

"Transmission is slow to downshift."

"Better body control than our last tested ES, but numb steering means this isn't a sports sedan by any means."

"Very comfortable and quiet for a long drive."

"Feels European inside, with plush materials all in drab black and the same awful-looking wood trim panels."

"Navigation system is quirky, with corners that don't exist and locations it can't find."

"Roomy seats, front and rear, except head room isn't generous."

"Love the cooled seats, but it's hard to see the cooler/heater controls."

"I appreciate the rear-view camera; it's needed since the rear visibility is quite poor with a short window and tall sill."

"Active headlights are a little unusual to watch and do not seem to offer any advantages. Low beams have a sharp cutoff."

"$41K for a Camry? The $29,000 Hyundai Azera is almost as nice and you can save lots of money toward the extra gas you'd use."

"Nice car, but not much better than a loaded Honda Accord."

"Overall, a competent business-class car, but no personality."

Seems as if the new ES continues the tradition of Lexus-like quiet and comfortable execution. Performance-oriented buyers might consider the smaller IS, which is more engaging. We'll have more on the ES and others in this upscale group in the months to come.

--Mike Quincy

Just In: Saturn Outlook

Although there are hundreds of models in the marketplace, not every automotive niche is filled quite yet. As evidence, exhibit A: the Saturn Outlook. (The GMC Acadia is based off of the same platform, and the Buick Enclave will join the ranks later this year.)

What's so new? These SUVs are essentially full-sized "car-based" SUVs. While most full-sized SUVs are built on a frame, usually shared with a pickup truck, these new SUVs feature unibody construction. The all-new Outlook/Acadia platform actually isn't shared with any GM sedan, but "car-based" or "crossover" are more marketing-friendly terms than "unibody."

While midsized SUVs have been growing in scale, the Outlook/Acadia are among the first to rival the girth and breadth of large truck-based SUVs. The efficiently-packaged Mercedes-Benz GL450 is another large unibody SUV, and it tops our large SUV ratings, but you can buy two Outlooks for the price of the smaller Benz. Take a look at the dimensions between the new Outlook and truck-based Tahoe:

	Saturn Outlook	Chevrolet Tahoe
Length, in.	201	202
Width, in.	78	79
Wheelbase, in.	119	116
Weight, lb.	5,070	5,715

Unibody construction brings some big advantages. While still relatively heavy, the Outlook weighs much less than the Tahoe, which can improve fuel economy. Handling is more car-like, as well. The Outlook's independent rear suspension also frees up space for a useful third-row seat that easily fits adult-sized people. By contrast, the Tahoe's solid rear axle consumes space that would be available for third-row foot room or for a flat-folding third-row seat.

So, the Outlook gives a family three rows of usable seats--with some cargo space remaining--sedan-like dynamics, and optional all-wheel drive (AWD). Probably most important to many buyers, it looks like an SUV rather than like an even-more-commodious minivan. (The image of a minivan seems to be the kiss of death for some buyers.) All you give up over a Tahoe is some off-road capability and ultimate towing capacity. That said, the Outlook's 4,500-pound trailer weight limit is nothing to sneeze at.

Our first impressions? Overall, the Outlook is a pleasant, well-thought-out package. Transmission tuning could be better; it shifts in and out of sixth gear frequently to improve mileage. The rear window sill is very high, creating a huge blind zone behind the rear bumper (46' for a 5'1" driver), which isn't improved by folding the third-row seat. A back-up camera isn't yet available.

One more thing: if anyone from Saturn is reading this, you should upgrade your online dealer inventory information. Most other GM brands give you a detailed online window-sticker for each car in inventory. Saturn just lists each available car and the option package name. Never mind that the database listed no AWD Outlook XRs as available in CT when we bought ours off the lot. We equipped ours with the Premium Trim and Enhanced Convenience packages, a sunroof, and a few other options for a $36,799 total.

We have a full test of the Outlook vs. other family-hauling SUVs scheduled later this summer.

--Tom Mutchler

Flown the Mini Coop?

We usually don’t pay much attention to car advertising. But while I was sitting in the manager’s office at the local Mini dealer, finishing the transaction to buy our 2007 Cooper S, I couldn’t help but notice a flat-screen monitor in the showroom. It was playing a loop of video. Oddly drawn in to the screen, while I hadn’t seen the video before, somehow though it felt like I already had. I’ll explain.

Mini’s parent company BMW created “The Hire,” a series of Internet films starring Clive Owen in 2001-2002. Following that lead, Mini created its own series of films to highlight the launch of the all-new-but-looks-like-the-old-one 2007 Mini Cooper.  “The Hire” featured a string of directors who (mostly) created a series of serious films in different genres. But as is typical for Mini’s marketing, they took a different tact.

Consider Mini’s target demographic, the members of Gen X and Y that seemingly every consumer company covets. (I’m one of them.) We grew up watching schlocky hour-long action series in the late 1970s and through the 1980s. Who can forget “Magnum P.I.,” “Starsky & Hutch,” “Knight Rider,” “Hardcastle and McCormick”—the list of formulaic, car-themed shows goes on and on and on.

The recipe for just about all these shows includes:
- A hero with a big perm and a fast car who can’t keep his Hawaiian shirt on for every scene and is big on karate kicks
- A lot of electric guitar solos in the soundtrack
- A cliché-filled title sequence and theme song (rare in modern TV dramas)
- An archvillan who wears woefully impractical all-white outfits
- A seemingly-ditzy love interest
- Stumbling bad guys who failed their “How to Be Successfully Evil” career aptitude tests
- And, at least in the case of “Knight Rider,” a smart-alecky talking car

All of these show up in “Hammer and Coop,” the Internet video series of a man, his car, and the evil pseudo-military industrial complex that wants the car back. (Shades of “Airwolf” there?) No wonder the video looked vaguely familiar to me in the showroom. If you grew up watching any of these shows, it all makes a lot of sense (especially if you see the parody value within). Mini has all the details down, including the “Hammer and Coop” action figure lunch box sitting in the sales manager’s office. Six episodes are posted at hammerandcoop.com.

Oh, and you want to know about the car, the new Mini Cooper S? All I’ll say for now is that it was a fun drive back from the dealer in our Mellow Yellow Cooper S. Stay tuned, there’s more to come.

--Tom Mutchler

April issue on tour - Tune in!

Next week, I'll be hitting the road to promote CR's premier car book: the April annual auto issue. I'll be stopping in major media outlets in Las Vegas, Los Angeles, San Francisco, and Seattle. We've received a number of requests to do radio and television interviews, which will keep me busy all next week. We're still booking more interviews, but this is what we've got so far.

If you live in any of these cities (or care to stream live via a station's Web site), here's the schedule we've got mapped out for our West Coast April issue media tour. But as the fine print for these things usually goes, check your local listings for details.

Las Vegas:
KLAS - TV - Channel 8 Eyewitness News
Date: 3/26/07
Time: Two taped segments to air the same day and one the next day

Los Angeles:
KTLA - TV - Channel 5 Morning News-Early Edition
Date: 3/27/07
Time: Four segments, live all morning starting at 6:00 AM

KNX 1070 - CBS radio - "Money 101 with Bob McCormick"
Date: 3/27/07
Time: Live at 11:00 AM

San Francisco:
KGO - Radio AM 810 - "The Ronn Owens Show"
Date: 3/28/07
Time: Live at 11:00 AM

KTVU - TV - Channel 2 Morning News
Date: 3/29/07
Time: Live at 8:45 AM

KOMO - AM 1000 radio
Date: 3/30/07
Time: Taped radio interviews to be broadcast later

KOMO - TV - Channel 4
Date: 3/30/07
Time: Live at 4:45 PM

I hope you tune in.

--Mike Quincy

Hybrid cars and the vanishing tax credit

Back in 2005, Congress enacted what looked like a generous tax subsidy for people who bought gas/electric hybrids and other alternative-fuel vehicles. Tax credits of up to $3,150 promised a dollar-for-dollar reduction in federal income-tax liability, though many consumers may now find themselves--or their vehicles--ineligible. The devil is in the details, and they can hit you on two fronts:
•    The credits are gradually phasing out for the most popular models.
•    People who are subject to the Alternative Minimum Tax (AMT) can’t claim the credit at all.

Disappearing act
The 2006 tax credit size depended on a vehicle’s estimated fuel economy. While a Toyota Prius was eligible for a credit of $3,150, a four-wheel-drive Ford Escape Hybrid qualified for only  $1,950, and a two-wheel-drive Chevrolet Silverado Hybrid got only a token $250.

However, if a manufacturer--not just a brand--sells more than 60,000 hybrids total, the credit starts going away. The credit has already begun to phase out for Toyota and Lexus hybrids purchased after September 30, 2006, and others will follow suit as they reach the sales volume target. The 2006 Prius’ tax break, for instance, dropped in half to $1,575 if it was purchased after that date, and it will split again to $788 between April and the end of September, 2007. After that, the Prius rebate disappears altogether.

Adding up AMT impact
As mentioned, if you are subject to the federal Alternative Minimum Tax, or AMT, the news is worse because you don’t get the alternate motor vehicles tax credit at all.

The AMT was designed in 1969 to make the wealthiest taxpayers pay at least a little something in income tax. Since then, largely because inflation has marched on while the AMT has not, more and more taxpayers are snagged by the AMT dragnet every year. About 4 million people are expected to be affected by the AMT in this tax season (filing for 2006).

Bill Abrams, a principal at the Los Angeles law firm of Abrams Garfinkel Margolis and Bergson, LLP,  explained how the AMT has snuck up on a lot of people in the last few years: “It’s worst on the East and West Coasts, where lots of people have high property taxes and state income taxes. The AMT effectively limits deductions for those things. So, the more taxes you’re already paying, the worse the bite from AMT.”   

“For people in the middle of the country, these tax credits were terrific,” Abrams adds. “But the tax system has so many moving parts that you can’t really generalize about who benefits and who doesn’t.”

As incomes rise with inflation, more and more people have greater than $100,000 in adjusted gross income. Those who itemize their taxes are forced to calculate their taxes twice: once the traditional way and again using the more unforgiving AMT formula. For people with seven-figure incomes, though, the AMT doesn’t really matter because they’re already disqualified from many of the tax breaks extended to the middle and upper-middle class. 

(To get a better idea of whether you'll owe the AMT, visit the IRS AMT Assistant.)

AMT in action
The alternative-fuel tax credit mirage tends to hit people on the bottom fringes of the AMT-eligibility scale. For example, take a hypothetical couple in Connecticut who have a joint income that just pushes them into AMT territory. They have three children, and qualify for deductions for their town real estate tax, state income tax, unreimbursed business expenses, and exemptions for the dependent children. In total they owe $32,000 in federal taxes, but $32,500 with the AMT.

If they had bought a hybrid vehicle in 2006 that carried a $3,000 tax credit, that would have theoretically reduced their federal tax to $29,000. Since the AMT disallows that credit, along with the state/local tax deductions and dependent exemptions, their tax owed remains at $32,500, which is $3,500 more than they’d owe if AMT hadn’t been a factor.

The bottom line
If you’re considering a hybrid or some other alternative-fuel vehicle because the federal tax credit makes it look financially appealing, you could be disappointed. And you may not know the real out-of-pocket cost until it’s too late, perhaps months after a purchase when you (or your tax preparer) can fully access your annual tax liability. The lesson here is to consult your accountant to confirm your eligibility for a federal tax incentive.

--Gordon Hard

Learn more about taxes in the Consumer Reports Personal Finance section, as well as gain insights from the Consumer Reports Tax Blog.

Women car buyers mean business

It’s a woman’s car-buying world out there. Women purchase more than 46 percent of all new vehicles and influence over 80 percent of all automotive sales, according to a recent study by CNW Marketing Research (CNW). That adds up to about $80 billion worth of business, according to a past female buyer study by Road & Travel. Car dealers, hear us roar.

If women are spending so much and have such power in the marketplace, then why is the car-buying experience considered to be a nightmare for many women? The number one complaint by women is that they are not treated well at dealerships, says Road & Travel. Many face prejudice, intimidation, pressure, and condescension. One problem is that some salespeople don’t know how to sell to, or even talk to women. Recognizing both industry shortcomings and tremendous sales potential, a number of companies and dealerships are marketing directly to women and/or sending their salespeople to seminars to help them connect with female buyers.

So, how can women take the driver’s seat at the dealership? Here are a few ways anyone can use their buying power and not get taken for a ride.

• Research, research, research!
  Before you even step foot into a dealership, determine what type of vehicle you’re interested in, what important features or options you want, and the price you can afford. Research online at manufacturer sites, the local dealership Web sites, vehicle review sites, and ConsumerReports.org. Our unbiased Ratings and brand-new compare model tool, (available to subscribers) can help you sort through the data and find the best model for your needs.
  
  If you do your homework first and walk confidently into the dealership armed and prepared, the salesperson will know that you’re not just interested in the color of the car. Plus, our experience has shown that you’ll likely know more about the car’s details than the salesperson. 
  
  
• Determine the target price
  Learn the dealer invoice price, dealer holdback, customer rebates, and dealer incentives from  information available online to calculate a good, fair deal before facing a trained negotiator in the showroom. Consumer Reports New and Used Car Price Service can save you time and stress by providing all the key pricing information in concise reports with a Bottom Line Price. With a printed report in hand, the sales staff will know you are informed and serious about buying.
  
  
• Determine how you will pay
  Before you head into a showroom, find out your bank or credit union’s loan interest rates and even get pre-approved. If the salesperson wants to compete for your business, you may be able to get a better rate at the dealership. Having the leverage to finance elsewhere will put you in a stronger negotiating position.



• Don’t be pressured
  If you feel pushed to buy or don’t like how you are being treated, you have the choice to ask for another salesperson or walk away. Ultimately, the salesperson wants to make the sale and they are there to serve you. If you don’t feel that they are helping you, there are many other dealerships who would welcome your business.

As both studies and my own first-hand experience show, car buying can be a much different experience for a woman than a man, but if you take your time and follow these basic car buying tips, you will be able to get a good deal on your own terms. Check out our step-by-step guides on new- and used-car buying for more information on how to get the most car, and satisfaction, for your money.

--Liza Barth

Deciphering the tire codes

There are several key safety and performance features that everyone shopping for new tires should consider, including tire size, type, speed rating, and load carrying capacity. The problem is that much of that information is conveyed in a series of alpha-numeric codes on the sidewall of the tire or on the vehicle placard and require some deciphering to understand. As someone once said to me, “Where else in the world can you find a mixture of letters, numeric codes, metric and English numeric units, and percentages all mixed together to describe one thing?”

An ancient codex and globe-trotting adventure isn’t needed to crack the codes found on your tires, just this clear guide.

Using the tire size P205/55R16 94V as an example:

The P (P-metric) or LT designation at the beginning of a tire size designates whether it is a Passenger or Light Truck size. Keep in mind that many SUVs and even small pickups will be equipped with tires carrying a P designation. LT designated tires are typically found on heavier duty pickups intended for heavier loads.  Tires developed under European specifications (Euro-metric) typically don’t carry either designation.

The overall width, 205 in our example, is the cross-section width of the tire measured at its maximum point on the sidewall and is expressed in millimeters (mm).

The aspect ratio, 55 in this case, is the ratio or percentage of the sidewall height to the tire’s overall width.  Here, the sidewall is approximately 55 percent of the width of the tire.  Tires with lower aspect ratios typically have shorter sidewalls. 

The R shows that the tire is of radial ply construction -- common to nearly all tires for on-road use today.

The wheel size in our example, 16, is the diameter to which the tire is applied, expressed in inches.

The service code is the combination of the numeric load code (94) and letter speed-rating (V) following the tire size. The numeric portion corresponds to the maximum load-carrying capacity of the tire in pounds. In our example, 94 = 1477 lbs. That same maximum load in lbs. is also listed separately on the sidewall, though often in much smaller print.  This is the maximum load the tire is capable of carrying at its maximum inflation pressure. 

The speed rating is a letter code that designates the maximum speed that tire can sustain as determined by a standardized high speed test protocol.  From our example, V= 149 mph. Though technically this is a measure of a tire’s ability to dissipate heat at high speeds, it also, in reality, often represents a tire’s level of handling and responsiveness. The higher the speed rating the more responsive and the higher levels of dry and wet grip you potentially find.  Conversely, the higher the speed rating the quicker a tire may wear and the less winter grip you’ll have.

When replacing tires you should maintain the same or higher load index and speed rating as the tires originally applied to your car. To learn more, visit the complete tires section at ConsumerReports.org.

--Gene Petersen

From the logbook: Toyota Yaris

With the recent spike in gas prices, it's not surprising that more and more people are setting their sights on fuel-efficient cars. With that in mind, here's candid look at the Toyota Yaris--a model that performed well in our fuel-economy tests, but didn't wow us otherwise, especially compared to competing "budget cars."  (Available to ConsumerReports.org subscribers only.) We tested both the two-door hatchback model (equipped with the manual transmission) and sedan version (with the automatic). They rang in at $12,569 and $15,543, respectively.

The major test-result differences we found between the lighter, manual transmission hatchback and the automatic-equipped sedan were in 0-60 mph acceleration times (hatch: 9.3 seconds, sedan: 11.4) and braking distances (hatch: 0-60 dry 163 ft, sedan: 139 ft). The non-ABS-equipped hatchback took much longer to stop from 60 mph than the automatic, which had ABS, in both dry and wet tests. Also, at its handling limits, the hatchback is less forgiving, with a tendency to oversteer when you come off the throttle quickly. Fuel economy numbers are about the same: 34 mpg overall for the manual vs. 33 for the auto.

Here's a look at tester's notes from the two Yaris logbooks:

"Engine has to work hard to merge on the highway."

"Handling is responsive--more so than the Kia Rio--but the electric steering is a bit light at low speeds."

"The automatic transmission is smooth and responsive...and communicates well with the engine."

"The automatic sedan feels more responsive than the manual hatchback."

"The manual shifter is a bit stiff."

"[The manual version] is hard to drive smoothly: the clutch is too close and you can't modulate it for smooth starts or shifting. The brake pedal is too close to the throttle, too."

"Lots of road and wind noise on the highway."

"Interior packaging not nearly as clever as the Honda Fit."

"Center-mounted speedometer is hard to read."

"Sedan version feels more substantial than the [outgoing] Echo in terms of interior quality and equipment."

"This replaces the Echo? Seems like not much of a leap."

"[The hatchback's] austere interior has lots of switch blanks, hard-to-reach manual window cranks, and old-fashioned mirror adjustments. Even the rear seat looks like it came out of a '72 Chevy."

"Not too comfortable for me: the dead pedal is too close, the non-telescoping wheel is way too far away, the seats lack lumbar support, and the cushion is too short."

"Climate controls are a bit low and canted backward, making me study them more than I should have to."

"The radio displays are hard to see in the daylight."

"Rear seats [in the sedan] are actually quite useable for kids without putting the front seat passengers too far into the dash."

"Not great fit and finish - there are exposed screws, bad fitting passenger cup holder and seams about the air bag."

"For an additional $2,000 [for the sedan], you get so much more car than the bare-bones hatchback."

"[The sedan version] feels much more substantial than the hatchback, which has fewer storage pockets and a different climate control arrangement."

"If the Yaris is selling at list price, you can probably buy a much nicer Corolla for the same price."

"Not one of Toyota's better efforts."

"What is a 'Yaris,' anyway?"
(According to Toyota, the Yaris name "...stems from the Greek goddess Charis, the symbol of beauty and elegance; the city of Paris, a cultural epicenter; and the German expression of agreement 'ya.'")

As you might expect, the Yaris shows that Toyota doesn't hit a homerun every time. Although it's a new design, we think the Yaris needs to go back to the drawing board.

--Mike Quincy