Why you should buy the 2009 Mercedes ML320 BlueTEC:
You equate sitting up high with safety, diesels with saving money, shiny things with luxury, comfort with performance, shopping with sports, and CSI with entertainment. As a member of the mass affluent you're not rich enough to be special, but have enough money to at least think you are. You married your husband for his money.

Why you shouldn't buy this car:
You have a strong aversion to minivans, ones masquerading as SUVs or otherwise. As a member of the truly wealthy, you need a vehicle that conveys the blue color of your blood and can be used to haul dead game back from your shooting estate. You thought diesels were supposed to be fuel efficient. You thought Mercedes were supposed to be made in Germany by lab coat-wearing, scheisse porn-enjoying technicians. You married your husband for his money, but in this case its real money.

Suitability Parameters:
Speed Merchants: No
Fashion Victims: Yes
Treehuggers: No
Mack Daddies: Yes
Tuner Crowd: No
Hairdressers: Yes
Penny Pinchers: No
Working Stiffs: No
Technogeeks: No
Poseurs: Yes
Soccer Moms: Yes
Nascar Dads: No
Golfing Grandparents: Yes
Very Serious Businessmen: Yes
Sheiklets: No

Also Consider:
• Lexus RX 400h
• Land Rover LR2
• Volkswagen Touareg TDI
• Audi S6 Avant
• BMW X6 xDrive35i
• 1984 300 TD Wagen with suspension lift kit

Vitals:
• Manufacturer: Mercedes
• Model: ML320
• Model year: 2009
• Base Price: $48,600
• Price as Tested: $58,165
• Engine type: 3.0-Liter V6 Diesel
• Horsepower: 210 HP @ 3800 rpm
• Torque: 398 lb-ft @ 1600-2400 rpm
• Transmission: 7-Speed Automatic w/paddles
• Curb Weight: 4,974 lbs
• LxWxH: 188.5" x 71.5" x 83.7"
• Wheelbase: 114.7"
• Tires: P225/50 R19
• 0 - 60 mph: 8.0 seconds
• Top Speed: N/A
• EPA Fuel economy city/highway: 18/24 MPG
• Jalopnik Fuel Economy: 23 MPG (city/highway mix 25/75)
• NHTSA crash test rating: *****/*****

Also see:
• 2009 Mercedes ML320, Part One
• 2009 Mercedes ML320, Part Two

Exterior Design: ****
Compared to the boring first generation ML, the new one is a dramatic step forward. Compared to the rest of the midsize SUV market it's still rather exciting, embracing a flowing profile enhanced with some neat details. The three-bar grille is cleverly indented and, with a satin finish, nicely offsets the rest of the vehicle. Whereas most SUVs finish with a large, flat window bordered by a E-pillar, Mercedes has eschewed past standards in favor of a rearward-slanting C-pillar, giving the appearance of a rear window wrapping around the greenhouse.

Interior Design: **
This SUV has a well-designed and comfortable cockpit, but there's some strange materials and supremely stupid ornaments. The seats are well-sized and feel snug yet unrestrictive, but are unfortunately covered in MB Tex, a nasty fake leather. The column-mounted shifter isn't intuitively designed, but it opens up the center console and leaves an excellent amount of space. The LCD screens behind the front seats are large, clunky and protrude so far it causes claustrophobia. It's almost tacky. On the other hand, the interior lighting is wonderful and casts a warm light over the attractive wood touches. Then there's the size; it's big on the outside and tiny on the inside.

Acceleration: **
Put foot to floor and the turbodiesel throws its torque behind the heavy package. It's not overwhelming but there's a great feeling with all of the torque available low in the range, revealing nice grunt at around 2,000 RPM. Unfortunately, any acceleration other than from a dead stop will cause much displeasure from the 7-speed transmission while it tries to figure out what gear to choose. This is the fault of programming on the intake side, which we'll get to later. Great torque, bad management.

Braking: ***
The ML's 13-inch brakes provide the sort of smooth and gentle glide you'd expect. Given the vehicle's heft I'd prefer a stronger and firmer feel but, honestly, the types of drivers who choose an ML are the same who slam on the brakes at the slightest hint of trouble so maybe they're doing us all a favor.

Ride: ****
This is one smooth-riding car in the true tradition of Mercedes. Even across the worst streets Texas could throw at a vehicle, the ML320 swallows the bumps and uneven surfaces. There's a "sport" and "comfort" mode for a choice in driving styles but, even in "sport" mode it's glass smooth. The big knock against it is, from the enthusiasts perspective, it leads to dull handling. But this isn't an enthusiast's car.

Handling: **
What has always impressed me about most Benzes is the ability to produce a ride so steady you could keep an uncooked egg on the dash coupled with handling, though not BMW-level in its exhilaration, that's extremely competent. Unfortunately, this didn't translate well to the latest ML. Unlike most SUVs there isn't an excess of body roll, but there's no steering feel. Not only is it numb, it's downright difficult to operate. My old diesel Mercedes sedan had a Wheel-of-Fortune-sized steering wheel and, sadly, this is what was carried over to the latest generation of diesels. At least the older one had a quick steering ratio, allowing predictable turns. Not so much with the ML

Gearbox: **
It's hard to judge the 7-speed transmission, which does an admirable job of keeping the mileage high and revs low in seventh, without judging the mechanics behind it. Specifically, we're displeased with the intake and injection programming, which doesn't react to the position of the throttle but rather reads a difference. So, if you're already on the gas and move from 30% of throttle to 50% it doesn't read it as going to half-throttle, it reads as "go faster" and thus doesn't make a big change. In practice, acceleration feels strangely disproportional to throttle input. Even with this fixed, and the rather quick shifts, we're not sure if seven isn't overkill.

Audio: ****
The Harmon Kardon LOGIC7 surround sound system has a stupid name but sounds great. When you buy a premium auto you expect premium sound and the crisp speakers coupled with the powerful subwoofer do the trick. The iPod integration is perfect, allowing easy selection of songs and the additional option of a straight audio-in port is much appreciated for those still not rocking iPods. If we have one complaint about the system, it's with the steering wheel controls, which are far from straight-forward.

Toys: ***
Heated steering wheel? Really? Perhaps the Texan in me couldn't appreciate the additional heating package, but if I go back in my head to when I lived in Illinois I'd probably have also felt it ridiculous. As for the real toys, the Mercedes COMMAND system is at least as frustrating as iDrive. The maps for the GPS system are well-designed but the buttons are a generation behind even cheap domestic systems. I've already complained about the LCD screens in the back, but their use and function are also unnecessarily complex. As with the powertrain, it's good stuff poorly managed.

Value: **
At the base price of $48,600 the ML320 BlueTEC is, in comparison to the $47,100 gas-powered ML350, a good value, providing more power and improved economy at only a slight premium. On the other hand, the addition of the rear-seat entertainment system, the heating package and the audio package jacked the price up to nearly $60K, which is an awful value, especially considering that this is essentially a glorified minivan with fewer seats.

Overall: ***
Considering our love of diesels and our dislike of marshmellowy SUVs I feel conflicted with the ML. There are a lot of aspects the target buyer will like and, actually, it's one of the most attractive four-door Benzes. Unfortunately, for everything I liked about the ML320 there was something that made me either bored or seriously displeased.

The ML gives SUV drivers a luxurious package with semi-impressive mileage that averaged north of 23 MPG over 450 miles and 75% highway driving. Not bad, but not earth shattering either, especially given the current cost differential between gas and diesel. The driver seeking true performance will find the turbo diesel boring and the buyer looking for supreme luxury will, in the end, be disappointed by the material choices and lack of space.

Also see:
• 2009 Mercedes ML320, Part One

The minute I knew I'd be reviewing the diesel-powered Mercedes ML320 BlueTec crossover I drove with my grandparents to Austin to spend some time with my grandmother's German friends Annalie and Boris. True to his heritage, Boris still owns a diesel Mercedes sedan and I wanted to see if this new, ‘Merican-made Merc could live up to his expectations.

While loading my grandparents into the ML, setting out for Austin, I was reminded senior citizens pack well. There was a box of tissue, though no one had a cold. There were a dozen magazines, though the trip was only a couple of hours. There were extra pairs of shoes packed, though we only planned to stay overnight. There was even a bottle of vodka, though I did think they'd find a use for that. Conveniently, there was plenty of room in the "truck" for all this gear.

As we start the journey my grandparents marvel at the incongruous mix of luxuries and near-luxuries the ML320 affords. The material is faux-leather MB-Tex, which is short for soft but disappointing. The LCD screens embedded in the front seats are large and impressive, but they just stick out so far I'm afraid I'm going to put my dear grandmother's head through one of them if I hit the brakes too hard. They love the backup camera even though it's the least helpful one I've ever used. The sound system is pretty good, at least good enough to get my grandmother, who can't hear very well to be able to pick out a Jay-Z/Pavement mix as "Hip Hop."

On the road the vehicle continues to impress the passengers, though I'm less than moved. It handles well for its size and is undeniably smooth sailing, almost to the point of lulling the driver to sleep. The turbo diesel V6 is torquey, providing überthrust at low RPM. Unfortunately, the 7-Speed "driver adaptive" transmission is more interested in squeezing out the last drop of pee-scented diesel than "adapting" to my driving style of screaming onto the Interstate.

Climbing into a hillier, more affluent part of Austin we blend in well. Here this is the "small" Mercedes-Benz, impressing no one with its near-$60K price. The nav did a good job of getting us to our destination, but Gigi complained it wasn't the "more scenic" route we often take. There's no button to select a grandma-approved route.

Taking advantage of some time spent "resting their eyes" I sneak off to visit some old, but much younger friends. These would be the same people who remember my previous Mercedes diesel, a 1982 300D with five-cylinders of un-turbocharged molasses short on speed but brimming with character. To them, this Benzie is a bit more impressive (and equals the annual wage of any two of my friends combined). Even better than the price, I show off the adjustable suspension and raise the ML320's height to a point where I can roll over the parking barriers with ease. A feature that likely gets used more frequently at Neiman Marcus than in the woods.

When I get back to Annalie's house the vokda is gone.

Somehow, the whole group was up by 7:30 AM and ready for me to drive them for a Tex-Mex breakfast. This was my chance to grill Boris. As you might expect, Boris lives up to the stereotype and owns a late ‘90s E300 turbo diesel. He admits this current iteration, with its bells-and-whistles, is quicker and probably better. Unfortunately for me, he doesn't seem interested in a trade. He loves his sedan. He loves the look. He loves the mileage. This white SUV is nice, but it's clearly more of an American status symbol thing than what either of us thinks of as a true touring Mercedes.

This isn't to say a Mercedes can't be an SUV, it's just to say this particular Mercedes has had all of what we love about Benzs engineered out of it. Boris' car is unapologetic about its German-ness. Merely stepping into an older Mercedes, the heft of the door as it locks into place, sends a message. Driving one, even my older 300D with its relatively sluggish performance and putt-putting engine, transmits to the driver a sense of strength that has nothing to do with airbags or anti-rollover protection and everything to do with a well-built machine equally capable of driving the Autobahn as it is crashing through a bank wall. It's like driving a luxurious tank. The ML320, sadly, masks this connection behind a layer of marshmallow creme.

The trip back is comfortable. No one is hungover. I ignore the nav system and take the pretty way home even though I'm hours late thanks to the slow way in which older generations eat breakfast. I put on a newer comedy album hoping the comic's mellow style lands with my grandparents. It doesn't. Then I put on a Woody Allen comedy album from the 1960s. Huge hit.

What's old isn't necessarily bad but, in looking back on three generations of diesel Mercedes, what's new isn't necessarily better. It's just newer.

As we mentioned last night, the Volkswagen Bluesport concept is powered by a 180 HP turbodiesel motor mounted amidship. Despite its concept status, VW is promising fairly realistic performance. This includes a 0-60 MPH time of 6.2 seconds and a top speed of 140 MPH. Though not Prius-killing, the 42 MPG combined mileage (we're guessing in the European cycle) is impressive for a sports car and would surely top any known competitors.

As for production, there's no definite word though the design looks closer to a production vehicle than most we've seen. The highlight of the VW press conference? Listening to President and CEO of Volkswagen of America Stefan Jacoby pronounce Chatanooga was high on the list. But the breakdancers who introduced the car, followed by the dozens of carnation-wielding kids, take the cake.

In theory, the 2010 Jaguar XF S was fitted with a diesel V6 in order to help raise the brand's eco cred and lower their C02 emissions. In reality, the XF S gets enough torque to push the luxury saloon to the 60 MPH mark in less than six seconds, faster than the normally aspirated V8 version and less than a second slower than the supercharged V8.

The new 3.0-Liter twin-tubro AJ-V6D engine offers a 16% increase in power and 15% increase in torque, helping to lower the 0-60 MPH time by nearly two seconds and stretching the top speed to the 155 MPH electronically limited level while at the same time increasing mileage by 12% over the smaller engine. Me-ow. Of course, you can't get one here.

Full details, if you can stand it, in the press release below.

THE NEW JAGUAR XF DIESEL S
"The new XF V6 Diesel S – combining superb performance and excellent fuel economy – sets the pace with acceleration from 0-60mph in 5.9 seconds, a maximum speed of 155mph, yet delivers an average fuel consumption of 42mpg and CO2 emissions of 179g/km: Truly the best of both worlds!"
Mike O'Driscoll, Managing Director, Jaguar Cars

THE NEW XF DIESEL S – In Brief

* The most advanced, powerful and efficient Jaguar diesel ever
* New 275PS high-performance XF Diesel S featuring Jaguar's new AJ-V6D Gen III S 3.0-litre diesel engine delivering a massive 600Nm of torque
* 0-60mph in just 5.9 seconds, 50-70mph in just 3.2 seconds and a maximum speed of 155mph, yet combined fuel economy of 42.0mpg – 12 percent better than the acclaimed 2.7-litre V6 diesel engine
* Emits just 179g/km – a 10 percent reduction in CO2. Conforms to EU5 emission regulations using conventional exhaust after-treatment
* 33 percent more powerful and 61 percent more torque from 1500rpm than the 2.7-litre V6 diesel

"With CO2 emissions of 179g/km, 42mpg average fuel economy and 0-60mph acceleration in 5.9 seconds, this is another great example of Jaguar delivering unrivalled performance while at the same time taking the level of refinement in diesel engines to a whole new level."
Mick Mohan, Jaguar Programmes Director

When it was introduced last year, the XF was recognised as a dramatic expression of a bold new Jaguar design language. It also soon became apparent that here was a car where the driving experience exceeded the expectations created by the striking appearance. Now, the new XF Diesel S takes this driving experience to new levels, shifting the balance even further towards dynamic performance while still retaining the XF's core values as a refined and luxurious sports saloon.

Distinguished by 19 inch wheels, an aerodynamic boot lid spoiler and discreet 'S' badging, the car that defines Jaguar sporting luxury is even better for the 2010 model year, with a stunning new high-performance diesel. Powered by a 275PS engine, the Diesel S gives the XF outstanding levels of performance, accelerating from 0-60mph in just 5.9 seconds, 1.8 seconds quicker than the excellent 2.7-litre model. In-gear acceleration is equally impressive, with a 50-70mph time of just 3.2 seconds. Maximum speed is electronically limited to 155mph.

Featuring parallel sequential turbochargers to help deliver the high levels of power and torque seamlessly and with effortless flexibility, this engine is perfectly matched to Jaguar's sophisticated six-speed ZF 6HP28 automatic transmission.

"The new parallel sequential turbocharger system on our new V6 diesel delivers V8 levels of performance from very low revs. It's a power unit that offers superb flexibility and remarkably low fuel consumption and emissions, while building on the refinement that has become a trademark of our Jaguar diesel engines."
Ron Lee, Group Chief Engineer, Powertrain

There is an equally impressive 240PS version of the new 3.0-litre engine available too, which produces 16 percent more power and a 15 percent increase in torque over the 2.7-litre diesel, allowing the XF to reach 60mph in 6.7 seconds. Its 50-70mph time of just 3.7 seconds is only fractionally slower than the 275PS Diesel S model. Maximum speed is 149mph. And like the 275PS engine, these great performance leaps are achieved with combined average fuel consumption of 42.0mpg – an improvement on the 2.7-litre diesel of over 10 percent – and a CO2 emissions rating of only 179g/km.

There are also significant trim and specification changes – including many new features – and the introduction of a new luxurious Portfolio derivative as part of the core range. For Jaguar and the new 2010 model year XF, the high-performance diesel has truly arrived.

The acclaimed XF 2.7 Diesel has won several accolades, including in the UK What Car magazine's 'Diesel Car of the Year' and 'Car of the Year', What Diesel magazine's 'Diesel Car of the Year' and the Association of Scottish Motoring Writers' Best Diesel of 2008.

The new AJ-V6D Gen III engine – In detail

Drawing on the experience gained in designing the original, acclaimed 2.7-litre engine, the new 3.0-litre AJ-V6D Gen III diesels demonstrate that it is possible to deliver improved performance, while reducing CO2 emissions and fuel economy. In the XF, the new engine produces 10 percent less CO2 than the 2.7-litre, while power has increased by 33 percent in Diesel S guise. As well as tackling CO2, the new 3.0-litre engines meet the forthcoming EU5 regulations, due to come into force at the start of 2011. And these great performance leaps are achieved with combined average fuel consumption in both models of 42.0mpg – an improvement on the 2.7-litre engine of 12 percent.

Twin-turbos – maximum efficiency, instant response

A key feature of the new engine is the unique, parallel sequential turbocharger system, the first of its type to be fitted to a V-engine anywhere in the world. Delivering high torque throughout the entire engine rev range, improved throttle response and low CO2 emissions, the twin-turbochargers work sequentially to deliver unrivalled response and best-in-class torque – an impressive 61 percent more than the 2.7-litre diesel from 1500rpm – while packing a huge punch at higher engine speeds.

For most day-to-day driving, including motorway cruising, a responsive, variable-geometry primary turbocharger does all the work, while the smaller, fixed-geometry, secondary turbo is dormant, saving energy and improving efficiency. When the engine revs climb above 2800rpm, the secondary turbo is brought on line within 300 milliseconds, smoothly and seamlessly boosting the engine output with no discernible turbo-lag or power-step.

Driving a turbocharger requires pressure from the exhaust, creating pumping losses in the engine and increasing fuel consumption. To alleviate this, valves under the control of the engine management system isolate the secondary turbocharger both from the exhaust stream and the engine inlet tract when it is not required.

Some twin-turbo systems rely on a smaller turbo for primary use, only using a larger turbo when higher power is required. Though effective, this has the disadvantage of raised exhaust pressure and increased pumping losses. The Jaguar system uses a larger, variable-geometry turbocharger more of the time, which not only reduces pumping losses, but also improves fuel consumption and CO2 emissions.

Jaguar engineers particularly focussed on the issue of turbocharger 'lag' at low engine speeds. The new AJ-V6D Gen III 3.0-litre diesels significantly out-perform their rivals by delivering 500Nm of torque in only 500 milliseconds from idle.

Third-generation commonrail

A new commonrail fuel-injection system delivers up to five injections on each cycle at a pressure of 2000bar. Each injector tip is perforated by seven holes through which finely atomised fuel is sprayed into the cylinders. The high-pressure injection increases power, improves economy and reduces both CO2 and particulate emissions. New, third-generation high-speed piezo injectors allow up to five precise injection events during each combustion cycle, minimising engine combustion noise.

Piezo crystal 'packs' operate each injector by expanding when an electric current is passed through them. They react virtually instantaneously but can make a distinctive click when fired, which can add to diesel engine noise at idle. The crystals in Jaguar's new injectors are fitted nearer the tip, meaning they are mounted deeper inside the engine providing better sound insulation and quieter operation.

Another new feature of the third-generation fuel-injection system is the metering mode. Traditional diesel commonrail fuel pumps oversupply the injectors, with the surplus being returned to the fuel tank. During this process, fuel temperature increases and cooling it again consumes considerable amounts of energy. In metering mode, the pump delivers fuel to the injectors only at the rate required. Consequentially, there is no rise in fuel temperature and no wasted energy.

Compact, light and clean

The two cylinder heads, with four valves per cylinder, are made from aluminium and the cylinder block is made from compact graphite iron (CGI). The higher tensile strength of CGI makes it possible to cast a smaller block; some 80mm shorter than a conventional 'grey' cast iron equivalent.

The new, water-cooled, exhaust gas recirculation system (EGR), important for reducing pumping losses and emissions of NOx in a diesel engine, is more efficient and consumes less power than the 2.7-litre unit. The valves that allow exhaust gas into the system are located on the 'hot side' of the engine nearest the exhaust manifolds; these valves never cool while the engine is running, so there is no condensation of combustion deposits which occurs on engines fitted with 'cold side' valves, hence the EGR system always works at maximum efficiency. Since the EGR cooling is so effective, exhaust gasses can bypass the system and return to the exhaust pipes, allowing faster engine warm-up from start-up and reducing emissions still further.

EU5 emissions regulations have been achieved ahead of the 2011 legislative timetable using conventional diesel oxidation catalysts and diesel particulate filters (DPFs). NOx levels are reduced at source through the combustion system design, the addition of the new commonrail injection system and the new EGR system with by-pass. As a result, specialised NOx exhaust after-treatment is unnecessary, avoiding a potential cost and the need to use additional precious metals in the exhaust system.

Remarkably quiet for a diesel

The CGI cylinder block and new piezo injectors reduce combustion noise in the engine. Multiple, precise injections of fuel on the combustion stroke also reduce combustion noise and all engine covers including camshaft covers, front covers and the sump have been optimised to subdue radiated noise. Engine enclosures have been ribbed to minimise radiated noise and the sump pan is manufactured from sound deadening steel (SDS), comprising a polymer layer sandwiched between two layers of steel.

Internal friction, a major contributor to unnecessary fuel consumption, has been addressed by careful optimisation of the crankshaft, valves and pistons. All these features combine to make the new Jaguar AJ-V6D Gen III engines amongst the quietest premium diesels on the market.

A major step forward

With its parallel sequential turbocharger system, third-generation commonrail fuel injection system and fully optimised EGR system, the new 3.0-litre AJ-V6D Gen III diesel sets new class standards when it comes to power, response and refinement in the premium diesel segment.

"The new XF challenges the rules and redefines Jaguar sporting luxury. Our designers and engineers have worked together to develop elegant, inspired solutions to complex technical challenges. It's a simple but very effective philosophy and the result is great new products like the new 3.0-litre diesel XF."
Mike O'Driscoll, Managing Director, Jaguar Cars

[Source: Jaguar]

According to Lamborghini's Chief Engineer, Maurizio Reggiani, it is on the table for the sedan:

“The pressure is already on us to do something significant to lower CO2,” “We will never offer our super-sports cars with diesel engines, and we will never resort to turbocharging for those cars either; to do either would betray our heritage and customers, and for Murcielago and Gallardo we can make the savings in other way. But the opportunity is there to develop a turbocharged, maybe even a diesel engine for Estoque, and since the car could be well-priced and could sell in quite large numbers for us, it’s a big chance for us. No Lamborghini will ever emit 120g/km, but still we have to improve our figures and make progress.”

Here's a crazy thought: what about a turbodiesel? We think we've driven one that could fit the bill and provide lower emissions. [4 Wheels News]

Though perhaps a small note in the story, the engine is over 2.4 inches shorter front to back than Subarus 2.0-liter four cylinder gasoline EJ20. That's impressive considering the new block is stronger and up to 10 kg lighter than it's inline competitors.

Subie's also shifted to a fracture split bearing for the crank end of the connecting rods. What does that mean? Well, the connecting rod is forged as one unit, complete with holes at the crank bore and wrist pin ends. Machining operations clean up the surfaces and create the threaded holes for the bearing cap bolts, then the rod is scored along the split plane of the crank end bearing with a high powered laser. An expanding mandrel is then inserted and breaks the end of the rod in a controlled manner inline with that laser etching. The rough surface remains and acts to positively locate the connecting rod cap in space without any fancy machining.

Fuel is delivered through a positively massive high pressure fuel rail operating at around 26,000 PSI. The actual injection is handled by Denso developed units and are based on solenoid technology. Subaru has indicated the next generation may utilize Piezo injectors, and thus operate at even higher pressures for the next level of emissions regulations. For a little fresh air to go with that fuel, the turbo is a variable nozzle geometry unit mounted close to the manifold to reduce turbo lag and can spin all the way up to 190,000 RPM. There was a bunch of other stuff having to do with emissions and all that good stuff, but thats boring, so go read that yourself if you like.

Interestingly, the engine is only currently planned with a 5 speed manual — with taller gears due to the high torque available. Speaking of power, lets remember this thing is planned currently to put out 147 HP at 3600 RPM and 258 lb.ft. at 1800 RPM. We're not what you'd call experts, but thats a pretty healthy bite of grunt down low. With the inherently smooth operation of the boxer design, and the apparently compact and relatively lightweight design, this seems like a winner without consequence. Though it's widely anticipated this engine will eventually make from Europe to the US, nothing has been confirmed yet, but we can only hope. [TechOn]

Stop! Stop the video right now. I know it's tempting to run it, but we need to tell you exactly what we did first, by the numbers, so you can fully grasp the dramatic results. On the way to and from the Chicago Auto Show—overlooking the comedic jackassery Ray provided—our mission was to see how high we could push the mileage on these cars while driving them in the manner of a your average skinflint consumer. We hacked nothing off the cars to reduce weight, and we added no special taping or streamlining to enhance the aerodynamics. In fact, we really didn't do nuthin' to enhance the mileage capabilities of these rides. As for go juice, the newly de rigeur low-sulfer diesel fuel, as sanctioned by the EPA, was used in all tests. Same stuff you get when you pull up to the pump.

The 2007 Honda Civic 2.2 i-CTDi was tested under what we considered a "normal use" situation, one occupant (myself), with a weekend suitcase and a computer bag. The 2007 Audi Q7 4.2 TDI was tested with myself as the driver and the same cargo setup, but with the addition of our esteemed videographer, Mr. Mark Arnold, and his gear. Again, we recognize we didn't subject these vehicles to precisely the same conditions, but to conditions we consider the average load for each.

The route to Chicago we chose testing the Civic was notably unexciting. We set aside a roughly 105 mile path between the easternmost convenience plaza after the I-69, Toll Road 80/90 interchange, and the Portage convenience plaza. For reasons of personal incompetence, the eastbound return trip occurred between the same Portage convenience plaza and the first northbound I-69 exit after the the 80/90 to I-69 interchange. The only techniques in play where a judicious use of the gas pedal, coasting (for the manual-transmissioned Civic), and drafting behind semis, which was done at a safe but useful two-to-three car lengths. Jalopnik and Gawker Media in no way endorse tailgating semis, so copy this experiment at your own risk.

Now, restart the video.
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Yes, we know, 72.4 mpg is batshit cazy, but settle down, 'cause you haven't heard the Q7 numbers. Would you believe that a power plant capable of 550 lb.ft. of torque and a 6.4s 0-62 mph time, lugging around 5100 lbs and two svelte bloggers, returned 33.2 mpg? What was that about not handling the truth? Below are the conditions and calculations:

We are aware the gallons of fuel on the video for the Civic doesn't match with the calculation above, but we gave it a second squeeze and the final result was what you see. We have the goddamn receipts, skeptics. Soooo, the upshot? Here we have two stock vehicles you can't get in the US, delivering what everybody in their right mind would call impossible mileage, with little effort under less than ideal conditions. What does that mean to us? Well, it means all that bellyaching from automakers about unachievable CAFE targets and the less competitive, unsafe vehicles that would come from high targets is total, unadulterated bull-pucky. The solution to this pressing mileage-target legislation is an absolute no-brainer: Drop a diesel in everybody's lap and call it a day. 35 mpg from a passenger car should be child's play, if done right. This test only confirms—and frankly stokes—our burning desire for good, fun-to-drive, economical diesels on American roads. So where are they? They're elsewhere in the world. But here in the land of freedom and opportunity, the righteous and patriotic boosters of decent mileage numbers are forced to make do with runty gas-burners and do-gooder hybrids that don't exactly reward on the performance front. The times, they gotta change, and there's no reason they can't change like, um, right now.

Video production and voice over credit to Mark Arnold

The Euro spec Honda Civic 5 door we got looks like nothing on the road. Slightly alien, a little bizarre, suspiciously exciting, it's a mix and match of gentle curves and ridiculous angles that all work together to form something that really stands out. Park this at your local Wally World and you're not going to have a hard time finding it. We got comments after pulling into a Taco Bell at two in the morning. Not that the swoopy shape doesn't have it's drawbacks. The giant C-pillars take some getting used to, and while they aren't as bad as the black holes on the Toyota FJ Cruiser, it's advisable to get used to looking twice. The steep, sloping A-pillars do their part to block vision at intersections, but they don't present to much opportunity for trouble. What we don't like at all is the spoiler bump in the rear hatch. It would block headlights at dusk and at night, and it also imposes a claustrophobic feeling when checking the rear view. That said, it's not too hard to adjust to it.

The rest of the interior is a home run. The seats offer reasonable bolster, but are covered in a nice, grippy sort of perforated micofiber. They're adjustable up and down to accommodate drivers of all sizes. The tilting and telescoping steering wheel allows the instrumentation to comfortably accessed. The shifter is very similar to the uniball design Volvo introduced in the S60 a couple of years ago, but it fits nicely with the decor. We're truly smitten with the gauge cluster, however. The layout is shared with the U.S.-version Civic, featuring analog informational gauges down low and a redundant digital speedometer at the base of the windshield. What's different here is the gauges: They're a softly lit, dramatic blue concentric set with a small, square digital LED readout in the center. Not only is it gorgeous, it works great in operation. One unfortunate bauble is the gimmicky start button, which needs to be pushed, in addition to turning the key in the ignition, which is annoying in operation. We want to do one or the other, not both. Back seat? Comfortable, folds really flat for huge pass through storage. Nothing more to say there.

All right already, on to the driving. We want this engine. It does it all: delivers great mileage, supplies torque out the wazoo, has really fun engine response, and boasts a turbo whistle, to boot. At idle, the engine is a bit clattery—moreso than we would expect from a Euro offering—but once you tap the pedal things smooth out. It's a very Honda-like two engines in one: If you treat it gently, the 2.2L 138hp diesel is tame enough for Grandma; but step on it and the rush of torque is smooth and delightful. Redline comes quick at 4,500 rpm, but shifting the six speed manual keeps things in a glorious meaty chunk of 251 lb.ft. of torque. Putting the power to the pavement overwhelms the traction control and you find yourself reaching for the defeat button. Steering feedback is a couple ticks tighter then the U.S. Civic, and cornering is adequate, but the tires give up earlier than the suspension does. Road feel is perfectly acceptable, serving up a comfortable ride, not too harsh, not too soft. Sort of the Goldilocks of suspensions.

This Civic puts a whole new spin on a car we've routinely panned as boring and pedestrian in the U.S. The rare combination of unique styling, magical engine, and very nicely put-together interior has us pining for the car even more now that we've driven it. Despite the flaws, this is a really fun car which spits in the face of the diesel stereotype while embracing its most valuable asset: incredible mileage. Just how good was the mileage? You'll have to come back and find out tomorrow.

Photography by Chris Doane

Power. Absolute and unadulterated power. It extends into every facet of the vehicle; every button, every bolt, every joint and stitch. That sums up the character and content of the Audi Q7 4.2 TDI. It's almost like a throne from which one can exact his will upon the unknowing driving populace. The SUV is so infused with an unrelenting testosterone flush it's nearly impossible to avoid being consumed by its spell. You cannot drive this Q7 without driving it like you own the road.

Unending, unquestioned, at-the-ready torque. Ask and the twin turbocharged 4.2L V8 delivers in spades. With 550 lb.ft. of torque flowing through a well programmed automatic transmission, acceleration is sure, effortless, and intoxicating. Turbo lag is limited; each turbo dedicates its compression to its own bank of cylinders. The first half inch of pedal tip-in oddly provides little or no response, but beyond that, a crush of power is at your beck and call. If you didn't know you were driving a diesel, you would swear a well tuned gasoline V8 or even V10 was planted under the hood as the exhaust note is pure symphony.

With all that stump-pulling power, the all-wheel-drive system in concert with traction control provides sure footing in most driving situations. We will admit that at times the TC was a bit overzealous on icy grades, leaving us spinning tires where a lesser car would have done the job without hesitation. Granted we didn't change any of the settings, but still an annoyance. On the road, the system provides sure handling, especially when the lowest setting on the air suspension is selected. While it's certainly not carlike in its handling, it exhibited behavior much closer to a sedan then an SUV. Steering feedback is direct and precise with the smooth character we've come to expect of Audi's sedans.

When it comes to the interior, there's little to complain about. Coming from owning an A4 as I do, the Q7 is a comfortable and familiar place. Audi maintains the dramatic red lighting of the past and extends it into the intuitive and fairly easy to use screen. A click and rotate knob provides interaction for most car functions, while secondary knobs do the work for heating systems and the radio volume. Unfortunately, our unit was outfitted with a European nav system, so it was rendered useless—unless we were aiming for Bratislava.

An odd feature is the keyless start function. While Audi maintains it's trademark switchblade key fob, you have the option of using it in the ignition switch, or leaving it in your pocket and hitting the "Engine Start" button. The panoramic sunroof is a welcomed option and provides a light and airy cabin, even though everything is swaddled in three shades of pitch black leather. Shift into reverse and the rearview camera displays what's behind you as well as a constantly updated vehicle path on the main screen. While skeptics of such fancy wizardry, this feature in conjunction with perimeter proximity sensors helped us get into parallel spots we would have normally passed on.

Our conclusion is going to look familiar. The 2007 Audi Q7 4.2 TDI does nothing poorly. In fact, we'd go so far as to say it does everything well. We'd go even further and say it excels at a great many things. A bit smitten? Perhaps. But it's been a lot of cars and an even longer line of SUVs since we've enjoyed a motoring experience as much as our time with the diesel Q7.

Photography by Chis Doane

Clean Power with EURO V:
BRABUS PowerXtra D6 BLUE Power Kit for the E 300 BLUETEC
A powerful engine and exemplary environmental friendliness are not mutually exclusive: The motor engineers of BRABUS (Brabus-Allee, D-46240 Bottrop, phone + 49 / (0) 2041 / 777-0, fax + 49 / (0) 2041 / 777 111, Internet www.brabus.com) have developed the BRABUS PowerXtra D6 BLUE performance kit for the new Mercedes E 300 BLUETEC. It boosts power output of the cleanest diesel car on the market by 47 hp / 35 kW. The new BRABUS tuning technology makes BRABUS the first automobile tuner to meet ultra-stringent EURO V exhaust limits which won't go into effect until 2011. The Mercedes E 300 BLUETEC with BRABUS PowerXtra D6 BLUE tuning stayed below permissible exhaust limits of EURO V by up to 65 percent.

Powerful and clean tuning for diesel engines is a long BRABUS tradition. The BRABUS E V8 Diesel from 2001 was the first diesel car ever to be equipped with a particulate filter. It met today's EURO IV emission limits even long before they became law.

Using state-of-the-art test-bench technology in the company-own R&D center the BRABUS development team has developed a special auxiliary module for the electronic engine management system of the E 300 BLUETEC. BRABUS mapping is specifically calibrated to the environmentally friendly BLUETEC concept that features an oxidation catalyst, particulate filter and BLUETEC SCR catalyst.

After the conversion operation, which any authorized Mercedes-Benz dealer can perform, the engine produces 258 hp (255 hp SAE net) / 190 kW at 3,700 rpm. The engine's torque grows by a healthy amount as well: Between 1,600 and 2,400 rpm the torque curve reaches a new high of 610 Nm (450 lb-ft), up from standard 540 Nm (398 lb-ft). Thus powered the BRABUS-tuned car sprints from rest to 100 km/h (62 mph) in just 6.8 seconds and reaches an electronically limited top speed of 250 km/h (155 mph).

In everyday driving the 3-liter V6 engine with BRABUS D6 BLUE kit harmonizes perfectly with the seven-speed automatic gearbox. The engine delivers excellent performance with even further improved pulling power from low engine speeds, which benefits overall fuel economy. Despite the improved performance fuel consumption remains on the low level of the production car.

The BRABUS PowerXtra D6 BLUE power kit for the E 300 BLUETEC is available for 1,790 Euros MSRP. Like all BRABUS components the kit is backed by the one-of-a-kind BRABUS Tuning Warranty® of three years, up to 100,000 kilometers or 62,000 miles (see BRABUS warranty conditions as of November 2006). BRABUS also offers a power kit for the E320 BLUETEC model available in the USA and Canada.

An efficient complement to the BRABUS D6 BLUE power kit is the BRABUS sport exhaust system with four polished tailpipes. The fully stainless-steel exhaust system lends the common-rail diesel engine a throatier exhaust note and optimizes power yield.

To add sporty emphasis to the elegant lines of the W 211-series E-Class the BRABUS designers have developed a sporty aerodynamic-enhancement kit, manufactured from Pur-R-Rim in OEM quality.

BRABUS one-piece and multi-piece light-alloy wheels for the E 300 BLUETEC are available in four different designs and in sizes ranging from 8.5Jx17 to 10.5Jx20. The optimal tires in any size come from technology partners Pirelli and YOKOHAMA, up to the largest possible tire sizes for the E-Class, size 245/30 ZR 20 in front and 295/25 ZR 20 on the rear axle.

Also available for the E-Class sedan are custom-tailored BRABUS suspension solutions such as lowering modules, sporty yet comfortable complete suspensions, a special control module for the optional air suspension, and sport stabilizers that reduce body roll during cornering.

BRABUS high-performance brake systems for the Mercedes E-Class are available in three different versions.

Another BRABUS specialty is the creation of luxurious customized interiors. The range of products includes stainless-steel scuff plates with illuminated BRABUS logo, various types of ergonomically shaped sport steering wheels, and even an exclusive BRABUS interior crafted from a combination of especially soft yet durable BRABUS Mastik leather and Alcantara.

It's not often a design comes along and truly thinks outside of the box. What would you say to a GM developed, 4.5L V8 turbo diesel putting down 310 horsepower and 520 lb.ft. of torque in the footprint of a small block 350? What if we told you that same engine has common rail injection, a variable geometry turbo, no intake manifolds, and the exhaust ports on the valley side? Crazy! Yes - crazy good.

How can you not be utterly blown away with the brilliance of pushing charged air directly into the valve covers and skipping the lower intake manifold baloney? And come on, piping the exhaust gas directly to the center to meet up with the turbo makes us question other engine designers. To top it off, this is just the stuff we know about, GM is sitting on other details until the patents are through. We're taking this standout engine design as a sign of awesome diesely goodness to come. Say it together now - 2010 Pontiac G8 Ute turbo diesel. [via SAE.org]