Derived from the 17th century French aristocrats, Concours d’Elegance stands for a Competition of Elegance.  This term was originally used for judging of carriages and horses that pulled them, but is now used in restored automobiles that have been taken beyond a factory standard. It is basically for a “cherried-out”, or mint condition vehicle.  You know- the kind that gets your attention from a long ways away.

There are several Concours d’Elegance held annually at several locations.  Many of these restored vehicles are not driven but short distances.  Most of them are trailered to the location and very seldom hit a street, to keep the tires clean and the paint from getting gravel pitted.

Concours d’Elegance is a standard of car restoration.  While an amateur restoration might restore a car to factory condition, very few amateurs compete in the Concours d’Elegance, as the standards are very high and the competition fierce between professional car restorers.

That is not to say that a hobbyist could not participate in Concours d’Elegance, they would need to get a particularly rare vintage car and possibly employ the help of professionals on anything they were unsure of during the restoration process. Most of the cars that fall into this Concours-class for competition are among the best restoration jobs done by the best professional restorers.

The body work and paint jobs on these cars are flawless, and the engine parts are so clean you could eat off of them. Concours d’Elegance grade cars are museum quality or held privately by collectors, typically.

Any replacement parts must all be the same production year, and most competitions require they are from the original auto manufacturer.  There are some competitions that may allow after-market replica equipment and replacement parts, though not many.

The judging is more demanding than normal classic car shows, and done by trained judges who are looking for perfection in the restoration and replacement parts, paint job, engine and every other way, in order to receive trophy consideration.

Concours d’Elegance is a class that most experienced car restoration buffs strive for.  Once they have tackled the disassembly and reassembly of a perfected car, a trophy in this type of competition acknowledges their expert knowledge in the car restoration field and these cars fetch much more money on the market than typical restored automobiles.

A trophy, vintage car is a prized possession, not suitable to be driven around, yet fully capable.  For this reason, it can be an expensive hobby or a very lucrative business asset, depending on your motivation. While normal car restoration is not a cheap venture, in some cases, Concours d’Elegance class restorations can be time consuming and must be perfect.

Many car enthusiasts and collectors participate in the Concours d’Elegance, in hopes of receiving trophy recognition on their restored car, to increase its market value.  Much like a purebred champion racehorse, these automobiles are the cream of the crop in the vintage, classic and restored automobile arena.

Competitions of Elegance are held on a national basis in Manhattan, Pebble Beach, Amelia Island and Meadow Brook.  A trophy place in one of these competitions can be the answer to a car restorer’s dream, and an acknowledgement of perfection.

A true car restoration involves putting a car back into the same condition it was in when first sold. Depending on the age of the car, this can become a daunting task. If you have a rusty old vintage car sitting in your garage, what might have started out as a hobby has become a full time job that can last several years.

Sometimes, car restoration may look easier than it is. Not only does car restoration involve the body, but also the interior, engine and other parts that make up the car.  On older cars, it can be hard to get original parts; many of them can’t be bought except at the junk yard. The older the car is, the harder it can be to get parts and for cars that are more rare it can be even harder to find replacement parts for. Many times you will find that you have to settle for aftermarket or remanufactured parts.

If the car has rust on the body, you may have to decide how you will eliminate it, either  by fixing it, replacing it or cutting out the area and replacing a portion of the body panel.  This may involve having an experienced body person do the work because replacing damaged panels may still mean you need a panel beater and cutting out a portion could mean a welder that would be experienced in making the piece fit unnoticeably.

There is more to car restoration than just painting the body and many car enthusiasts don’t find this out until they get started.  Once the body is straight, it will need to be primed and painted, but you need to be sure that the frame is straight, engine parts are complete and the interior is clean to add value to the car before you can call it restored.

When it comes to paint selections, it is important that you research the factory colors of paint that were true to the year of the vehicle. Other important details, like the hubcaps and trim packages are important details to restore a car to its original condition.  Meticulous detail needs to be taken to clean, paint and replace parts.  Many cars are first disassembled and then reassembled piece by piece for repairs, priming and painting.

If you want to get into car restoration, you can find plenty of information in the library or on the Internet.  There are many sources available depending on the level of restoration and the age of the vehicle.  Certain kinds of vintage cars have clubs that hold swap meets, car shows and are a great source for parts, advice and the standards that would be expected for a restored vintage car of that model.

Restoring a car can be a rewarding hobby, or way to make some extra money.  A car that has been restored to original factory condition can bring a profit as many vintage car enthusiasts want to own one, but don’t know how to restore them.

It’s a great opportunity to pick a new hobby or make extra money. You just need to pay attention to detail, and make sure you stick with original parts, paint colors and hire an expert to take care of any car restoration matters that are over your area of expertise.

If there is one thing you have to admit about the Ford Mustang, it's this: the car is a survivor.  For over forty years, this classic American sports car has weathered foreign rivals, corporate crises, and oil shortages.  Today, Ford is capitalizing on the Mustang's tradition and nostalgia value.  The 2009 Ford Mustang featured modern engines, power and performance while retaining an old-school look and feel.  Unfortunately, it also retains its old-school fuel economy.

The new Ford Mustang emulates the muscle car's glory days of the 1960s and 70s, right down to the sound of the engine.  Last year, for the fortieth anniversary of the 1968 movie Bullitt (including a famous car chase scene featuring a Mustang), Ford released the Mustang Bullitt, with trim and styling specially designed to resemble the 1968 Ford Mustang driven by Steve McQueen in the movie.  The Mustang Bullitt features a 315 horsepower (hp) V8 engine, sport-tuned suspension, modified exhaust, and upgraded brakes.

The 2009 Ford Mustang features only small, mostly cosmetic changes from the 2008 model, although major design changes and upgrades are expect with the 2010 model.  Among other minor tweaks, the Mustang V6 and GT have an updated interior trim, multicolored ambient lighting, and a fixed glass roof panel is now optional.

The Ford Mustang features three engines to choose from, the Mustang V6, the Mustang GT, and the Shelby GT500.  The Mustang V6 has a 4.0-liter V6 engine that puts out 210 hp and 240 pound-feet of torque.  Performance is respectable for the Mustang V6, but falls just short of the true muscle-car experience.  Furthermore, the V6 carries a high price for its performance.  The Mustang V6's fuel economy is 16 miles per gallon (26 kpg) for city driving—the same as Ford's Flex SUV.  In an age of high gas prices, the Mustang V6 engine doesn't quite give you enough bang for your buck.

The Mustang GT, however, is another matter.  This 4.6-liter V8 produces 300 hp and 320 lb-ft of torque.  It accelerates from 0 to 60 mph (96.5 kph) in 5.7 seconds, and cover a quarter-mile (0.4 km) of distance in 14.3 seconds.  Finally, the GT500 is a supercharged 5.4-liter V8 engine reaching 500 hp.

The Mustang GT's fuel economy is only very slight worse than the Mustang V6 engine—15 mpg/24 kpg for the GT, as compared to 16 mpg / 26 kpg for the V6.  If you plan on buying a Ford Mustang, be sure to get the GT engine—you will get a lot more power and performance for roughly the same amount of fuel.

The Mustang V6 and GT come in either a five-speed manual or automatic transmission.  The Mustang Bullitt and GT500 are only available in manual transmission.  All engines are two rear-wheel drive.

Ford continues to use the Mustang's old-school solid axle rear suspension design.  Somehow, the engineers at Ford have managed to fine-tune this enough to still provide precise handling and a smooth ride.  This aspect of the Ford Mustang should not be considered a drawback.

As far as safety goes, four-wheel disc brakes and front-seat side airbags are now standard equipment.  Traction control and antilock brakes are optional safety features.  Sadly, stability control is not available.

Overall, the Mustang's power, performance, and timeless retro styling available at a reasonable price make it a tempting purchase.  Although not necessarily in the top tier of sport cars, the Ford Mustang is a very close second.  On the other hand, the classic look and feel went a little too far on the interior styling, resulting in a rather stark, industrial look and feel.  This, combined with the lack of stability control and low gas mileage, make Ford's competitors in the muscle car market look very attractive.

Traditional folk wisdom says that Ford makes great pickup trucks, but only mediocre cars.  Certainly this is true about Ford trucks—the Ford F-Series has been the most popular, best selling pickup in America for over 30 years.  But to say Ford's cars are only middle of the road ignores a long history of successful coupes, sedans, and SUVs.  Some of Ford's most popular cars in recent years include one of each: the Ford F-150 pickup truck, the Ford Explorer SUV, and the Ford Focus sedan.

The Ford Explorer is quite possibly the vehicle that started the SUV craze in the USA, and fifteen years later, the Explorer is still going strong.  The midsize SUV was the first one designed not as a work vehicle, but as an affordable family vehicle with more class and style than a minivan or station wagon.  The current generation, going back to 2002, improves upon previous generations with quiet yet more powerful engines, better safety equipment, and more optional features.  With an improved ladder-frame chassis and independent rear-wheel suspension, the Ford Explorer provides a smooth ride, excellent handling, and a comfortable, roomy cabin.  The four-door Ford Explorer has seating for up to seven people, and can haul up to 85 cubic feet (26 cubic meters) of cargo.  The major drawback of the Ford Explorer is its poor fuel economy, which has led to its declining popularity and sales in recent years.  Still, if you're in the market for a used SUV, the Ford Explorer is still a good buy, and its long production run and wide variety of models mean you'll probably be able to find the exact type you want.

The Ford Focus has been Ford's inexpensive entry-level car since 2000, and has been incredibly popular worldwide.  The Ford Focus is available as a coupe or sedan, and its 2.0-liter 140 hp V4 engine and five-speed manual transmission (four-speed automatic transmission is optional) provides adequate performance for a car its size, but more importantly to the value-conscious shopper, excellent fuel economy.  The Ford Focus has been fine-tuned for responsive steering and handling and makes for a pleasant, albeit not perfect, driving experience.  The Ford Focus has no one single drawback—it is a well rounded, well-designed car.  At the same time, however, its competitors are generally superior in power and performance, handling, ride quality, and cabin quality.  On the other hand, the Ford Focus isn't designed for superior performance or to be a luxury vehicle—its designed to be an affordable, no-frills, all-around solid vehicle.  In this respect, it secedes.  Shoppers looking for a cheap, reliable, entry-level car should put the Ford Focus on their list.

Finally, we come to where Ford really excels: the pickup truck.  The Ford F-series has been the best selling pickup truck in the USA for over 30 years.  The F-150 in particular is Ford's flagship pickup, by far the most popular and best selling of the F-Series.  The secret to the Ford F-150's success is a combination of versatility, performance, and reliability.  The Ford F-150 in near-infinitely customizable. Customer can choose from seven trim levels, three cab styles, three truck bed lengths, three engines, two transmissions, two drive trains, and a partridge in a pear tree.  The Ford F-150 also offered the best hauling and towing capabilities in the full-size pickup class.  It can carry a cargo payload of 3000 pounds (1360 kg) and tow up to 9,900 pounds (4490 kg).  On the downside, Ford's pickup trucks are not known for their fuel economy, and the Ford F-150's handling is not quite as responsive as some of its competitors.  Overall, if you're looking for a solid work truck that can double as a family hauler and is fun to drive, it is hard to beat the Ford F-150.

When you are in a place where you want to work on restoring a car, be aware that you are taking on a big project, but one that many people is worth every bit of time and money they put into it.  There is nothing quite like the feeling of putting together an old car until it looks like the day it was first put up for sale, and while there are some people who do this for money, you'll find that there are far more people who do it for love.

When you are looking around for a car that will be the basis of your restoration project, you will have to do some searching.  It can be difficult to find a car that is just the right mixed of good pricing and work that needs to be done on it.  Remember that when you are looking at a wrecked car that you are going to need to get into it and figure out what the parts are like.  How many of the original parts are going still be with the car, and which of those are going to be worth keeping?  Remember that if you do a complete restoration that even parts that work are going to have to come out if they are not original.

If you are considering restoring a classic car, take some time to think about where you are going to be looking for parts, tools, suppliers and manuals.  For all of these things, and much more besides, most classic car restorers will go to Hemmings Motor news.  Here, you will be able to make contact with people who are selling what you need in order to make your car look like it just rolled off the showroom floor.  You'll also find that this is a great way to make contact with marque clubs for your car, and it can be a good way to move forward when you are feeling a little unsure of yourself.

You may find yourself wondering if you need to think about handing your car over to a shop for the restoration.  The truth of the matter is that when you are dealing with classic cars, you are going to find that you are in a much better place to do the work yourself.  The recent computerization of vehicles has made it a lot harder for a hobbyist to handle, but with a classic car, you are going to find that you simply do not have that problem.  This is a great way to learn as you go.  Remember that before you try anything that you should read about it and figure out what you are looking at when you open up your car.

Restoring classic cars is a great hobby, and you may find that it is one you want to devote a lot of free time and energy to.  Consider what your resources are when you are looking at getting the right kind of results from your endeavors, and just be patient; it takes time, but at the end of the day, restoring classic cars is completely worth it.

After a strong debut last year, the Chevy Malibu maintains its star status this year.  The 2009 Chevy Malibu model includes careful upgrades for better performance and to add useful new features, while at the same time not tinkering with the Malibu's excellent performance and handling characteristics that made it so successful in the first place.

New in 2009 is a six-speed automatic transmission for all trims except the base LS, increasing performance and gas mileage.  Stability Control is now standard in all trim levels.  Bluetooth connectivity allows for easier hands-free mobile phone use.  The power-adjustable pedal option has been removed, however.

The 2009 Chevy Malibu comes in four trim levels: the low-end LS, the midrange 1 LT and 2LT, and the luxury LTZ.  Some of the options on the more expensive higher-trim models can be added to the lower trim levels.

The standard engine available on all Chevy Malibu trims is a 2.4-liter V4 that produced 169 horsepower (hp) and 160 pound-feet (lb-ft) of torque.  The LS equips this engine with a four-speed automatic transmission and front-wheel drive.  The 1LT also has the option of a six-speed automatic transmission.  This engine provides very good fuel economy at 22 mpg (35.5 kpg) for city driving and 32 mpg (51.5 kpg) on the highway.

The 2LT and the LTZ have the option of a more powerful engine—a 3.6-liter V6 that puts out 252 hp and 251 lb-ft of torque.  This engine comes with the six-speed automatic transmission.  Getting gas mileage of 17 mpg (27 kpg) for city driving and 26 mpg (42 kpg) on the highway, the fuel economy for the V6 engine is not as good as for its four-cylinder little brother.

Finally, a hybrid model is available, combining the already fuel-efficient four-cylinder gas engine with an electric motor that does not need to be plugged in and recharged.  The hybrid model is only available with a four-speed automatic transmission.

The surprisingly powerful V4 engine provides decent performance, accelerating from 0 to 60 mph (96.5 kph) in less than 10 seconds.  The V6 engine, on the other hand, is a muscle car engine in a midsize sedan, accelerating from 0 to 60 in 6.6 seconds.  At highway speeds, the cabin is surprisingly quiet due to excellent sound insulation and acoustic-laminated windows.  The Chevy Malibu has excellent handling, cornering precisely and providing a smooth ride even over rough pavement.  The Chevy Malibu's long wheelbase provides lots of leg room for passengers.  The comfortable and supportive seats are highly adjustable, making even long drives relatively easy.

Standard safety features on all trim levels include stability and traction control, antilock disc brakes, and both front seat and side curtain airbags.  In government front and side impact crash tests, the 2009 Chevy Malibu earned a perfect five stars.

To find faults with the 2009 Chevy Malibu, one can to descend to the level of nit-picking.  There is no center arm rest, which may annoy some drivers.  Other drivers find the steering wheel to be too wide and the foot pedals to be inconveniently arranged.  A few key luxury features are not available, such as a GPS navigation system with a head-up display.  The Chevy Malibu can be equipped with OnStar, however, which provides "turn-by-turn" audio directions.  Overall, however, the 2009 Chevy Malibu remains one of the best cars available today in the family-oriented, midsize sedan market.

The loyalty of the Japanese car company Mazda to the Wankel rotary engine is one of curious quirks of the automotive world.  In a way, this makes sense—the Wankel rotary engine is compact and lightweight.  Smaller and lighter engines help produce better fuel efficiency.  It is therefore perfectly suited for a company manufacturing cars for a country like Japan, where gas is expensive and space is precious.  The Wankel rotary engine, however, operates utterly, completely differently from regular internal combustion piston engines, and thus is often poorly understood.  This article will help explain the basic operation of the rotary engine, hopefully with a minimum of technical jargon and in simple enough laymen’s terms to be easily understood by anyone.

The key to understanding the difference between a piston engine and a rotary engine is this: In a regular piston engine, the piston cylinder performs four different jobs in sequence—intake, compression, combustion, and exhaust—that all take place within the cylinder to more the piston.  In a Wankel rotary engine, each function occurs in its own separate part of the engine (that performs only that one job) arranged in a sequential circle around the ‘piston’ (in this case, a triangular rotor).  The ‘piston’ then continually rotates (yes, I said the piston moves) around to the four different parts of the engine to achieve intake, compression, combustion, and exhaust.

In a piston engine, the engine harnesses the pressure, trapped within the cylinder, created by detonating a mixture of fuel and air to move the pistons back and forth.  Connecting rods and crankshafts convert the back-and-forth motion of the pistons into rotational motion used to run the car.

In a Wankel rotary engine, the engine harnesses the pressure of the detonation, trapped in the space between one side of the triangular rotor and the wall of the detonation chamber, to turn the triangular rotor and push it on to the next stage of the ignition sequence (in this case, exhaust).  This spinning rotor is what runs the car—there is no need for connecting rods and crankshafts to convert it into rotational motion—it’s already rotating!

As the triangular rotor turns, first it passes by the intake valve, and the gaseous fuel-air mixture is injected into the space between one side of the triangular rotor and the chamber wall and trapped there.  Second, as the rotor continues to turn, the space between the chamber wall and the rotor side shrinks, and the fuel-air gas is compressed.  Third, as the rotor continues to turn, it drags this compressed fuel-air gas past spark plugs in the chamber wall.  This ignites the fuel-air gas, and the pressure released by the combustion turn the rotor (in fact, pressure from previous detonations is what has been turning the rotor this whole time).  Fourth and finally, as the rotor continues to turn, the exhaust fumes left over from the detonated fuel-air gas is dragged past the exhaust valve and removed from the engine.

Well, that’s the basic operation of the Wankel rotary engine.  Of course, there’s a lot more to the rotary engine—entire books could be (and have been) written on this topic.  Hopefully, this article explained it to you plainly enough to help you understand this brilliant and efficient engine.

The Mazda RX-7 is one of the most famous Japanese sports cars ever.  The sleekly styled two-door coupe featured a unique combination of a rotary engine, rear-wheel drive, and superb handling.  These features, combined with a very reasonable price for a sports car, made it an instant hit.

The Mazda RX-7 was available from 1979 to 1995, and went through three generations.  In each generation, the coupe was completely redesigned to keep on the cutting edge of performance and design.

The first generation of the Mazda RX-7, running from approximately 1979 to 1985, established the car as a small, light, fast sports coupe that handled well and was a lot of fun to drive.  It featured a 100-horsepower (hp) 1.1-liter Wankel rotary engine and a five-speed manual transmission.  Although not the most powerful engine on the planet, the Mazda RX-7's light curb weight, rigid chassis, and optimum 50/50 weight distribution gave the car fast acceleration and great handling.  A more powerful version, the GSL-SE, was released in 1984, replacing the original engine with an upgraded 135-hp 1.3-liter fuel-injected rotary engine.  This version of the Mazda RX-7 could go from 0-60 mph (0-96.5 kph) in under eight seconds.

The second generation of the Mazda RX-7, spanning 1986 ton 1992, completely redesigned the sports coupe from the bottom up.  This time, two models were available, the traditional Mazda RX-7 and the RX-7 Turbo.

The new Mazda RX-7 included a wider track, longer wheelbase, and an independent rear suspension.  Although it was about 150 pounds (68 kg) heavier than the previous year's model, it featured a more powerful engine to compensate.  The same 1.3-liter fuel-injected rotary engine was used, but was capable of 146 hp.  Although just as quick as previous models, the second generation of the Mazda RX-7 didn't handle quite as well.

The Mazda RX-7 Turbo sported a turbocharged 182-hp 1.3-liter rotary engine.  The Turbo could accelerate from 0 to 60 mph (96.5 kph) in just over second seconds.

The 1989 models of the RX-7 and the RX-7 Turbo received an engine upgrade.  The RX-7's rotary engine was now capable of 160 hp, and the RX-7 Turbo could top 200 hp.  A four-speed automatic transmission was available for the first time.

With the second generation, Mazda offered slightly more trim options.  A 2+2 seat version was available (although the rear seats were suitable only for children or people you didn’t like).  In 1988, Mazda also released a convertible two-seat version.

The short-lived third generation of the Mazda RX-7, roughly 1993 to 1995, hit new highs in power and performance.  Unfortunately, it also hit new highs in price, which contributed to its ultimate decline.  Sadly, the RX-7 Turbo line was discontinued.

The new Mazda RX-7's was finely tuned for high racing performance.  Its 1.3-liter rotary engine received another major upgrade, hitting 255 hp and 217 pound-feet of torque.  Acceleration from 0 to 60 mph (96.5 kmph) was reduced to five seconds.  This model of the RX-7 included many performance features, such as a limited-slip differential and four-wheel antilock disc brakes.

This new Mazda RX-7 was light, agile, fast… and expensive.  Mazda seemed to have forgotten that part of the car's original popularity was due to its reasonable price tag.   Prices for the third generation Mazda RX-7 hit the mid-$30,000 (~£25,000), which was expensive for the early 1990s.  After a few years of poor sales, Mazda dropped the RX-7 from the international market.

Mazda is currently developing a four-seat successor model, the RX-8.  Many fans of the Rx-7, however, are still hoping Mazda will release a new version of the RX-7.  Although rumors have circulated to this effect for quite some time, Madza has not yet announced any plans to being back the RX-7.

The BMW car company, specializing in upscale luxury cars, rarely breaks into the top ten best selling car list.  This does not mean, however, that BMW manufactures some serious impressive vehicles.  Rather, not enough people can afford BMW cars for a BMW sedan to outsell, say, a Ford Focus or Chevy Impala.  In the top ten best selling luxury car list, however, the BMW brand makes frequent appearances.  Among their most popular cars are the BMW 3 Series, the BMW 5 Series, and the sporty BMW Z4 M Series.

The BMW 5 Series has a noble history stretching back over thirty years.  The midsize luxury sedan has a reputation for reliability and a near perfect blend of performance, luxury, and roominess.  The current generation of the BMW 5 Series, introduced in 2004, offers a choice of three engines with either manual or automatic transmission. The entry-level engine is a 3.0-liter  inline-6 sporting 230 horsepower (hp), and midlevel engine consists of a twin-turbo six rated at 300 hp, and the high-end V8 engine commends 360 hp.  The BMW 5 Series handles quite well, with responsive, sharp reflexes, corners well, and a stability control system hugs the road.  Drawbacks, as always, include a price higher than most of its competitors.  Another drawback is the BMW 5 Series' iDrive system, which controls audio, climate, navigation, and communication from a single LCD touch screen.  Unfortunately, the iDrive system it not very intuitive, and many have had a rough, confusing time learning to use it.

The BMW 3 Series of coupes, sedans, and convertibles are generally considered to set the standard for sports sedan performance and handling that other car companies have to compete with.  The basic BMW 3 Series engine is a fairly fuel-efficient 3.0-liter V6 that produced 230 hp and 200 lb-ft of torque.  At the higher trim levels, a more powerful version of this engine is available rates at 300 hp and 300 lb-ft of torque.  The standard engine is a little light on low-end torque, but the upgraded twin-turbo engine provides the kind of acceleration on has come to expect from a BMW.  Both engines provide an unparalleled performance, easy handling, and smooth, comfortable ride quality.  The BMW 3 Series has an impressive array of standard safety equipment: antilock disc brakes, dynamic brake control, stability control, front seat side airbags, and full-length side curtain airbags (except on the convertible models, of course).  The biggest drawback to the BMW 3 Series is its cost.  With a fully loaded convertible reaching over $60,000 (over £42,000), most of the BMW 3 Series' competitors can under sell it.

Finally, the BMW Z4 M series is essentially a luxury sports car, specifically designed for superb handling and an easy ride.  The BMW Z4 M is powered by a 3.2-liter 24-valve inline V6 engine that produces a surprising 330 hp and 262 lb-ft of torque. Top-of-the-line performance is provided by a combination of a six-speed manual transmission, heavy-duty clutch, six electronically controlled throttles, and a low-back-pressure dual exhaust system.  Superior handling and a smooth ride are achieved with a strut-type front suspension, central-link rear suspension, a variable differential lock, and BMW's calibrated Dynamic Stability Control.  Safety features include dual-airbag system, side impact airbags, active knee protection, and BMW's advanced Crash Safety Management System.  On top of all that, the BMW Z4 M's V6 engine is comparatively fuel efficient—although if you're thinking about buying this car, you can probably spare the money for extra gas.

The BMW X5 puts more ‘sport’ into the Sport Utility Vehicle.  This midsize luxury SUV is designed for sport car-like power and performance, while still maintaining the comfort, space, and safety of a family vehicle.

New for the 2009 model BMW X5 is a new powerful yet fuel-efficient diesel engine for the BMW X5 xDrive35d trim level.  This twin turbocharged diesel inline-6 engine puts out 265 horsepower (hp) and 425 pound-feet (lb-ft) of torque.  Despite all this power, the diesel engine gives great gas mileage for an SUV, getting 19 mpg (30½ kpg) in city driving and 25 mpg (40 kpg) on the highway.  Even better, thanks to BMW’s new BluePerformance technology which reduced engine emissions, this engine can be sold in all 50 states in the USA.  Other than this new engine, however, there is little else new for 2009, other than tinkering a bit with the names and features of the different trim levels.

The 2009 BMW X5 comes in three trim levels: the basic xDrive30i, the midlevel xDrive35d (with the new diesel engine), and the luxury xDrive48i.  Standard features for all three include cruise control, dual-zone automatic climate control, a panoramic sunroof, powered front seats with diver memory, a powered tilt and telescoping steering wheel, adaptive xenon headlights, and a twelve-speaker stereo system with the iDrive interface.  Instead of dividing special features and options up among the different trim levels, however, BMW offers optional features packages that can be installed in any model.  Their optional packages include the Sport package, Premium Sound package, Technology package, Rear Climate package, Active Ventilated Seat, and, of course, the Premium package.

Three engines are available for the 2009 BMW X5.  The base-level engine for the xDrive30i is a 3.0-liter inline-6 that produces 260 hp and 225 lb-ft of torque.  This engine gets 15 mpg (24 kpg) in city driving and 21 mpg (34 kpg) on the highway.  The second engine available for the xDrive35d model is the new twin diesel engine, which we have already described above.  Finally, the high-end xDrive48i is equipped with a 4.8-liter V8 that puts out an impressive 350 hp and 350 lb-ft of torque that can accelerate from 0 to 60 mph (96½ kph) in 7 seconds.  Gas mileage for this engine is 14 mpg (22½ kpg) in city driving and 19 mpg (30½ kpg) on the highway.  All BMW X5s are all-wheel drive and come with a six speed automatic transmission with manual shift control.

Despite its muscle car aspirations, the BMW X5 performs quite well as a family-hauler.  The BMW X5 can seat up to five passengers, although the optional third row of seating is really only comfortable for children.  With both back rows of seats folded down, the BMW can provide about 75 cubic feet (23 cubic meters) of cargo capacity.

As mentioned before, the goal of the BMW X5 was to take the performance and handling of their sports sedans and translate them into an SUV, and this respect they’ve succeeded.  The BMW X5 is a midsize SUV that handles like a muscle car—especially when the optional active damper and stabilizers are added.  At high speeds, the BMW X5’s offers a high performance and precise handling that is second to none in the SUV market.  At low speeds (VERY low, such as in a parking lot), however, the handling suddenly becomes a bit clumsy.

There are a few downsides to the BMW X5, however.  The ride is not as smooth as one might expect from a luxury vehicle.  The iDrive interface is not very intuitive and quickly leads to confusion and frustration.  And, of course, it commands the hefty price of a luxury model.  While other luxury crossover SUVs offer more utility or are better at going off road, the BMW X5 excels at what it does best: drive like a sports car with superb handling and performance.