2009 BMW 1-Series Preview-part 3

When you get around to the back seats, however, disaster strikes. The multi-link rear suspension, bulky differential, and four-inch wheelbase deficit over the (already cramped) 3-Series mean the 1-Series is a packaging calamity, with miserable rear legroom and extremely limited rear headroom, too. That probably won't worry many of the younger buyers the 1-Series will be aimed at in the States, but in Europe (where people of all life stages buy small cars) it's a serious detraction.

The upshot of the poor packaging becomes apparent when you hit the open road. Unlike the Audi A3, which feels like a stiff-riding VW Golf, and a Mercedes A-Class, which doesn't feel like anything, the 1-Series drives like a proper BMW. The rear-drive chassis is just as balanced and composed as its bigger brothers', while the steering is just as sharp and the gearbox and brakes are every bit as slick as you'd expect. As with most BMWs these days, there's not much in the way of steering feel, however, and on big wheels the ride quality does suffer, but overall it's difficult not to enjoy driving the socks off the baby Bimmer. Fun levels depend heavily on engine choice, of course, which is why we expect most American 1-Series owners will be smiling broadly.

There's no market for the gutless four-cylinder engines in the U.S. so the entry-level 1-Series will probably be the 128i, powered by a 230-hp 3.0-liter six-cylinder engine that's more than up to the task of propelling the hefty 3200-pound 1-Series along. Expect a 0-60 time of around six seconds and a limited top speed of 155 mph.

Enthusiasts will be more taken with the 135i, which will be powered by a 300-hp, 300 lb-ft 3.0-liter, twin-turbo six-banger. Just 40 hp or so down on the old M3, the 135i will be blisteringly fast, capable of hitting 60 in five seconds, reined in at 155 mph. Six-speed manuals and six-speed automatics will be available but those hoping for an M-powered 1-Series will be disappointed -- it's not planned. A ragtop convertible is in the pipeline, however, and will be clogging up the high-school parking lots of well-to-do neighborhoods by 2010.

Rear styling and packaging aside, the appeal of the 1-Series to younger buyers is obvious -- it's aggressive, fast, sporty, and has one of the best badges in the business. However, its success will hinge as much on its price as it does on its image. BMW are hoping that the currency exchange rates will swing in their favor by the time the 1-Series goes on sale in 2008 allowing them to make a little money on the car. Its margins on the 1 are tighter than Audi's are on the A3 so BMW has to tread carefully to avoid ending up with dealer lots full of cars priced too closely to the ubiquitous 3-Series.

The expression might go: "The grass is always greener on the other side," but in the case of the American subcompact market, there might be surprisingly little green for the taking by the time BMW eventually gets there.

2009 BMW 1-Series
Base price: $28,000 (estimated)Engines: 230-hp, 3.0-liter six-cylinder; 300-hp, 3.0-liter twin-turbo six-cylinder
Performance: (est) 128i: 0-60 mph 6.0 sec., 155 mph; 135i 0-60 mph 5.0 sec., 155 mph
Transmission: Six-speed manual or six-speed auto, rear-wheel driveLength x width x height: 166.4 x 68.9 x 56.2 inWheelbase: 104.7 inCurb weight: 3196 lbFuel economy (city/hwy, est): 128i manual 21/30 mpg; 135i manual 20/30 mpgSafety equipment: Front, side, curtain airbags, anti-lock brakes, stability control, adaptive brake lamps
Major standard equipment: CD/MP3 player; climate control; power windows/locks/mirrors, 16-inch alloys, leather steering wheel
Warranty: Four years/50,000 miles

2009 BMW 1-Series Preview-part 2

The A3 has been a surprise hit both in Europe and in America now, too, and its success worried rivals so much they've had to build premium compacts of their own to compete. In Audi's case, engineering the A3 was as simple as re-skinning the Golf, but for BMW, with no partner from which to 'borrow' a platform, they've had to take the 3-Series and shrink it. Fortunately the 1-Series is more than just a 3-Series with the backside hacked off (ah, who can forget the tail-less lizard that was the 3-Series Compact?) -- it's a unique and proper piece of design in its own right.

It starts off well, with its huge headlamp clusters and rather "friendly" expression (compared to the snarling aggression of the rest of the BMW range) and only gets better along the deeply sculpted flanks, bulging wheel wells, and dipping roofline. The recently unveiled three-door hatchback looks even better than the five-door model.

But once you get around to the back of any 1-Series the whole design comes asunder, it seems. The dreary, misshapen rear lamps and drab tailgate are disappointingly bland given how dramatic the rest of the car looks, and I've also observed that the 1-Series is extraordinarily wheel and color sensitive, too. Buy a silver 1-Series on 18-inch alloys and you'll stop traffic. Opt for a dark gray model on 16-inch wheels and you'll constantly lose it in mall parking lots.

Swing open a door and you'll notice the bulk of the dashboard, center console, front seats, most of the door trims, and the whole driving environment come straight from the 3-Series, so they look beautiful and work wonderfully well. From the driver's seat, you're aware that it's a smaller car than the 3-Series (it's almost a foot shorter and two-and-a-half inches narrower), but that's not necessarily a bad thing. It somehow feels cozier and more cosseting than the 3. MORE--

2009 BMW 1-Series Preview-part 1

Is there really room for the 1er -- or for its riders?

The grass, they say, is always greener on the other side. I'm sure every car manufacturer would like to be in the same position as Mercedes, Porsche, and BMW, building cars that really don't cost that much more to design and engineer than basic fodder, but which can be sold at a premium price… and to a seemingly endless line of willing buyers.

It's so lucrative, in fact, that Mercedes was able to "merge" with Chrysler, Porsche is currently "merging" with VW and BMW remains the only totally autonomous carmaker in the world, even if it has started using Peugeot/Citroë n engines to power the MINI.

You'd think they'd be happy with their lot, but no, these companies are constantly expanding into new segments. Porsche, for example, will soon be making more sedans and SUVs than sports cars. Mercedes, meanwhile, is downsizing, with not one but two models smaller than the C-Class in Europe (excluding smart). Audi has scaled down to the A3 (though it canned the slow-selling A2).

BMW, not content with the MINI, also decided to offer the 1-Series to prestige-hungry Europeans. The reason they do this, of course, is not to increase volume or bolster their coffers -- if anything, they're running the risk of diluting the brand and hurting the bottom line with these lower-margin cars. Instead, these compact and sub-compact premium cars are designed to lure buyers into the showroom at a younger age, allowing the carmakers to woo them early and instill in them a strong loyalty to the brand, thereby ensuring a lifetime of valuable repeat business. MORE--

2008 Jeep Liberty Preview

Jeep has redesigned the Liberty sport-ute, sharpening its profile as it did with the new Dodge Nitro SUV and upgrading its fuel economy - as well as adding an open-top version.

The '08 Liberty sports a much more traditional Jeep shape than the soft-sided off-roader that bowed in 2002. The new shape incorporates an overall stretch in length, which in turn increases interior space. A new Sky Slider canvas roof brings the sunshine into the Liberty 's cabin.

The existing 3.7-liter V-6 carries over. It's rated at 210 horsepower and 235 pound-feet of torque. Under the new EPA rules it gets 16/22 mpg, and is now offered with either a four-speed automatic or a six-speed manual transmission.

Two four-wheel-drive systems are offered. Selec-Trac II is a new full-time system, while the less complex part-time system is called Command-Trac. On or off-road, Jeep promises a better ride/handling setup with a newly designed front suspension, a new five-link rear suspension, and a new steering rack.

Standard safety gear includes side curtain airbags, anti-lock brakes, and traction/stability control with rollover mitigation.

New available features include remote start, memory for the power seats and mirrors, and rain-sensing windshield wipers. Chrysler's MyGig audio system is an option, along with DVD navigation and Sirius satellite radio.

2008 Mercedes-Benz C-Class-part 3

In keeping with current trends, the new C-Class is a far cry from the spartan baby Benz. Along with electronic suspension controls and the optional navigation system, there are all the luxury features you'd expect, like power leather seats, and plenty of standard and optional electronics.

Start the list with an audiophile's delight Harmon Kardon Logic7 sound system. Add Adaptive Braking, borrowed from the new S-Class, an intelligent light system that can bend into corners and be adjusted to adapt to country roads or high-speed Autobahns. The Pre-Safe system, which intuits and responds to a potential accident, is also an option.

Standard safety features include six airbags, active head restraints, and extra-large side mirrors with built-in blinkers.

Prices won't be announced until later this year, but we were told the goal was to maintain the numbers at current levels. If that proves accurate, expect a base C350 at around $40,000, and the C300 around $35,000 (a bit more than the current C280).

The original baby Benz was a real eye-opener in its day. The sedan didn't quite live up to luxury expectations, but it certainly stretched the design envelope and helped transform industry boundaries.

The new, fourth-generation C-Class is just about everything earlier buyers would have liked: it's stylish, swift and lavishly-equipped, even without all the option packages. While BMW still sets the benchmark for small and sporty, the new C- gives good chase, and it's hard to find anything more elegant in its class. Considering all the competition, it may be difficult for Mercedes to match the record sales numbers of 2001, but if any car can capture the heart, mind, and pocketbook of entry-luxury buyers, the new C-Class is it.

2008 Mercedes-Benz C350
Base price: $40,000 (est.)
Engine: 3.5-liter V-6, 268 hp/258 lb-ft
Transmission: Seven-speed automatic, rear-wheel drive
Length x width x height: 182.1 x 69.7 x 57.0 inWheelbase: 108.7 in
Curb weight: 3615 lb
Fuel economy (EPA city/hwy): 20/29 mpg (est.)
Major standard features: Air conditioning; power windows/locks/mirrors; AM/FM/CD/satellite radio; keyless remote; cruise control; power tilt/telescope steering wheel; engine immobilizer; alloy wheels; leather power seats
Safety features: Anti-lock brakes, traction, and stability control; dual front, side, and curtain airbags
Warranty: Four years/50,000 miles

2008 Mercedes-Benz C-Class-Part 2

Braving the winds and blowing debris, we carefully circled the line-up of C-Class sedans and were struck by the fact that the cars had two distinctly different faces. For traditionalists, there's the Elegance, which sports the traditional, frame-and-crossbar Mercedes grille along with the classic tri-star hood ornament. The alternative has been dubbed the Advantaged, and it's heavily influenced by Mercedes' flagship sports car, the SLR, with three knife-sharp crossbars for a grille, a massive tri-star framed in the center.

Hoping not to confuse matter, for the U.S. , the Elegance will be offered as the C300 Luxury, while the Advantaged becomes both the C300 and C350 Sport. There will also be a 4Matic version of the C300.

Beyond the distinctions between Elegance and Advantaged , the new car is more curvaceous than the outgoing C-Class, with a sweeping roof line that owes a bit to the CLS, the "coupe-like sedan" that is easily the most beautiful model in the entire Mercedes lineup. The hood is long and muscular, an image enhanced by flaring wheel wells. The deck lid is tall, a must for good aerodynamics, but without that ungainly bulge that weakens the overall feel of BMW's counterpart 3-Series. Mercedes engineers came up with a neat little trick: ventilating rear taillights that replace what would have been awkward rear spoiler lips.

Significantly, "We have stopped the trend towards excess weight," explains Dr. Michael Kramer, the man in charge of product development. "The new C-Class is bigger, but not heavier, than its predecessor." That's especially remarkable considering the new car is a full 76 millimeters, about three inches, wider than the '07 model. Yet Mercedes claims fuel economy has been maintained or improved on every one of the various power train packages.

Though Mercedes has tried to keep things simple for American buyers, it adds a little complication with an optional AMG suspension package. From behind the wheel, you'll spot the telltale push-button on the center stack that lets you switch from a sporty but firm ride to something a little bit softer.

Along with the distinctive grilles, Mercedes has two different cabin configurations, one for Elegance/Luxury, the other for Advantaged/Sport, though they're largely limited to subtleties in color and material. The American Sport model, for example, uses bright aluminum accent pieces, for example, along with perforated aluminum pedals, and gets a three-spoke wheel. The classic package is softer, with less bright work, with a four-spoke steering wheel.

In the monotone package, the expanse of plastic on the instrument panel can be a little overwhelming. The two-tone combination is a marked improvement. But either way, both interiors are notable improvements over the outgoing C-Class, with an extremely attractive three-gauge cluster that looks both elegant and expensive. A nice touch is the new, pop-up LCD screen that is used to operate a variety of vehicle functions, including the optional navigation system. For last year's S-Class remake, Mercedes developed a new COMAND operating system. It is simpler and, to our mind, much easier to learn and use, than the BMW iDrive. The updated system is now used in the C-Class.

No stick allowed

We spent nearly two days driving the new C-Class, though that was only enough time to split between a C350 Sport with the AMG suspension and a C350 Sport with a standard suspension - which, it should be noted, has been updated for 2008. Up front, there are coil spring struts with two-piece control arms. In back, the new C-Class gets a five-link suspension. There are gas shocks and stabilizer bars fore and aft.

Tap the start button, and the sedan fires up with a confident roar. We shift the seven-speed automatic into gear and immediately feel the 258 lb-ft of torque. The 3.5-liter V-6 is a solid piece of engineering, reliable and quick, making a solid, if not segment benchmark 268 horsepower. (For those interested in fuel economy, Mercedes has yet to lock down EPA-certified numbers. But we're told to expect mileage at least as good as the outgoing, 2007 model, which comes in at 20 mpg city, 29 highway.)

We must admit being disappointed by Mercedes' decision not to offer a stick on the C350. If you're wedded to a manual, opt for the C300, with its 3.0-liter V-6 making a still-sporty 228 hp and 221 lb-ft of torque. We can only hope the Germans will eventually add a version of this six-speed stick to the C350 option list.

The 3.5-liter V-6 launches like a cat. It is quick and confident, boasting 0-60 times of 6.3 seconds, with an electronically-limited top speed of 130 mph.

Our C350 whips through a series of traffic circles and one of the first impressions is just how flat the cabin sits. The AMG suspension in our first test car is simply quite remarkable. It does mean a trade-off in terms of ride comfort on harsh roads, but on the smooth tarmac outside Valencia , we can barely tell the difference.

Later on our drive, when we switch to a standard suspension car, we immediately notice more body roll. The car isn't quite as predictable going into corners and you can clearly hear the tires work harder as we race through some hill-country turns. Our conclusion: with the AMG suspension package, the new C-Class does a good judge chasing its arch-rival, the 3-Series. It's not quite there, but darned close, and the added level of refinement of the Mercedes is likely to win over fence-straddling buyers.

Towards the end of this year, Mercedes promises to go a step further, launching a new Advanced Agility System, which will feature three-mode electronically-adjustable damping valves, reinforced torsion bars, more direct steering, an adaptive gearbox, and lower ride height. MORE-

2008 Mercedes-Benz C-Class-Part 1

This year marks the 25th anniversary of the original Mercedes-Benz 190, a little car that led to some big changes, not only in Stuttgart, but across the entire automotive industry.

Whether or not to launch such a small car led to "an intense debate," recalls Juergen Hubbert, the former boss of the Teutonic brand, and a man known to many as "Dr. Mercedes." Back in the early 1980s, the definition of a luxury car was rigid and narrowly defined, perhaps best personified by the likes of the big Benz S-Class and slightly smaller E-Class. A compact? Verboten, argued the traditionalists. But in the wake of the second Mideast oil crisis, consumers were clamoring for something smaller and more fuel-efficient, and the radicals won.

It's easy to understand why there were so many folks inside Mercedes worried about the baby Benz. It was more than just a downsized S-Class - or perhaps less, if you prefer. On the most basic 190 models, there were cloth seats with mechanical adjusters and none of the electronic and mechanical niceties you normally associate with a Mercedes. Wood and leather yielded to inexpensive plastic. The exterior design was clunky and awkward, and the interior layout was unpleasantly inefficient, with virtually no leg room for back seat passengers.

Yet despite its drawbacks, the baby Benz proved an immediate hit with consumers around the world. It quickly demonstrated that size alone is not the measure of a luxury car. And at Mercedes, that led to a dramatic change in strategy. Back in the early '80s, you could count the marque's various models on one hand. Today, you'll run short of fingers and toes, with a range that includes the classic S- and E-; the 190's descendant, the C-Class; the SL, SLK and SLR; the CL and CLK; and, well, the list just keeps going.

Firmly luxury

Today's C-Class is firmly planted in the luxury firmament, and while it lags a bit behind its BMW counterpart, the 3-Series, it's one of Mercedes' best-sellers, accounting for over a half-million sales, worldwide, in 2001. The numbers have slipped by a third since that peak, not entirely surprising as the outgoing C-Class has come to the end of its lifecycle. Now a new, fourth-generation C-Class is making its debut, and to see if it can regain its momentum, TheCarConnection.com hitched a ride over to Valencia, Spain , to spend a couple days behind the wheel.

A sirocco was blowing hard as we landed along the Mediterranean coast - no, not the sporty little Volkswagen, but the intense winds that blast out of Northern Africa and sweep across Southern Europe. The terra cotta roof tiles at our hotel were ripping off with frightening regularity, firing like cannon through upper floor windows, but somehow, the line of cars Mercedes had set out for us survived the onslaught.

For 2008, the automaker will initially offer seven different powertrain packages worldwide, including the gasoline-sipping C180, the peppy C350, and an assortment of high-mileage diesels. Though not on hand for the media preview, we were assured that a high-performance AMG model will follow soon.

For U.S. buyers, the powertrain line-up will be severely curtailed, limited to the C300 and C350 V-6s and, eventually, the AMG. We're also hoping that Mercedes, bent on rebuilding the American market for diesel, will bring over one of those oil-burners as well. MORE-

Test-Driver Jobs -- Could You Become a Test Driver For a Car Magazine?

Being a car-magazine test driver is one of the ultimate jobs for anyone who likes cars. Test drivers get to spend plenty of time in pricey all-out performance machines -- Corvettes, Vipers, and Porsches -- not to mention awesome less-expensive cars like WRX, Mustang, and Eclipse. In addition, test drivers get to go on great trips to exotic locations, courtesy of automakers eager for publicity. Sounds great? You bet. I’ve been doing it since 1999 and I can’t honestly imagine a better job for anyone who loves cars.
Do you have what it takes to join this terrific profession? Ask yourself these questions to reveal whether or not you have the personality to become a car-magazine test driver.
- Are you passionate about cars?
Believe it or not, people occasionally stumble into test-driver jobs despite having little or no enthusiasm for cars. But such instances are relatively rare. And those who do generally don’t go very far or progress very quickly in their test-driver career. Also, it’s not enough to love vintage or collectible cars. Although some publications drive and discuss such wonderful old automobiles, about 99 percent of test-driving opportunities are in new cars. That’s also where the greatest perks and privileges are, thanks to the generous public-relations budgets of auto manufacturers.
- Do you like to share your knowledge with others?
Although driving different cars all the time is obviously a lot of fun, the real meat of a test-driver job is sharing your opinion. That’s what automotive publications do, and those are the people who hire the most test drivers. Therefore, you need to be the sort who likes to tell others what you think.
- Are you interested in a wide variety of cars?
Most test-driver jobs are at publications that review the full range of cars, minivans, SUVs, and light trucks. In other words, until you reach the top of your career you’ll be driving stuff besides exotics and sports cars. Don’t get me wrong, even in the lower-level test-driver jobs you’ll get behind the wheel of Corvettes, Jaguars, Benzs, and other wonderful stuff -- sometimes on race tracks and other performance settings. It’s just that you’ll also be balancing your time in those delights with rounds in more basic cars.
- Do you like to improve your skills and learn?
The basic skills you need to become a test driver aren’t all that difficult, but many of them have to be learned on your own initiative -- there’s no “Test-Driver” school you can sign up for. In addition, you have to keep up with automakers’ ever-changing product lines once you get into the profession. Because of these things, test drivers have to be the sort of folks who enjoy learning new things. But hey, how punishing can it be to read about cars and learn how to express your opinion about them?
If you answered yes to all of these questions, then you probably have the fundamental personality to become a car-magazine test driver. Mix these traits with healthy doses of perseverance, diligent study, and focused practice, and you can learn the specific skills you need and break into this exciting profession.
For more information on how to become a test driver

www.autiv.com/

Some Advantages Of Buying Nearly New Cars

If you have not began shopping for your new car you may be searching for a few tips and tricks, if this is the case then these should give you some pointers to start with.
#1 – Be Informed
Learn how to research on the internet to get all the information you can about the vehicle you are planning to trade in. You can also use the internet to find rebates and low interest rates on the models that you might wish to purchase. Information such as dealer invoices can even be found on-line which will give you a heads up when it comes to negotiating.
#2 – Know What You Want
Before you begin your search, know what model you are interested in including the body style, color and the price you are willing to pay. When you visit a dealership, most salespersons will try to sell you a car based on what they believe you should have instead of the one you want. Make a list of cars that you will be happy to own, it is always better to have at least two or three in mind; this gives you flexibility, which will help you in the negotiating process.
#3 – Do Not Impulse Buy
The number one rule is do not let the salesperson see how much you like a car. If you allow your emotions to get in the way of buying a car, you may find that you just bought a car that you cannot afford and you are not happy with.
#4 – Long Term Maintenance Costs
Think about the cost of maintaining the car you plan to purchase. Some cars that look flashy; have large great looking wheels, and other specialty items can cost quite a bit if the need arises to replace any of the parts. Foreign cars parts may also cost more than American car parts. Do your homework again, so you will know what to expect when you need replacement parts.
#5 - Insurance
Talk with your insurance agent prior to buying a new car. Ask how much your insurance will be and be sure to include any amount over what you are paying now to the price it will cost for the new car. Be sure that you can afford the increase in insurance along with the car payment.
#6 – The Car Salesperson
The person that is selling you a car is not there to save you money; therefore, you can expect him or her to treat you like their best friend. They are there to get the most for each and every vehicle on the lot. This gives the salesperson a good commission and a pat on the back from the manager.
#7 – Save Time and Money
Instead of going to the car dealership first, you can save quite a bit of time and in many cases money if you talk with your banker about a new car loan. You may find that you can get a lower interest rate on your own rather than using the dealership for the car loan.

The Best Time To Buy A New Car

People spend lots of energy and time trying to get their best deal on a new car. But one area where they often neglect is WHEN to buy. What follows are some tried and true strategies for getting your best car deal based on the day you choose to set foot on the car lot.
If you can wait until the winter holidays, you stand to save money for sure. Reason is with everybody buying their Christmas presents, not many of them are looking to buy a new car; This forces dealerships to ramp up their sales strategies. They will do just about anything to make a sale during Christmas, which puts YOU in the driver's seat. :)
You can also get a good deal from July to October because that is the time of year when dealerships are trying to get rid of their inventory to make way for the new models. This is known as the End of the Model Year. Last year's model loses its luster and also its high price as the new models get in. You can get some cash rebates and really good discounts.
This is related to the End of the Car's Design Cycle: This is where the manufacturer is going to continue making a certain model car, but they are about to introduce a completely redesigned car under the same name. You can really see some serious discounts here. True, you may be buying a car that is essentially outdated and out of style, but that shouldn't bother the bargain hunter at all. Here, the savings can be huge.
This brings us to the End of the Car's Lifecycle: If you hear that a manufacturer is announcing that a car model will be discontinued, you'll be able to get it for peanuts--unless the car is a "classic." (Which will make it even more expensive.) However, unless you really want that model car or want to save money badly, this can bring you problems. Like not being able to get parts for it (cheap) when it needs work.
Rainy Days: The idea here is that if it's raining, then most people won't be out shopping for a car. This leaves you as one of the few prospects for the salesmen that day. Which means they will be more apt to give you a deal so that their whole day isn't a "wash" (tongue-in-cheek). But there's also the chance that the salesman will look at you as being "desperate" to get a car if you're willing to slosh around a car lot in the rain. So use your judgment on this one.
Early in the Week: This is a good idea no matter what. Because on the weekends, car dealerships are jammed with hungry prospects who are PLANNING on buying a car that day; This was a task on their "things to do list." They've come with money and aren't leaving until they've got a new or used car. So the salesmen will be able to pick and choose their 'fish.' If you put up too much of a fight, they'll just 'throw you back' and look for more easy fish who are willing to pay MSRP. So why not go early in the week when sales are slow? Besides, you'll get the dealer's undivided attention.
End of the Month: This is another great idea. Car dealers may be a car or two short of their quota or need to sell more for an award (read: "bonus"). So they will be much more likely to discount the car for you because they know they'll make up the discount in their bonus.
So next time you're in the market for a new or used car, consider the timing of your purchase. You may save lots of money just by doing this!

Charles Brown is a successful webmaster and publisher of Buying-new-car.net. He provides more information on the best time to buy a new car that you can research anytime on his website at http://www.buying-new-car.net

Researching Your New Car Before You Buy it

What should you really consider when buying a new car? Judging by the conversations of many would-be car buyers, the make, model, and color of a prospective new vehicle are among the first thoughts in a buyer’s mind, followed closely by issues of performance (transmission type and horsepower) and available vehicle amenities (for example, leather seats versus cloth, standard locks versus power).
However, as worthy (and sometimes fun) as these car purchase issues are to ponder, there are other issues that are more substantial and weigh in more heavily. What are those issues? Let’s start with a vehicle’s warranty.
The purpose and function of a warranty, of course, is quite plain. It serves as a good faith statement from a seller to a buyer that a quality product has been sold. But what is a “better” car warranty? And what makes one warranty better than another? In all cases, the most basic criteria will be the warranty length (i.e. the longer the better). Most vehicles come with at least a three year 36,000 mile warranty, with an option to purchase an extended warranty. But since the cost of extending a warranty can be considerable, it may make more sense to buy a car…with a longer warranty. And some automakers actually offer a ten year 100,000 mile warranty bumper to bumper. Now we’re talking value.
Another car buying issue that is of equal importance is the residual value of a car after its purchase. As everyone knows, as soon as a car leaves a buyer’s lot, it loses a portion of its value. For this reason, it is definitely a good idea to research the make and model of a vehicle you are thinking of buying. This will provide information on its current value retention, as well as information on how its been holding up in recent years. After all, you aren't going to feel too good about that nice new set of wheels if it takes more than the average 15% “hit” after it has been driven off the lot.
Finally, here’s a consideration for leasers. Make sure when you lease a vehicle that you check for mileage limitations. On average, these are 12-15 thousand miles per year--with a price per mile penalty for anything in excess of that. The kicker is some of these penalties are big and can add up to thousands of dollars when turning in your vehicle. Also make sure you purchase the available extended warranty to cover your lease term; that way you aren't paying repair bills for a car that you don't even technically own.
Selecting a car that has the look and feel you want will go a long way toward guaranteeing that you stay satisfied with your purchase. But doing a little research into your prospective new car’s resale value and warranty coverage may go even further toward retaining satisfaction in the vehicle you end up buying.

The author of this article is Tim Moore, who publishes a website on Vitamins, herbs, and nutrition which features a section on Antioxidants

Buying A New Car

Cars are now unarguably one of the basic needs of survival. Ask a pedestrian and the people who don't have cars! Owning a car is the very next thing you would go for after you start a job. Cars these days are fast changing. Every other day you get to watch a new model of a car on the street and you follow it with longing eyes till it speeds out of your sight. But since the market people know how important cars are they try making the purchase of vehicles easier day by day. Second hand cars and used cars are affordable these days.
Buying a car doesn't only involve a huge financial breakout but it takes a lot of consideration before you finally make the right choice. The guidelines for buying a car whether a new model or a used on; is quite simple. Primarily you need to consider your pocket and your budget, and see what kind of a car you can afford. To help you decide what car would be best for you, you can consult car magazines, car experts, Internet and so many other sources. You have to consider the space, the handling, comfort that it is capable of providing, the speed and any extra features that you can grab. Via the Internet, you can not only look for the right car, you can also search for the comments of people who own that kind of car, find its drawbacks and plus points.
You should always try to find a renowned dealer and a thorough checking concerning the car dealer and the car itself is a must before you decide to buy a car. Before you actually make the purchase a test drive should be done. Never make the mistake of purchasing the car if you are not allowed a test drive. Most dealers do let the customers satisfy themselves.
While you take a test drive you can easily check all the minor details of the car. Things like fuel tank, oil tank, engine and the braking of the car is important. Then you can look for other extra features like the radio, player, air conditioning of the car, the heating system and so on. The most important thing to consider is how you feel sitting in that car. Besides this you should always make an effort to keep your options open. You should visit and contact several dealers so that you can check different cars and do some comparison. That's the way you will definitely get the best without regret.

Car Buying VS Car Leasing

When it is time to shop for a new car there are many things to take into consideration. One of the biggest decisions is whether you should choose car leasing or car buying. There are many fundamental differences between the two.

To help make your decision easier the following is a list of those differences:
- At the end of the car loan term you will own a car if you opted to buy. At the end of the car lease term you return the car to the dealer and are left with nothing.
- A car loan term is usually four to six years. A car lease term is typically two to four years.
- Monthly car loan payments are generally higher than car leasing payments. This is because you are only really only paying for the car’s depreciation during the car lease term plus interest, taxes and service fees.
- Most car leases limit the amount of mileage you can put on the vehicle. If you plan on traveling a great deal you will have to consider negotiating a higher mileage limit. This will mean slightly higher monthly payments. If you exceed the limit you will be required to pay a charge of between 10 to 15 cents per mile. If you choose to buy the vehicle this is not an issue.
- When leasing a car there are limits to the amount of wear you can cause to the vehicle. Excessive wear will result in extra charges. If you buy you can do what ever you want to your car.
- If you terminate a car lease before the term is over there usually is a charge. In the case of car buying if you buy out the remainder before the car loan term is up you are usually charged a fee as well.

- The up front costs of car leasing include first month’s auto lease payments, a refundable deposit, a capitalized cost reduction( similar to a down payment), taxes and service fees. The up front costs of car buying include a down payment, taxes, registration and other service fees.
- At the end of the car lease term you have to pay any charges for excess wear and mileage then you can either walk away or buy out the car. When you reach the end of the car loan term you have no further payments and you walk away with your car.
Consider all these differences before coming to a decision on whether to buy or lease your next vehicle. Your choice will effect quite a lot over the loan or lease term including your monthly auto loan payments as well as what you can do to your vehicle to a certain extent. If you know what your long term goals are it will allow you to select the right option for your next car.
Sean Patrick develops methods to help consumers succeed in their quest for a new car. Find out more about how to shop for your new vehicle at

www.findacarlive.com