When that someone is Rick Mears, sign me up.

Rick Mears and his 1979 Indy Winner (Courtesy www.indianapolismotorspeedway.com)

I first met Mears back in 1978. I was covering sports for a Phoenix TV Station and decided to do a story on Mears. At that point he was Roger Penske’s back-up driver. He was running a part time schedule, filling in when Mario Andretti had Formula One conflicts. I remember Mears telling me that it was better to drive-part time for Roger than full-time for anyone else. That was a very smart decision on his part. The next year he won his first Indy 500 driving for Penske.

It was a few years later that I had the chance to play passenger. A friend of mine, Harley Cluxton, owned the Ferrari dealership in Scottsdale. As you can imagine, I would regularly find reasons to go by and look at the latest toys (Harley also had a great collection of racing cars). One day, I was there when Mears walked in. Apparently Harley had been trying to convince the Indy champion that Mears really needed a Ferrari 308. Of course, Mears would need a test drive and Harley had the perfect place. His shop was at the Scottsdale Airport industrial park. At that point, the roads were in, but there weren’t many buildings. That meant fresh asphalt with lots of turns and no traffic.

As Mears got ready to take off, Harley turned to me and said casually, “Why don’t you go with him?” I could have kissed him.

The first thing that impressed me was Mear’s driving position. I had expected that classic old-school style with the seat-back arms straight out in front. Not Mears. He had the seat positioned so he his arms were bent in just the right relaxed position. It didn’t take long for Mears to hit race mode. Suddenly he was powering through each turn. As a former off-road racer, he enjoyed the slides. All the while those relaxed arms worked the wheel. He was putting this 308 through its paces to see if it measured up to race standards. He didn’t talk much. Mears was busy evaluating. After all, Ferraris aren’t cheap so he wanted to make sure it met his exacting standards.

While were on the limit the entire time, it was surprisingly calm. I wasn’t anxious because Mears was obviously always in control. Eventually we made it back to the shop. I thanked him for the ride and told Harley goodbye. I have no doubt I went to my car, closed the door and probably screamed. Not from terror but exhilaration. It was the right car, the right track and the right driver.

Rick Mears Won Four Indy 500s (courtesy www.indianapolismotorspeedway.com)

I regularly see Mears at IndyCar races. I’ve noticed he’s often driving Roger or someone else on the team in a golf cart through the paddock or on to pit lane. Having Mears as your chauffer on any day is impressive. But I got to ride shotgun in a Ferrari with Mears.

Kind of hard to top that.

Where is George Jetson’s Flying Car? (Hanna-Barbera)

We made it to the moon back in 1969 and Russian Cosmonaut Sergei Krikalev lived in space for more than two years before landing back on Earth in 2005.

But flying cars? Not really.

Don’t get me wrong. We’ve had planes that could drive and cars that could fly, but they were all novelties. No one has come up with a craft that could change the way we commute.

Curtiss Autoplane (courtesy Aerofiles.com)

Glenn Curtis probably had the first shot with the Curtis Autoplane. In reality is was more of a predecessor to the modern enclosed airplanes than a real car. Of course the fact that it never really flew didn’t help.

ConVairCar

The first flying plane that actually looked more like a car was likely the ConVairCar from the mid 40s. It flew, but a hard landing put a dent in both the aircraft and its funding.

There have been plenty of attempts since then. They took flight and they drove, but none of them accomplished my Jetsons’ world of a flying car that could take me home every night.

Will Terrafugia finally be the answer to my 1950′s dream?

The Transition is More Plane than Car

The Massachusetts company says it will start delivering a flying car called the Transition in about two years. But that is really more of a stubby airplane than a true flying car. The wings will fold up and you can then drive it to the airport but you’ll need a runway to take off. You can watch a video of the Transition here. Price is expected to be a mere $279,000.

But if the Transition won’t turn me into George Jetson then maybe Terrafugia’s TF-X will. The plan is to use electric motors to power tilt rotors that will allow you take off just like a helicopter. Once in the air a giant fan-like motor will push you along at 200 mph.

Is the TF-X the Flying Car of My Childhood Dreams?

According to the company’s website the TF-X will carry four people, fit in a standard single car garage and drive on all roads and highways. Instead of a runway, all you’ll need is a level clearing that is at least 100 feet in diameter for a take-off that will have a range of 500 miles. A full-vehicle parachute system will help you land safely if something should go wrong.

Just Drive to the Nearest Clearing and Take-Off

The best part is that the company claims that it should take the average driver only about five hours of training to learn how to operate. Now we’re talking.  When you arrive at your destination the aircraft will land for you. That’s practically out of Tom Swift and His Triphibian Atomicar (my boyhood hero).

Terrafugia doesn’t have a working model yet, but you can watch a computer animation in this video.

OK, time for the bad news. The company says it’s at least eight to twelve years away from its first TF-X delivery. Which means that I could be 70 before I finally get a chance to achieve my childhood dream.

But at least I have something to look forward to!

2013 Audi A8 L 3.0

If that’s the case, and if the 2013 Auto A8 L 3.0T were a man, it’s the car that would steal my wife. Not because he meant to, but because he’d be so incredibly handsome, athletic and sophisticated that he couldn’t stop himself. Heck, I’d probably be throwing myself at him.

Inside the A8 is appropriately elegant

He’d be the kind of person who is always just slightly overdressed, but it never looks out of place. Partially because his suits would always fit just right. Nothing bulky or rumpled. Of course the fact that he’s a champion polo player (or some such high society athletic endeavor) known for his incredibly fit body would make him look even better. He could hold his own in most mano y mano foot races, but he’d always do it with style. This isn’t about showing off, it’s simply about winning. And he does that very well.

Oh, and I forgot to mention that he gives killer massages. Really.

2013 Audi V6 3.0 Liter Turbo

The Audi A8 is the top of the Audi line. If you ever had doubts about Audi being able to challenge Mercedes, the A8 will put them to rest. It has power, handling and comfort galore. My test car had Audi’s base engine, a 3.0 liter turbocharged V6 that pumps out 333 horsepower. That’s a big change from last year’s V8 which had more than 30 additional horses. Surprisingly, the result is nearly the same. In fact, it’s 0-60 time of 5.5 seconds is slightly faster. So don’t let anyone who owns the V8 model talk trash about the V6. It deserves to be there. Fuel mileage is decent for a car this large, 21 mpg city/28 mpg highway. The 3.0 liter V6 is merely the entry-level in the A8 line. Next stop is an all new 4.0 liter biturbo V8 engine that produces 420 hp. It drops the 0-60 mph down to 4.7 seconds.Of course the big dog is the 500 horsepower 6.0 liter W12. Forget 0-60 talk, that beast is all about luxury.

If you really want to get your pulse racing (and a fair number of tickets), go for the S8. That will push you from 0-60 in just 3.9 seconds.

This is what the A8 looks like as it drives away from you

My A8 test car was the L version which adds an additional five inches to the car’s length. It also had the Sport Plus package that adds summer tires, a sport-tuned suspension, adaptive steering and a sport differential. Most A8 drivers aren’t likely to get too sporty, but it is an option.

Come to think of it, just about everything is an option on the A8. It starts with the usual stuff like the convenience package (power trunk, keyless access, parking system with camera and power closing doors) or the comfort package (front seat ventilation, wood inlays and 22 way multi contour comfort seat). And then they just go crazy with stuff like night vision assist, panorama sunroof, LED headlights, warm weather packages and cold weather packages. You can tweak this car to be exactly what you want. For a price, of course.

The A8′s Display lets you choose your massage.

Inside, forget six way power seats. The A8 has 18 way power seats that massage you. That’s right, they actually massage you. I’m not talking about a vibrating seat cushion. The Audi seat allows you to choose where and how you want to be massaged. And the front passenger gets the same treatment. That might account for the relaxed look on the faces of the people in the A8 that just passed you. And while the rear passengers don’t get a private masseuse, if you opt for the L model they do get an additional five inches of leg room so they can stretch out.

The L version stretches the A8 an extra 5 inches

Outside, the A8 aims for and achieves understated elegance. The front end is anchored by Audi’s signature Singleframe grille, which has more than a passing resemblance to a knight’s shield. The A8 isn’t going for anything trendy or funky. Just as the simple black evening gown has lasted through the ages, this body style will likely do the same.

Serious leg room in the L version

Entry price for this world is $78,500. My (somewhat) modestly equipped version came in at $85,995. If you want to wow the folks at the country club, the W12 model will start at $135,395 (plus a $2,100 gas guzzler charge). If you’re more interested in speed than luxury, the S8 will  begin at $110,895.

The good news is that the A8 is not a man. Which means my marriage is safe. That is, until my wife meets the man who owns the A8.

VW evolution ad

We had a 57, a 61, 67, 68, 69, 71, 73, and a 75 in various forms. The Beetles were primarily my dad’s work car. After delivering milk from his Divco in the morning, he would use the Beetle to deliver newspapers every afternoon in Bel Air, California. He’d take the front passenger seat out and load it up with newspapers. Then he’d drive through Bel Air throwing them out both side windows and the sunroof, all while braking, shifting and driving! He was obviously a great multi-tasker and had a killer arm (take one look at the typical Bel Air front yard and you’ll know why  he needed it).

Of course his Beetle also was a family car as well. There were times when we crammed at least five (maybe 6?) of our seven family members in and drove somewhere on a Sunday morning. About the time I went off to college, my parents discovered camping. I still remember watching them drive off to that first camp-out with my younger brother and sister on board. My diad had tied a roof rack to the top and the Beetle was so laden that the rear wheels cambered out. They liked it so much they eventually bought a bigger car and a tent trailer to take to their favorite spot at Leo Carillo State Park, just up the road from Malibu.

VW 5th Wheel

My son spotted a video this week that could have changed their life. It shows a tow bar mounted on the top of the Beetle with a specially shaped camper trailer designed to go over the back of the VW’s shape. A classic fifth wheel trailer.

You can watch the video here.

Who knows what might have happened if my dad had found this camping creature? They might have had room for me on that first trip! (Of course I would have had to skip going off to college…)

Dean Jeffries Left His Mark in the Automotive World

His name was Dean Jefferies, and a lot of folks (including car people) have never heard of him. That’s despite the fact that he designed the Monkeemobile and the Black Beauty from the 60s TV shows.

I knew his name for two reasons. First, I built some his models when I was a kid. The first one I remember was a dune buggy. I had no idea who Dean Jefferies was, but his name was in big letters across the front of the box so I figured he must be someone important in the automotive world.

Jeffries’ Station Wagon Buggy

It was about that time that I spotted his studio. I lived in Los Angeles and every now and then we’d drive pass the Jefferies Automotive Styling shop at 3077 Cahuenga Blvd. near Hollywood. Unfortunately, we were always on the 101 Freeway at the time so I could do was gawk out the window at whatever amazing piece of automotive styling was parked out front. I guess I’ll always regret never getting my dad to actually drive up to the shop to meet the man and his creations.

Dean Jeffries Started as a Pinstriper

Jefferies had an amazing career. He started out as a pinstriper. Back then he chummed around with Von Dutch, the iconic pinstriper of the 50s and 60s. He lived down the street from Troy Ruttman (1952 Indy 500 winner). Through that friendship he met J.C. Agajanian who took him to Indianapolis where Jefferies became Mobil’s official painter. Teams could get their cars painted for free by Jefferies as long as they put the Mobil name on the side. In a Motor Trend article he said one year he painted 21 of the 33 cars in the 500.

Dean Jefferies’ Mantaray Launched His Custom Career

One day Jefferies decided to get into the custom business. He designed a car called the Mantaray that won the 1964 Grand National Roadster Show and immediately shot him to fame. That car was used in the movie Bikini Beach in 1964 which started his connection to Hollywood. His creations ranged from the Monkeemobile and the Green Hornet’s Black Beauty to the James Bond Moon Buggy and even the trolley from Who Framed Roger Rabbit.

Jefferies Designed the Monkeemobile

One thing Jefferies didn’t do well was self-promote. While he admired the hustling skills of competitors like George Barris (who Jefferies said stole credit for the Monkeemobile), Jeffries did his work quietly.

Jefferies was 80 years old when he died in his sleep this week. A quiet and peaceful end to a man whose creations excited kids like me for decades.

Memorial information will be posted on Jefferies’ (not surprisingly) simple website.

2013 Ford Escape Titanium

The Escape is a solid compact SUV that runs great and looks even better. And it’s those looks that has me confused.

The original Escape hit the US in 2001. It was Ford’s answer to the crossover craze. Instead of building SUVs on a truck chassis, crossovers use a sedan frame. Its styling might have been OK in 2001, but by 2012 it was definitely looking severely dated.

Meanwhile, in 2008 Ford introduced the Kuga in Europe. The Kuga was a crossover based on the Focus platform but had much better looks. That was five years ago. For some reason, Ford kept thinking that we preferred boxy. Of course it’s hard to fault success. Sales numbers on the Escape actually did best at the end of the run and topped 250,000 for the last two years.

2013 Ford Escape Has New Styling

But this year the Escape is all new, and I like it. Let’s start with that styling. the boxy look is gone and it has a suitably wind-swept look. It has a nice rake that gives it an aggressive stance. I’m not sure it needs the fake side vents on the front fenders, but that’s a minor point. This is a body style that is looking forward. It’s built on the same chassis as the Focus which gets plenty of positive reviews.

My test car had the 2.0 liter GTDi Ecoboost engine. The turbocharged engine delivers 240 horsepower from four cylinders. You have two other options. The base engine is a 2.5 liter 168 horsepower four-cylinder, while the middle of the road is a new turbocharged 1.6 liter motor with 178 horsepower. If mileage is your goal, then the 1.6 liter should be your choice. You’ll get 22 mpg city/33 mpg highway. That’s actually better than the base engine. The 2.0 comes in at 21 city/28 highway. I guess that’s just the price to pay for the extra power. You also get a six speed transmission with the choice of front or all-wheel drive.

2013 Ford Escape Titanium Interior

Inside, the Escape isn’t in luxury territory, but it’s solidly in the nice, middle range so that you don’t feel like it’s old or cheap. The only knock might be that the dash has a lot going on, but that didn’t really bother me. The Escape is longer and wider, and the back seat passengers will appreciate the change. They get an extra inch of leg room. Up front the seats were nice and comfortable.  With all the seats in place, you’ll get an extra five cubic feet of cargo space compared to the 2012 Escape.

2013 Escape Rear Passengers Get One More Inch of Leg room

The biggest news for me was the My Ford Touch system. That’s the dash display that controls the car audio and other functions. It was news because it actually worked. The last time I tried the My Ford Touch it was in a 2012 Ford Edge and I found it glitchy and slow. This time around, it did everything it was supposed to without me wondering whether I needed to touch the screen six more times to get some reaction. It’s taken Ford several tries to get it right, but I no longer think it’s a reason to avoid buying a blue oval product.

I give Ford credit for using and promoting its green efforts. The Escape’s web site points out that they used 10 pounds of scrap cotton made from stuff like jeans and old t-shirts to make the sound absorption material. And the carpeting is made of fibers from about 25 recycled plastic bottles.

Ford Escape Display Looks Like the Old Battlestar Galactica. Right?

OK, is it just me or does the center portion of the dash look an awful lot like the helmets they used to use on the original Battlestar Galactica? Nothing wrong with that, but I’m thinking they have some sci-fi fans in the design room.

Ford Escape Foot Activated Tailgate

There are a couple of cool options. The first is the hands free tailgate. When your arms are full of packages, just waive your foot under the proper spot along the rear bumper, and the tailgate will open by itself. For some reason I had a hard time hitting the right spot, but that was probably operator error. I’m sure that after you own it for a while you’ll know exactly where to wiggle your leg. The other interesting option is the parking technology package. The $995 options does two things. First, it helps to find a suitable parking spot in the line of cars parked along the curb.  Engage the system and all you do is control the shifting, accelerating and braking. The car steers automatically. It’s actually a pretty cool system and worked very well. Although for nearly $1,000 I think I can park on my own.

There are four trim levels for the Escape: S, SE, SEL and Titanium. I had the Titanium model that started at $32,120 and finished at $34,735 after options and delivery charge. Of course, if you’re looking for something simpler, you can opt for the S which starts at $22,470. I have a feeling that the SE model might be the best option starting at $25,070.

So the bad news is that it might have taken Ford a little too long to bring the Escape’s new styling to market (at least for me). The good news is that it’s finally here and definitely worth considering if you’re looking for a compact SUV.

2013 Jeep Grand Cherokee

That’s the way I felt about the 2013 Jeep Grand Cherokee Laredo. It didn’t wow me right off the bat. It’s hard to say why. It doesn’t have the latest styling that Hyundai is flashing these days. It’s not the car that I hear all my car friends saying, “I just have to get one!” It’s not that my expectations were low, they were simply missing. The Grand Cherokee Laredo was going to be just another car sitting in the driveway for a week.

2013 Jeep Grand Cherokee Pentastar V6

The Grand Cherokee Laredo simply snuck up on me. Take the engine. The 3.6 liter Pentastar V6 puts out 290 horsepower. Not too much, not too little. There is an optional 5.7 liter V8 that gives you 360 horsepower. While I’m sure I’d love the extra kick, the V6 didn’t bother me. The Pentastar V6 engine with its variable valve timing is a workhorse for Chrysler and it works just fine for me. Maybe it was the eight speed transmission? Chrysler claims it has better fuel economy, quicker acceleration and smoother shifting. Mileage is OK for a big SUV, 17 mpg in the city and 25 mpg on the highway. I found myself averaging 19 mpg which seemed about right.

Driving the car just feels good. Of course that’s not a surprise when you remember that it shares bits and pieces with the Mercedes-Benz M-Class. That partnership with Chrysler may have died several years ago, but some of the technology lives on.

Plenty of Cargo Space in the Grand Cherokee

Inside it has plenty of room. You’ll find 68.7 cu.ft. of cargo space with the seats down, and 35.1 cu.ft. with the seats in place. And the passengers who sit there will find a reasonable amount of leg room (38.6 inches).

The shifter takes a little getting used to. Instead a of a mechanical shift that moves from P to R and then D, the Grand Cherokee Laredo has a fly-by-wire system. You’re simply tapping forward or backward to find the gear. You’re changing gears, but mechanically the shifter always ends up in the same place. I have a feeling that the longer you use it the more you’ll accept and even like it. One week just wasn’t enough for me.

Choose Between Digital or Analog Display

I like the fact that you could choose between an analog or digital display for the speedometer. Surprisingly, I found I liked the big numbers of the digital display. The one thing I didn’t like was that the radio only had four presets. I’m sure you’ll get more when you pay more, but I thought that was a bit disappointing even for the base radio.

Laredo is the Grand Cherokee Entry Model

The Grand Cherokee Laredo is the base model in the Cherokee line-up. From there it moves up to the Limited, Overland and SRT8 models. You can even get the Grand Cherokee in Trail Rated editions with low-range four-wheel drive. While I’d love to test the SRT8 model (that must be one beast of an SUV), once again, the base Laredo did not make me feel like I was missing out. The Cherokee Laredo’s starting price is $28,795 and my test car only added a bit more to come in at $31,285. The basic warranty is three years or  36,000 miles.

There are plenty of SUVs in the $30,000 to $35,000 price range. It’s the sweet spot for decent sized vehicles that deliver decent value. I also know there are plenty of contenders who will offer more than the Jeep Grand Cherokee Laredo. But when you consider you’re buying more than just a car, you’re gaining a loyal friend you will like even more after many miles, the Laredo turns out to be a reasonable choice.

2013 Buick Enclave

It sits somewhere between Chevrolet and Cadillac in the GM line-up. The problem is that these days everyone wants their cars a little more upscale, so Chevy is nipping at its heels. Staying ahead is easy, until you remember that it can’t crowd into Cadillac territory. After all, you don’t want to knock big brother off its luxury ledge.

I have to give the Buick folks credit. They walk that line well. The Buick Enclave does a great job of taking you upscale without going over the top.

Cargo Room Galore in the Enclave

The Enclave is a great big SUV. While a lot of SUVs don’t bother with the third row, this Buick embraces it. You get a whopping 115.2 cubic feet of cargo space, which blows away cars like the Acura MDX (83.5 cf) and the Hyundai Santa Fe (80 cf). You even get 23.3 cf when all three passenger rows are in place (the Santa Fe only gives 13.5 cf and the MDX has 15 cf). Even the Cadillac Escalade SUV only has 108.9 cf total and 16.9 with all three rows. Although the Traverse gets a little more, the only way to get a big bump is to get a Suburban.

Up Front with the 2013 Buick Enclave

And the Enclave delivers more than just cargo space. It’s made for passengers and carries them in comfort. The Enclave’s standard setup is for captains chairs in the second row (although a bench is optional) and a third row seat. You can throw folks in the last row without apologizing because it still gives passengers 33.2 inches of leg room. The inside is sufficiently fancy so no one will doubt you sprang for the luxury car.

16 Feet 9 Inches in all its glory

If it’s big inside, it has to be big outside. 16 feet 10 inches long to be exact. Driving any large vehicle takes just a bit more thought, but the Enclave is not burdensome beast. It’s built on the same frame as the Chevrolet Traverse and GMC Acadia. That means it’s doesn’t have a truck chassis so you’ll get a smoother ride.  My test car had the optional Intelligent all wheel drive. According to Buick, it monitors the traction of all four wheels, and kicks in automatically when you need it. Either I didn’t need it or it came on incredibly smoothly.

288 HP will get you there, but…

There’s only one engine. It’s the 288 horsepower 3.6L V6. 288 hp is enough, but I would like it to have just a bit more. After all, the Enclave is big and it’s nice to think that you’ve got the kind of power you need to move around. Mated to a six speed transmission, it did the trick. It’s not that I needed more, I was just hoping for a little more snap. The mileage is 16 MPG in town and 22 MPG on the highway. According to the dash readout, I averaged 16.6 mpg for my week of driving. It’s not great, but then you can’t expect much with an SUV this big (and the Acura MDX delivers similar numbers). The good news is that it prefers regular unleaded which will save you money at the pump. One cool thing, you can check your fuel level from your smart phone with the OnStar app. I’m not sure why I’d ever need to do that, but I love it anyway.

Buick Grill is Definitely Bold

If you’re going to have doubts about the Enclave, it’s going to hit when you come face to face. I’m not going to say it’s homely, but I’m also not going to call it pretty. Let’s settle for big-boned with prominent teeth. Buick calls the grill a waterfall design. It’s definitely distinctive. The design was slightly reworked for 2013, and it’s an improvement. I think I could grow to love it, but it might take a little more time.

Base Price for the 2013 Enclave is $38,445. Throw in the Leather Group you’re going to spend upwards of $45k. Opt for the Premium Group and you could pay upwards of $50k. Of course the Cadillac starts at $59,000 while the Traverse comes out of the gate at $29,000. That puts this Buick nicely in-between.

If you want more luxury and horsepower, then pay a bunch more and get the Cadillac. If luxury isn’t your goal, buy a Traverse. But if you want to hit the sweet spot in the middle, you’ll enjoy walking the fine line with the Enclave.

Number one: Is it better? The answer to that is yes.

Number two: Is it worth the extra cost? Easy, the answer to that is no.

To Nitrogen, or not to Nitrogen. That is the question.

So if it’s better, why isn’t it worth the extra money? Because nitrogen is not significantly better than plain old air and simply checking your tire’s pressure every now and then is a lot cheaper.

Let’s start with explaining why nitrogen is better. It’s more stable than regular air (which is already 78% nitrogen). The molecules are fatter than oxygen so they don’t leak out as easily.  As a result, your tire will lose less pressure over time. Also, the oxygen content in your tire’s air can cause an accumulation of moisture which can create corrosion in your wheel (the metal part, not the rubber).

Top racing teams use nitrogen in tires, so why shouldn’t you?

Nitrogen is always used at the highest levels of racing because they depend on the tire maintaining it’s pressure. If the team decides to raise or lower the pressure by half a PSI (pound per square inch) to change the handling, they want to know that’s exactly what they’re getting. Because nitrogen is less susceptible to temperature, the pressures are also more stable during the race.

That’s great for the Indy 500, but it’s not so critical for the tires on your car. Don’t get me wrong, you want to have the right air pressure. Running too low or too high can cause early tire wear or, worse yet, create a handling problem. But the reality is that air loss for the average tire is so small that monthly checks with a simple tire gauge are more than sufficient (assuming you don’t have some type of leak).

Maybe you just need a better tire pressure gauge?

Besides, a year-long study by Consumer Reports back in 2007 found that tires filled with nitrogen still leaked. It wasn’t as much as in the tires filled with regular air, but the nitrogen didn’t eliminate the need to regularly check air pressure.

There’s also a question about whether the moisture build-up in a wheel is actually a concern. These days most wheels are alloy and corrosion just isn’t a problem. I worked my way through college as a tire buster at Sears Automotive and I don’t remember a crisis created by rusty wheels corroded by moisture.

According to the GetNitrogen.org website, it should cost between $3 and $10 to switch to nitrogen. Unfortunately, I’ve also heard of some places that charge a lot more. Which means that the salesman pitching the nitrogen upgrade may be more interested in profit that safety.

As with so many things, it simply comes down to the cost/benefit ratio. Is nitrogen so much better that it’s worth the additional cost? If you’re running a fleet of trucks around the country and racking up thousands of miles every day, the answer is probably yes. But if you’re just an average driver, then the answer to that is likely no. Invest in a decent tire pressure gauge and make sure you check your air on a regular basis.

It doesn’t sound nearly as cool as having nitrogen filled tires, but it’s definitely a lot cheaper.

Here’s an article from Edmunds.com about the pros and cons of nitrogen.

2013 Mercedes GLK350

My test car was the fully loaded model. It stickered at $57,685. That included goodies like: Parktronic with active parking assist system ($970), Harmon Kardon Sound $(810) Premium Package (including: garage door opener, integrated compass, memory seat, panorama sunroof – $3450), full leather seating ($2100), lighting package ($1290), multimedia package (rear view camera voice control for phone), AMG styling package ($1990) and the driver assist package ($2950).

2013 Mercedes-Benz GLK350 Interior

To be honest with you, I wasn’t sure that the GLK350 was worth $57,685. Don’t get me wrong, it does everything well. It’s comfortable to drive with a 302 hp, 3.5 liter V6 with direct injection. It felt like it had just the right amount of power. There when you need it, but nothing that would overpower you. Mileage fell into the decent range: 19 mpg city/25 mpg highway. The GLK350 also has the Eco Stop start automatic transmission. It shuts off the engine when you come to a complete stop, and then restarts when you take your foot off the brake. There is no lag or stutter. It’s noticeable, but not in a bad way. I recently tested a Porsche Cayenne that had the same system but the radio cut out for a fraction of a second on every restart. The GLK350 had no such problem. Mated up to the 7 speed automatic transmission and it was smooth driving all day long.

2013 Mercedes GLK350

But before I talk too much more about the GLK350′s attributes, let’s get back to price. At $57k, my test car has lots of competition. There are plenty of non-luxury SUVs that offer just as much for lots less. There are also some luxury brands that offer plenty at slightly less.

But let’s look at the GLK350 from a different angle. The base price is actually a lot lower. And I mean a lot. It starts at $37,090. I’ve seen plenty advertised for less than $40k. OK, so you don’t get all the goodies, but you do get a great mid-sized SUV.

Mercedes MB-Tex Vinyl Interior

So what do you lose? That’s probably a personal question. But if you can live without things like the fancy sound system or the parking assist, the stripped down version might do the job. For example, since you don’t get leather seats, you get something called MB-Tex premium vinyl upholstery. While it’s not leather, it’s a good alternative and a lot easier to clean than cloth seats.

You still get 302 hp. You still get a seven speed transmission with Eco Stop Start. You still get a six speaker audio system with hands free bluetooth. You even get Attention Assist which continuously monitors different parameters of driving behavior to warn you if you’re getting drowsy. You get Agility control suspension.

You could still find some of the non-luxury SUVs for cheaper, but this is a Mercedes! You could actually drive it home for less than a lot of other luxury models that won’t give you nearly the star power (yes, pun intended). You could even carefully cherry-pick a few options and still have a good deal.

2013 Mercedes GLK350 Cargo Area

Of course you have to remember what you’re getting. The GLK350 is a small SUV. With all the seats in place you only have 23.3 cu.ft. of cargo space. Fold all the seats down and you’re up to 54.7 cu.ft. You could compare that to the Kia Sportage cargo numbers of and 26.1 cu.ft.  54.6 cu.ft. But the Kia also maxes out at 260 hp (although it does get better mileage). And of course, it won’t dent your wallet quite as much. But tell your brother-in-law that you got a Kia, and he’ll barely blink an eye. Tell him you bought a Mercedes and suddenly he’s wondering how to ask you for a loan (OK, maybe that isn’t a good reason…).

How Much Is the MB Star Worth?

So don’t just blow off the idea of getting a GLK350 because it’s a Mercedes and clearly out of your price range. Do the math and look around. You might find yourself enjoying some German luxury at a lot less than you’d expect.