Top 10 cars for CEOs: Chief Executive and Edmunds.com choose the best.

Best Sedans BMW 760Li

By William J. Holstein

It's not often that I find myself walking around a car wanting just to touch it. Indeed, to engage it with all senses.

But those are the kinds of feelings the BMW 760Li inspires. It's based on the 745. But the high rear-end that has given the 745 mixed reviews doesn't seem as intrusive on the lines of the 760, perhaps because of its bigger wheels.

The trunk closes at the touch of a button, and the side doors open and close with just the right sound.

Inside, the electronics on display when you sit in the driver's seat are wondrous. The ignition key is just a semiconductor chip really; you start the car by pushing a button. The parking brake, likewise, is controlled by a simple button. The gears shift in a way that's reminiscent of a spaceship. It's perhaps the most technologically sophisticated vehicle that is commercially available.

This is a big car, weighing nearly 4,900 pounds and stretching out for nearly 17 feet. Yet, with 12 cylinders and 438 horsepower at 6,000 rpm, BMW has managed to maintain a sense of performance at all speeds. You won't hear the growl of an M3, but you'll know you're in a BMW It has rear-wheel drive and goes for about $118,000, depending on what bells and whistles you add.

My only criticism concerns the iDrive system. The intention was good: to compress all the technology that's available into a set of controls that is elegant and highly functional. The problems are in the execution.

The iDrive consists of a dial, mounted between the two front seats. There are three different motions you have to master, much like learning how to use a computer mouse. You go one direction for navigation, another for climate controls, and so on. You can tell where you are in the system by looking at a display screen on the dashboard, just to the right of the driver's immediate cockpit area.

The problems are two-fold. Unless you're a gadget junkie, the system is just too complex. I spent two weeks in iDrive-equipped BMWs and was able to establish only minimal functionality. The system made me feel stupid. In my view, operating a vehicle should be intuitive.

The second problem with iDrive is one of driver distraction. If you're driving a BMW the way it is meant to be driven, you can't afford to take your eyes off the highway to look at the computer screen.

But BMW has a reputation for innovation, so I'm sure the Munich car meisters will continue to improve controls. When they do, driving a 760Li will be downright heavenly.

Best Sedans Audi A8L

For years, Audis have been known as well-engineered, expensive cars but very, well, understated.

So the fact that the Audi A8L is ranked as one of the top three sedans for CEOs is a bit of a surprise. It's even more of a surprise that depending on a CEO's desired price-versus-performance-versus-technology ratio, this may be the best sedan of all.

From the outside, the A8L is not as flashy as a BMW 7-Series or a Rolls-Royce Phantom--which may please a discreet purchaser if he or she is concerned about employees or shareholders complaining about an extravagant CEO.

But what a pleasure to drive. The A8L is just as long as the BMW 760Li, at 17 feet, but weighs about 500 pounds less because of its aluminum frame. That's why it doesn't need 12 cylinders to offer a robust driving experience. With just eight cylinders and 330 horsepower, the A8L positively purrs. Its Quattro all-wheel drive also helps give the driver full confidence of its handling. There is also a Tiptronic gear shift option to allow you to shift gears without a clutch, but what's the point? This is not a hot rod. This is an elegant cruise machine.

The price point is delicious. At $68,500 or thereabouts, it dramatically undercuts the high-end offerings from other German manufacturers.

The way Audi has addressed the technology challenge is better than BMW's iDrive. Audi calls its system the Multi Media Interface, or MMI. Like the iDrive it has a knob mounted between the two front seats that is linked to a display screen. But there also are directional arrows mounted by the knob that help a driver know where he or she is in the system. BMW's strategy was to cram as many functions as possible into the one knob, but Audi has taken a more middle-of-the-road approach, no pun intended.

There are many other touches that remind you that this is a top-of-the-line vehicle, such as twin mirrors in the sun visors, one of which offers a close-up view. Throughout the cabin, the A8L inspires the same set of emotions that the BMW does--let's run our hands over the upholstery. All the tactile sensations are just right.

To Audi we say, welcome to the head of the class.

--W.J.H.

Best Sedans Rolls-Royce Phantom 

By Karl Brauer 

While Mercedes is courting the chauffeur-driven customer with its Maybach brand, BMW wants people to know that the all-new 2004 Rolls-Royce Phantom is as much a "driver's car" as it is a "rider's car." Slide behind the Phantom's elegant three-spoked steering wheel and those familiar with BMW's 7 Series will note similarities in the operation of its column-mounted shifter and push-button, engine-start procedure.

The chassis itself can also accurately be described as a heavily modified 7 Series, but once underway the Phantom feels nothing like a BMW This is not necessarily a bad thing. For instance, at 5,500 pounds it would be difficult for even BMW to give the Phantom a lithe and nimble feel. But where the 7 Series excels at combining driving dynamics with uncompromised ride quality, the Phantom focuses on unmitigated regality while still being an easy (if not engaging) vehicle to operate.

From the driver's seat you get light steering, confident brakes and access to a 453-horsepower, 6.75-liter V12 engine. That horsepower comes without the use of supercharging or turbocharging, which means no waiting when you press the "go" pedal. With up to 531 pound-feet of torque available (413 of which are ready at a lowly 1,000 rpm), the Phantom can sprint to 60 mph in less than 6 seconds. A computer-controlled air suspension, making up to 100 adjustments per second, makes 80 mph feel like 30, and the vault-like construction effectively quells all forms of wind, engine and tire noise. Speaking of tires, the Phantom rides on 31-inch-tall run-flat units mounted on 20-inch wheels.

Though the nature of the Phantom can be sensed from its driver's seat, one must experience the rear-seating accommodations to fully appreciate the vehicle. Just getting into the Rolls' backseat is an experience, as the rear doors are also rear hinged. They provide a wide entry way when fully deployed, and they can be power operated by the simple push of a button.

This allows rear-seat passengers to get in, sit down and fully relax on the plush seat without suffering the undignified task of reaching back out of the car to pull the door closed. The rear, seat wraps around the cabin at each side, giving it a "lounge seat" appearance. It is also raised in relation to the front seats to provide passengers a clear view of their surroundings and the road ahead. Up to 16 hides are used to trim the interior, and customers have a choice of six wood veneers.

High-tech features, such as a modified version of BMW's iDrive system, keep the Rolls from feeling completely old-world, but compared to the gizmo-addled Maybach it's clear that BMW wanted to stick with character over computer chips and tradition over technology when it designed the all-new $324,000 Phantom. A suitable philosophy for what is probably the most revered luxury brand currently on the market.

Best Sports Cars Porsche Turbo X50

Being a fine, law-abiding citizen, I gingerly eased the Porsche Turbo X50 through my neighborhood in suburban New York. I came to the open road and saw that, being Sunday morning, there was no traffic. I decided to have a little pop in second gear and hit the pedal, just a bit. A pleasing roar greeted me.

Unfortunately, there was a police car parked in the fifth driveway on the right, the radar gun pointed at my bright red Porsche. The officer saw fit to pull me over, ask me to turn off the vehicle and withdraw the keys from the ignition. He knew, and I knew, that I could have outrun him in a heartbeat.

"Do you realize that you accelerated?" he asked. "Of course, I accelerated. I went from first gear to second."

"But do you realize you hit 50 mph in a couple hundred yards?" he asked incredulously. He even brought out his radar gun to prove it. Speed limit: 30 mph.

That captures the pleasures and perils of driving the Turbo X50, which has 444 horsepower. The Turbo has been around for a while, but Porsche keeps coming up with ways to freshen it. The X50, which is new this year, is the fastest street-legal Turbo. As equipped, the one I drove was priced at $140,180.

The wide wheel base, 18-inch tires, all-wheel drive and stability management system combine to create driving thrill yet at the same time allow a sense of control. Whereas the BMW and Mercedes stability-control systems click in to stabilize a vehicle if they sense the slightest challenge, the Porsche doesn't take over until the vehicle is truly on the edge of rolling or flipping. It's all a question of how the highly computerized systems are tuned.

This is a pure driving vehicle. There's no room for golf clubs in the trunk because there's almost no trunk. There are precious few creature comforts, at least in the vehicle I drove. No sound-system controls on the steering wheel, or any other controls for that matter. No his and her heated seats. No button to pop the gas lank.

It's not that the X50 is stripped down. It's just been reduced to the essentials. It's also great-looking. I particularly liked the big, aggressive air intake scoops on the sides of the car. It also has a rear spoiler that adjusts to different speeds, but my hands and eyes always were focused ahead, not behind.

Aside from its blinding speed, the Turbo X50 just eats up curves. It will change the way you think of those 270-degree on and off freeway ramps. They become opportunities, not irritations. Holding the turns at enthusiastic speeds and then slamming on the brakes becomes a study of just how responsive a machine can be.

Of course, driving one of these vehicles can be dangerous. It's darned near irresistible. You have to constantly restrain yourself.

It's a good thing that my local police officer recognized that I was such an upstanding citizen, because he gave me only a warning. I was almost relieved to return the car to Porsche after a week, because I hadn't gotten a ticket. Owning a car like the Turbo X50 would almost require you to join a Porsche club where you could open it up on a racetrack. There's no legal way to even come close to testing its limits on civilian streets. And this car will beg you to test the limits.

--W.J.H.

Best Sports Cars Ford GT

How does one rate a sports car? The answer varies, but most enthusiasts would agree on three points: It must look good, drive fast and handle well. Amazingly, those words--those exact words, as one Ford engineer told us--were the guiding mantra behind the development of the Ford GT.

As a symbol of the company's celebrated past (in which it defeated Ferrari and swept the podium at Le Mans in 1966), the Ford GT40 represented the glorious culmination of a personal vendetta between Henry Ford II and Enzo Ferrari. Now comes a modern interpretation of this vehicle in the form of the all-new GT Powered by a supercharged V8 that creates over 500 horsepower, this estimated 3,400-pound, mid-engine sports car will once again offer Ferrari-beating performance in an all-American package.

While larger than the original, the exterior shape is instantly recognizable. Inside you'll find a tasteful mix of leather, brushed aluminum and bare metal. The gearshift is canted toward the driver to aid in quick gear changes, and the engine is fired by pressing a small red button above the center console.

Upscale elements, such as the softly glowing climate controls and optional McIntosh sound system give this race-inspired machine a premium feel. But don't look for heated seats or even stability control. Undiluted performance is what the GT is about, and that means no electronic nannies or fat-cat luxury items to weigh it down. Just getting into the car can be tricky, due to its one-of-a-kind doors that flow into the roof--yet another nod to the GT's racing heritage. (The design aided a Le Mans-style race start, one in which drivers sprinted to their cars after the green flag dropped.)

I let the GT do the sprinting for me during a recent prototype test-drive and found it to be a worthy alternative to Ferrari's 360 Modena in terms of acceleration, handling and style. The platter-size brakes allow quick, confident stops. The car's sexy shape looks great from every angle, but doesn't improve the driver's visibility, especially when looking back. However, as any racecar driver knows, what's behind you isn't important.

The speed with which Ford took the GT from concept to production has been impressive. Throw in a price that undercuts Ferrari and you have perhaps the finest example of history repeating itself.

--K.B.

Best Convertibles Mercedes SL-55

By Mike Tharp

As I nudge the Mercedes SL-55 out of its parking spot, the top's down, the radio's blasting a Beethoven piano concerto and I'm sweating.

Sheesh! I haven't driven a V8 since I was in high school (class of '63) and suddenly the sole of my loot can conjure tip nearly 500 horses--zero to 60 in 4.5 seconds. But because this sweetheart runs about $122,000, I maintain the speed limit--even when I see the speedometer gauge runs all the way to 250 kph.

After three days of torquing, banking, goosing and braking, I'd say this baby addresses all the testosterone and estrogen challenges any CEO might face. Its sense of raw power just waiting to be unleashed overshadows the practical question of where-in-hell can you ever floor it. It stops on a pfennig, er, euro. Corners like a Soros hedge fund.

Ladyfriend Linda and I tool out to the Palos Verdes Peninsula, Pacific waves lashing the bluffs on our left, ocean view homes on our right.

The growl from the twin-oval tailpipes sounds like nothing less than Steve McQueen's Mustang in "Bullitt." As we sit in the form-fitting seats (at 6'3", I'm comfy), we're surfing a sonic wave. While we negotiate the Portuguese Bend Landslide Area, the dream machine hugs the snaky route. The road rises toward $5 million mansions, "California Dreamin'" spirals out of an oldies station, and Linda, arms spread to the wind, says, "It feels like we're in a cockpit."

Next evening, we're back in Palos Verdes on our way to a friend's wedding at the tony La Venta Club. Usually I'll park six blocks away to avoid L.A.'s vamping valets, but tonight, with Linda stylin' in a classic little black dress and me in my tux jacket, Levi's and lizardskin boots, I pull right up to young R.J. Nones and hand him the keyless pad. (Long as the device is close by, you can turn this sucker on and off simply by pushing the button atop the gearshift--kinda like an F-16 ejection seat.)

Deflatingly for me, delightedly for Stuttgart, R.J. tells us that he parks an SL-55 "almost every other event" and praises its sleek lines. If you can impress an L.A. valet, you really gotta have something good.

Last day behind the wheel: the top-up, top-down gear works seamlessly. We head for Malibu for the annual arts festival. On Highway 1, I notice two design bugs. One, the cruise control lever is just above the turn signal, and I keep hitting it when I want to turn. Two, the mesh flap that rises behind the seats to cut the wind blocks rearview-mirror vision.

But nothing so serious as to discourage me from reliving my youth. As we head home on the freeway, I toe-tap the accelerator a few microns. There's no doubt if you can reach back for the power, it'll be there.

Best Convertibles Cadillac XLR

This is the coolest American car produced in my lifetime--and I'm past the Big Five-O. It's just a knockout. The XLR raises hope that General Motors as a whole and Cadillac in particular can recapture world leadership in automotive design.

Not everybody likes the creased-metal design that Cadillac is displaying in such vehicles as the CTS sedan, a descendant of the Evoq concept car unveiled in 1999.

But there's no question that the creased look really works on the XLR. The vehicle's stance is masculine and muscular, yet sleek and gorgeous. "I like to describe this vehicle as a bow and arrow being drawn back, with a lot of tension and direction to it," chief designer Tom Peters says. That's the way all these designers talk, but in this case, he's right.

The interior design also makes a statement. Rather than trying to cram too much walnut and gadgetry into the XLR, Cadillac has opted for the surprisingly light look of eucalyptus wood and aluminum accents.

The driver can unlock the door with a key fob located in his or her pocket. Ditto for starting the car. As long as the car's computer can locate the fob's signal, the car starts at the touch of a button.

In fact, simplicity is what Cadillac is stressing. It has taken a very different approach from the Germans when it comes to the intersection of car and technology. GM's OnStar system, allowing voice communication with advisers, is much less intrusive than screen-based navigation systems.

GM also has exploited the use of head-up displays. As you look forward through the windshield, you can see your speed, turn signal indicators, gear and other data. The total package is user friendlier and more concentrated in the driver's immediate field of vision.

The XLR's retractable hardtop with real glass in the rear window comes down in 30 seconds. Just hit a button. No latches to fumble with. It's like something out of Star Wars. Everything locks down snugly behind you. Very clean.

The downsides to the XLR are the downsides of any two-door convertible. There are no backseats. And the roof, when down, almost fully consumes available trunk space. This is not a vehicle for a cross-country jaunt.

The only criticism I heard from the very small number of people who have driven this car came from a BMW 530 owner--that the XLR doesn't have the torque of a BMW

To which I say, gimme a break. The XLR has a new 4.6-liter V8 engine. Because it is built in Bowling Green, Ky., at GM's Corvette plant, it shares some underpinnings with the Corvette.

It doesn't have 500 horses like the Mercedes SL-55, but it doesn't need them. Because of all the aluminum that Cadillac has used, the company says the XLR is the lightest of the vehicles in this class. It also has the longest wheel base and widest track, with 50-50 weight distribution. Long story short, its 320 horses give it all the pep it needs to be a cruising convertible.

That means it's built to boogie at about 80 mph, top down, glorious music pouring out of a 250-watt sound system. And at a mere $76,500, it's a bargain to boot.

--W.J.H.

Best On-Road SUV Porsche Cayenne Turbo

This is one of the most intriguing vehicles on the road. Why has Porsche, which is known for raw performance, chosen to come out with a sports utility vehicle? And will anyone buy it?

The answer, my friend, is roaring down the road. The Porsche Cayenne comes in two flavors, regular at roughly $57,000 and Turbo at almost $90,000. I drove the Turbo.

There are some things about the Cayenne Turbo that are just stunning to find in an sport utility vehicle. When you sit in the driver's seat and look at the speedometer, it tops out at 180 mph. That's because it carries a V8, 4.5-liter displacement engine that pumps out 450 horses. There are Tiptronic-like gear shifts on the steering wheel, and you can also put the automatic transmission into a sports mode.

Needless to say, it accelerates like a Porsche, producing the sudden rush of adrenaline not many carmakers know how to produce. The other SUVs seem like dinosaurs on display in a museum as you whip by.

It's also downright pretty to look at, both more attractive and faster than BMW's X5, its nearest competitor.

It's not a big SUV, but it offers utility. The rear cargo area and rear seats are big enough to do the things that an SUV should do. Two adults can sit comfortably in the rear seat.

The controls are elegantly done and the vehicle comes with a Bose sound system.

My first note of hesitation about the Cayenne Turbo is that it's still an SUV with a relatively high center of gravity. The unsuspecting driver could zoom on the straightaway and come to a corner and think, "Well, I'm in a Porsche. I'm going to do a four-wheel controlled skid through the turn."

But it doesn't work. You can feel the vehicle begin to tilt if you corner with it as you would with another Porsche.

And secondly, even if you can afford to lay out the cash without breaking a sweat, think of what $90,000 could buy you elsewhere. You could get a luxury SUV to pull the boats or other heavy loads, plus provide all the space anyone could want, for somewhere in the $40,000s. Then you buy a little Porsche Boxster or a BMW Z4 for when you want to have a little bit of fun.

Despite my doubts, the Cayenne is catching on. The company says it has sold 7,514 Cayennes so far this year, up from zero last year. They are selling mostly the less expensive S version. That means, overall, the Cayenne is outselling both the Boxster and the 911 and is Porsche's best-seller in this market. How wrong can one editor be?

--W.J.H.

Best Off-Road SUV Land Rover Range Rover

Traveling off-road is something most modern SUV drivers don't do very often. But they like the idea of knowing they can go off-road-should the mood strike. Land Rover has a history of making capable off-road vehicles, but their on-road performance was mediocre at best.

However, starting with 2003, Land Rover's top-line model, the Range Rover, underwent a complete redesign that improved its on-road driving while maintaining its off-road prowess. Although Ford now owns Land Rover, it was during a brief BMW stewardship that the Range Rover was redesigned.

As a result, when driven on pavement, the Range Rover feels much like the BMW X5 model it's based on. Steering feedback is superb and body motions are effectively controlled by its four-wheel independent suspension that uses computer control to vary vehicle height for off-road adventures. Safety features--like bi-xenon headlights and side-curtain airbags--guarantee the vehicle lives up to the safety standards many SUV buyers demand. Under the hood you'll find a BMW 4.4-liter V8 that produces 282 horsepower. The Range Rover can tow up to 7,000 pounds.

But don't let the BMW background fool you--this is one serious off-road machine. Land Rover hallmarks, including hill descent control, are all standard, as is an available 11.1 inches of ground clearance. You may not use these features on a regular basis, but if you want the highest level of security and agility when escaping the concrete jungle, this vehicle is unmatched.

More likely, your closest encounters with wildlife will be the parking lot at the local pet shop, in which case you can rest assured that, as an around-town conveyance, this SUV delivers. One of the areas BMW focused on during the redesign was interior materials. The resultant cabin is a collection of sublime leather, brushed steel and cherry wood.

A sticker price of more than $70,000 for a midsize SUV sounds pricey--unless you're looking for the ultimate combination of on-road comfort and off-road capability. In which case, it's a bargain.

--K.B.

Best Chauffeur-Driven Mercedes Maybach

The name Maybach means little to most Americans. It comes from a German engineer who worked for Mercedes a century ago and it was the name of an upscale line of German custom-built sedans in the 1920s. But while the name is old, the 2004 Maybach offers some of the most advanced luxury features available in a production car.

Two versions of the car are offered, the 57 and 62. The names represent the length of each model: The 57 is 5.7 meters long, the 62 is 6.2 meters. That equates to over 20 feet For the 62 (the extra 18 inches, compared with the 57, are used for rear-seat legroom).

The seats themselves are the most luxurious you'll find. They are, of course, power operated and fully recline while providing leg support (think first-class air travel). They are also heated, cooled and outfitted with a soft, nubuck-upholstered pillow attached to each head rest. Between the rear seats is a center console that houses a DVD player, a six-disc CD changer and a refrigerated compartment that remains cold even when the engine is off. To match the Maybach's demeanor, a bottle (not a cup) holder is provided. Two pods, each featuring a magnetic clamp to secure a set of sterling silver champagne flutes, complete the package.

The sights and sounds from within the rear of a Maybach 62 range from twin LCD monitors (mounted in the front seatbacks) to a 21-speaker Bose stereo to a large sunroof that can change from clear to opaque at the touch of a button. Spring for the privacy partition between the front and rear seats--an option that takes the price tag from $359,500 to $408,000--and you can enjoy these features in solitude or with that special someone.

The Maybach also offers an array of premium interior surfaces. Napa leather, nubuck leather, suede and everything from cherry to burl walnut to amboyna wood can be specified during the ordering process.

For those rare moments when a 62 owner might actually slide behind the wheel, he'd be happy to discover the car isn't just about the rear seat. Under the hood sits a 5.5-liter V12 with twin turbochargers. This is essentially the same engine as in a Mercedes S600, but peak horsepower has been increased from 493 to 543 to deal with the Maybach's additional heft.

The company says the car can go from zero to 60 mph in 5.2 seconds, despite its 6,000-pound weight. Handling is similarly surprising for such a large vehicle, thanks in part to an advanced suspension. It's certainly no Porsche, but it feels almost as nimble as the S-Class. Most owners will never know this, but at least their drivers will have that much more fun.

--K.B.

The Top 10 Cars for CEOs

BEST SEDANS

* BMW 760Li * Audi A8L * Rolls-Royce Phantom (BMW)

BEST SPORTS CARS

* Porsche TurboX50 * Ford GT

BEST CONVERTIBLES

* Mercedes SL55 * Cadillac XLR

BEST ON-ROAD SUV

* Porsche Cayenne

BEST OFF-ROAD SUV

* Range Rover (Ford)

BEST CHAUFFEUR-DRIVEN

* Maybach (Mercedes)

About Our Rankings

WE'RE PLEASED to launch the Top 10 Cars for CEOs, an annual feature aimed at helping you choose the best cars to purchase or lease.

The selections were made by Edmunds.com, the consumer automotive information source, based on criteria established by Chief Executive. We kept in mind that our readers' average age is 50-plus and that their incomes, obviously, are high--therefore, price was no object. The quality of the ownership experience also mattered. Any manufacturer with quality or service issues was disqualified.

We also specified that our readers have active lifestyles, meaning they golf, ski and play tennis, among other pursuits. We noted they tend not to live in intensely urban settings such as New York City, and that they're spread out across the country. The vehicles we considered are available for purchase by the end of 2003. One of them, the Ford GT, will not be on the roads by then, but purchase orders are being taken now.

German manufacturers dominated the rankings, winning in seven of the 10 categories. More surprising, perhaps, is that Ford and General Motors each won with new offerings, and that the Japanese caretakers won none. The Japanese simply don't compete at this level, the judges determined, not even Toyota's Lexus.

Karl Brauer is editor-in-chief of Edmunds.com.

Mike Tharp is a former writer for U.S. News & World Report.