A honk of the horn forced my attention back to the road, and that’s when it hit me – no matter how efficient or comfortable you are with using BMW’s iDrive system, it is still a major distraction. I had almost run off the road while trying to adjust the radio station, and the driver behind me honked his horn to get my attention back where it should have been – on the road.

iDrive aside, the 2004 BMW 760 is an incredible car, one that earned huge accolades from our staff for its road manners, powertrain, comfort and dare we say, styling? The controversial 7-series has grown on us, and our staffers now fawn over the flagship from BMW. Comments about the 760i included, “The 760i looks muscular without being cold,” and “BMW wheels have always been gorgeous, but the alloys on the 760i are downright sexy.”

Those sexy 19-inch alloy wheels are stretched to the far corners of the car, not only to improve handling and stability but to give the car a sportier appearance. The traditional “twin kidney” grill of the 760i resembles BMWs of days gone by, albeit with a touch of a modern make over. The 760i further distinguishes itself from other seven-series cars with chrome accents and a little tattle-tale badge on the front fenders that reads V12.

And speaking of tails, there’s that rear end. And while it’s still a bit abrupt, we’re learning to like it. One staffer noted that the E65 body style bares a striking similarity to the E39 profile by pointing out, “If you look closely, the E65′s C-pillar is more E39 [previous generation BMW 5-series] than the E60 [current generation BMW 5-series].”

Inside, the 760i is nothing but first class. From the large and comfortable, 14-way power, heated and ventilated, massaging rear seats to the infamous Alcantra suede headliner, the 760i pampers its occupants. The perfect fit and finish of the wood-trimmed and brushed aluminum accented interior further reinforces a sense of stately quality, and while the $109,000 price tag on the 2004 760i may exceed what many folks in rural America have paid for their homes, we can honestly say that it wouldn’t be difficult to live in the 760i – it’s that comfy.

In addition to the top notch fit and finish, the BMW 760i boasts some incredible technological achievements. Inside, there are individual climate controls for all four corners of the cabin. When combined with the power seats that offer ventilated heating or cooling and massage functions, it’s easy to be lulled into a complete state of relaxation – great for whisking away the stresses of the day. Conversely, a secondary iDrive unit resides in the rear cabin, perhaps so that your passengers can share in your frustration (or find reason to activate the soothing massage features of the seats).

But don’t let all of the luxury features fool you into thinking the 760i is a hoity-toity, high brow avenue cruiser. The real technology sits under the hood, in the form of an all-aluminum, 6.0-liter V12 with double overhead cams and a Bi-Vanos Valvetronic system that generates 440 horsepower along with 444 pound-feet of run-flat roasting torque. BMW assures us that the 760i motor shares nothing with the previous generation’s 5.0-liter V12. No sir, the boys from Bavaria really tweaked their thinking caps for the new powerplant.

The 6.0-liter V12 utilizes direct injection, a first for a gasoline powered V12 (diesel powerplants have been using direct injection for some time, with great success). The benefits of direct injection include more power, smoother throttle response, increased engine efficiency and better fuel economy. Rather than having fuel delivered to the combustion chamber via an intake port, direct injection allows the fuel to be delivered precisely to the combustion chamber.

The change to direct injection does away with the traditional throttle body, and replaces the butterfly-like valve assemblies with infinitely adjustable variable intake valves. This technology is similar to that of the BMW M5 – there are 12 individual throttle blades, and each can meter air to its own port individually.

Other nifty touches include a liquid cooled alternator that increases output while reducing noise, a revised Bi-Vanos system (variable camshaft control), and a special silicon-impregnated aluminum alloy dubbed “Alusil” is used in the construction of the engine block and cylinder heads. The net result of all of these technological marvels is an engine that pulls hard, runs silk smooth and emits nary an unwanted sound into the cabin (save for at full throttle, where the engine sings with the best of them).

The six-speed automatic transmission performs in harmony with the big V12, and thanks to full manual controls (handily mounted at the “10-and-2 position” on the steering wheel in the form of push buttons), the driver retains the option of mixing things up himself whenever the urge strikes. Our only complaint about the 7-series transmission controls is the overly complex and unnecessarily tiny shift lever that’s mounted to the steering column. We’re sure it becomes second nature after a while, but therein lies the problem – a shifter stalk shouldn’t require “training” to use.

On the road, the 760i is an absolute wonder. Never mind all of the technological magic that surrounds you, what’s impressive is how well the car rides, drives, handles and responds. And while the 760i seems big when it’s parked in the driveway, it conveys a surprising sense of svelteness on the road. We had to remind ourselves that the 760i weighs nearly 4,900 pounds as we pushed it hard through turn after turn, and hauled it down from sixty miles per hour in distances that rival most sports cars.

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Most of the remarkable road manners are the direct result of an extremely advanced suspension system that’s composed of aluminum components (to cut down on unsprung weight), Dynamic Drive Control (DDC), and Electronic Damper Control, which is in its own right an impressive system that would require volumes to describe properly. Let’s just say the suspension on the E65 is miraculous, as it’s able to translate 4,900 pounds of sheet metal into something nimble, sporty and confidence inspiring. The ride is compliant and firm without being abusive, and the 760i corners dead flat, even in tricky off-camber turns.

At the strip, we observed zero to sixty times in the low-to-mid five seconds, with quarter mile figures in the low fourteen second range. Not bad for a two-and-a-half-ton four door with more gadgetry than the first lunar rover. Top speed is governed at 155 mph, and probably for good reason. Our tachometer read a lazy 3000 rpm at 155mph, indicating that there’s plenty more top-end available.

All in all we really enjoyed our time with the 760i, even if it meant fighting with iDrive system. The car’s road manners are impeccable, its styling graceful, its interior lavish and its engine vivacious. If BMW would only drop the iDrive system (or at least modify it so that it’s easier to navigate), the 760i would truly be a world class leader in the luxury performance sedan market and give the likes of Mercedes-Benz, Aston Martin and the Bentley Continental GT a serious run for their money.

We’ll be honest – we were never fans of the previous Jeep Grand Cherokee. We found it to be uncomfortably small, inefficient, clunky and unreliable. Imagine our trepidation when we were handed the keys for the all new 2005 Jeep Grand Cherokee Limited and told to “have at it.” We reached for our red pens and prepared for the worst. However, after stepping foot into the all new Jeep, we put away the pens and settled in for a rewarding and positive experience.

We were immediately taken with the new styling. Gone were the afterthought, plastic stick-on fender flares and door belt trim pieces. They’ve been replaced with honest to goodness, stamped sheet metal, and we think they look fantastic, especially when covered with Jeep’s Inferno Red Tinted Pearl paint. Jeep has managed to restyle the Grand Cherokee in a manner that is fresh and exciting while remaining true to its roots – something that’s easier said than done. One staffer did note that from certain angles, the rear lift gate area bares an uncanny resemblance to the Land Rover, but again, that’s a good thing as Land Rover pens some sharp vehicles.

Our 2005 Jeep Grand Cherokee Limited came equipped with nearly everything Jeep had to offer, including the 25K package. The 25K package includes such niceties as: Chrysler’s 5.9L Hemi V8 motor, Quadra-Trac II active full-time all wheel drive system, stability control, heated leather seats, power sunroof, and the UConnect system, which is a Bluetooth enabled communications system. Our $43,128 sticker also included: Trailer Tow Group, DVD-based navigation system with 6-disc changer and rear DVD player, SIRIUS Satellite radio, supplemental side air bags, Park Sense, a tire pressure monitoring system and the Grand Cherokee Touring package.

Inside, we found the Jeep Grand Cherokee to be much improved over the previous model, and our taller editors were especially grateful for the improved leg and head room up front. “In the past, the only way I could drive the Jeep Grand Cherokee was if I leaned to one side, sort of like a gangsta’ lean,” wrote one of our six-foot four editors. “With the 2005 model, I have plenty of leg and head room. It’s fantastic!”

Front seat passengers will no doubt enjoy the infrared-controlled automatic climate control system that uses an infrared beam to measure body temperature and adjust the air temperature accordingly. Other trick bits include an improved center stack that features a large, easy to read LCD screen, an intuitive climate control system, and a host of easy to find and use buttons for items such as the trip computer, seat heaters, and pedal adjustments.

Jeep smartly uses chrome accents on the climate controls, the center console and around the large and easy to read instrument cluster gauges. The thickly padded, leather wrapped steering wheel tilts and telescopes and hosts the controls for the electronic cruise control system.

Some journalists complained about what they described as “cheap interior materials” and “hideously faux wood trim,” but we think they’re out of their minds. We didn’t find the interior materials to be any worse than what you’d find on the $43,000 Chevrolet Tahoe or $41,000 Ford Expedition, so we’re not sure why they were making such a big deal over it. I guess everyone needs something to complain about.

Rear seat passengers may gripe a bit, as we did find the seats to be a bit on the “short” side, especially in the thigh area. Our taller staff members hinted at a lack of thigh support, and some wondered if children’s’ safety seats would fit properly on the relatively short seat cushions. The theater style seating is a welcome feature, as it provides rear seat passengers with better forward visibility.

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In the cargo area behind the rear seats, the Jeep offers wider accommodations than before, thanks in part to wheel wells that intrude less. A nice touch is the plentiful allocation of cargo tie down anchors. Cupholders and storage compartments are plentiful and well placed – a must for today’s urban road warriors.

On the road, we found the Jeep Grand Cherokee performed nearly flawlessly. The now infamous 5.9L Hemi provided plenty of grunt, and thanks to the Quadra-Trac II all wheel drive system, we were never left wanting for more traction or grip. Body roll was well managed, even when the going got technical in the twisties. Granted, the Jeep Grand Cherokee is no Audi S4, but it certainly handles better than you’d expect.

And despite that great handling, the ride is very compliant and comfortable. The suspension soaks up road irregularities, and does a great job at damping road noise, unlike the previous model Grand Cherokee. We have a sneaking suspicion that the boys from Daimler may have helped Jeep with their NVH (Noise Vibration and Harshness) issues, and that’s something we should all be thankful for. Simply put, the 2005 Jeep Grand Cherokee doesn’t ride like Jeeps of the past. It exudes a sense of confidence and refinement.

We had an opportunity to take the Jeep Grand Cherokee off-road, on a course that was set up at an old downhill ski facility. As luck would have it, the skies opened up a few days before we were brought to the facility, so the trails were extremely slick and muddy. But none of this fazed the Grand Cherokee – it took everything we could throw at it with ease, and impressed us with its off-roading prowess despite wearing relatively sporty 17-inch all season Goodyear tires. The Quadra-Trac II system easily handled the most severe conditions, and the Descent Assist Technology kept us in total control, even as we traversed down a 45-degree, mud covered hill.

As our time came to an end with the 2005 Jeep Grand Cherokee, we found ourselves wishing we had more time with it. All of us agreed that it was light years beyond what the old Grand Cherokee was, and we’re excited by what Jeep may have to offer with its forthcoming Commander model. As far as mid-size SUV models go, the Jeep Grand Cherokee is one of the finest. And, if you don’t splurge on the options, it’s also one of the best bargains around.