This diverse segment offers the widest price range. It covers everything from the $33,000 Saab 9-5 to the $128,000 Mercedes-Benz SL500. Obviously our Best Buys are somewhere in between. We think that the Acura RL is a steal at $42,000 fully equipped. Though it is a front-drive V6 in a field of V8 rear-drive models, it has a great ride, plenty of power, and is quite luxurious. In the same vein, the more-expensive Lexus LS 400 continues to impress, excelling in every way except for handling.

If you are looking for something a bit more sporting we recommend the BMW 5-Series, Jaguar S-Type, or Lexus GS 300/400. If your taste ranges more toward the luxury end, then take a look at the new Cadillac DeVille or Mercedes-Benz CLK.

The 7-Series is being redesigned for a fall 2001 European debut and a probable U.S. launch in the first quarter of '02. Insiders report BMW's flagship sedans will keep to their current overall size, but with longer wheelbases and sleeker, more chiseled styling inspired by that of the recent Z9 concept coupe. The front end features a hoodline raised about two inches, a new version of BMW's trademark "twin kidney" grille topped with chrome brows, and smaller round headlamps that throw high-intensity beams from behind clear composite "double-bubble" covers. Out back is a raised deck that contributes to more trunk space, plus new triangular taillamps whose intensity varies with brake-pedal pressure.

The new 7s are also said to be somewhat lighter than the outgoing models, thanks to more extensive use of aluminum and other lightweight materials, plus weight-saving measures that include a new fiber-optic electrical system running at 42 volts instead of the usual 12. The last implies lots of standard power features, so expect all the customary interior conveniences, plus "active safety" equipment such as antilock brakes, BMW's Dynamic Stability Control antiskid/traction-control system, and BMW's take on radar-linked "smart" cruise control. Airbags should number eight, with standard rear side-impact cushions and BMW's tubular Head Protection System restraints above the side windows.

Also on the cards is more precise rack-and-pinion steering instead of the 7-Series' traditional recirculating ball setup, plus a choice of either conventional steel springs or a new "active suspension." The latter employs computer-managed air springs designed to counteract body roll in hard cornerning, front-end dive in hard braking, and rear-end squat in hard acceleration.

U.S. offerings should remain as is, with standard- and long-wheelbase 740i models and a long-wheelbase V12 sedan. All will feature a new 6-speed automatic transmission as standard, replacing today's 5-speed. An all-wheel-drive option, with hardware borrowed from BMW's X5 sport-utility, is being whispered for some unspecified later date. For the new 740s, BMW's 4.4-liter V8 reportedly goes from 282 horsepower to around 320 via numerous internal revisions. The V12 will be an all-new 6.0-liter unit producing around 400 hp, up from 326 in the current 5.4-liter engine; it will power what should be badged the 760iL. By 2004, the V12 is expected to sire new compact 4.0- and 5.0-liter V8s that will first appear in BMW's next-generation midsize 5-Series, though they probably won't be long migrating to the 7s.

Among the more interesting aspects of the new 7s will be interior controls--or rather the lack of them. According to industry spies, audio, heating/air conditioning, navigation and optional Internet access will all be adjusted by a large centrally mounted hand control that's said to resemble the end of a Coke can and will work in tandem with a large display screen mounted high in the center of the dashboard. Incidentally, the available Web connection should be a first for a BMW, though in today's wired world, you can bet it will spread to other models in due course.