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Sporty Luxury Sedan Comparison

The More Things Change: Eight Contenders Vie For Sport Sedan Supremacy

From the May, 2012 issue of Motor Trend / By Motor Trend Staff / Photography by Julia LaPalme


In the car world, a new BMW 3 Series is a big deal. BMW created the small sport sedan class in 1975 with the original E21 3, and even before that with the iconic 2002. Along with the Mercedes-Benz 190E, the segment really arrived in 1982 with the launch of the much-heralded and often imitated, though never quite duplicated, E30 3 Series. That car proved a near-perfect mixture of engine, transmission, and chassis that the competition and BMW have been trying to mimic for years, with varying degrees of success. Perhaps more important (for BMW), the E30 arrived on the scene at the same time as the yuppie. In the 1980s, nothing screamed "upwardly mobile" quite as loudly as a little BMW parked in your driveway.


But 30 years is a long time, and the automotive scene is very different from when the E30 launched. Back in the early '80s, Acura, Infiniti, and Lexus didn't exist; Audi was selling AWD Volkswagens; Buick was terminally ill (though hardly aware of it); and Volvos were but a chromosome away from farm equipment. Only Mercedes was anywhere near its current market position, technically and in terms of status.


There have been three generations of 3 Series (E36, E46, and E90/91/92/93) between the 1980s classic and this new sixth-generation car, dubbed the F30. Each of those previous cars represented varying degrees of goodness, but the competition hasn't exactly been resting on its laurels. In fact, back in August 2007, we loudly (on our cover) declared "The King Is Dead!" and handed the 3 Series' crown off to the Infinti G37.


This new 3 Series, then, shows up saddled with great expectations. So great, in fact, that we assembled seven competitors eager to knock the would-be king off his presumptive throne. While some of the sedans follow the 3 Series' longtime winning recipe (front engine, RWD), several are front drive, and the Audi gets mojo directed to all four wheels.



Moreover, since we got our hands on the new 328i, which features a turbocharged four-cylinder engine instead of an I-6 (gasp!), we asked for the lowest-powered version of each competing car. Except for the Acura and Buick. Automatic transmissions for all, too. Our task was twofold: to determine just how good the new BMW 3 Series is and see how the sport sedan competition measures up. Frankly, I'm rather shocked by the results. - Jonny Lieberman
<hr>8TH PLACE : Buick Regal GS

You Want to Compete With Whom?
By: Ron Kiino

Wait, the underdog American, armed with the most potent engine, Brembo brakes, and 20-inch wheels came in last place, behind the dated and underpowered Infiniti? Yes, we know -- it just doesn't sound right. We had high hopes for this sportiest of slushbox Buicks, what with the aforementioned performance goodies. But when the votes were cast, eighth was as high as this Gran Sport could reach. For those wondering, if we'd instead included the regular Regal Turbo, Mike Febbo may have shot it.


Like the BMW, the Buick uses a direct-injected 2.0-liter turbo four. Yet unlike the 328i, the Regal pumps out 30 more horsepower and 40 extra lb-ft of torque for -- drumroll, please -- a tops-in-test 270 horses and 295 lb-ft. Unfortunately, that output advantage didn't translate to the track, where the six-speed-auto GS was 0.6 second slower from 0 to 60 (6.2 seconds) and 0.8 second tardier through the quarter mile (15.0 seconds at 93.1 mph) than the dragstrip champ eight-speed 328i.



So, it's not quicker, but perhaps it's more fuel-efficient? Nope. Per the EPA's fuel-economy test, the BMW ekes out 24/36 mpg city/highway to the Buick's 20/32. Moreover, our observed fuel economy placed the 328i (16.8 mpg) mid-pack and the Regal dead last (14.6), a full 2.0 mpg behind the A4, the second-thirstiest vehicle.


Speaking of the all-wheel-drive Audi, it actually weighs less than the 3748-pound Buick, the -- yep -- heaviest of the bunch. What's up with the corpulence? We're not entirely sure, but we surmise some of it comes from the Regal's polished dubs and Pirelli PZero tires, a $700 option that did very little to dampen the often harsh ride. That said, the wheel/tire package, along with the GS' Brembos and front HiPer strut/rear multilink suspension, did deliver impressive 60-0 braking (108 feet), lateral acceleration (0.89 g), and figure-eight (26.1 seconds at 0.67 g) numbers.



Still, over our curvy test loop, we were unimpressed with the Regal's nervous handling dynamics, frustrating transmission ("Shift Denied!"), and noticeable turbo lag. At $38,565 ($35,720 base), the Regal GS resides in the economical half of the group, yet includes navigation ($1145), power sunroof ($1000), leather interior, satellite radio, Bluetooth, pushbutton start, and dual-zone auto A/C. The lack of a backup camera, especially given the high rear shelf, seems an oversight.



And please, please, lose the gaudy chrome inserts in the steering wheel and around the gearshift. As the most powerful entry -- not to mention one of the newest -- the Regal needed to be more than an apparent strong value with flash. It needed to live up to its brawny specs and bulldog looks. As its finish illustrates, it didn't.
<hr>7TH PLACE: 2012 Infiniti G25

Late to the Party, Still
By: Alex Nishimoto

There are two ways of arriving late to a party. One, make a grand entrance and act like you have something to offer that was missing prior to your arrival. Two, bring a gift -- maybe chips and salsa or a few adult beverages -- to mask the offense of your tardiness. The Infiniti G25 was certainly late to the lower-priced, reduced-displacement executive-car party. And instead of injecting some spice into the entry-lux dance floor, it showed up in last year's clothes, out of step, and half-asleep. And it brought Zima.


In this comparison, the G25 was simply outclassed. The combination of an anemic drivetrain, dated exterior styling, and an interior that (charitably) looks at least a generation old landed the G25 in seventh place, a finishing position that was debated for nearly an hour before we decided the Infiniti was better than the Buick. For the record, three of the eight minds remain strongly unconvinced.


The biggest complaints revolved around the Infiniti's seven-speed automatic transmission, which is an elementary school dropout in terms of programming intelligence. The car was never in the right gear coming out of a turn, and sport mode did little to correct the problem. The only time the sport setting did anything was in the constant, tight sweepers of Decker Canyon, when it was unnecessary. The tranny would downshift one or more gears for no apparent reason, each time letting out a spooky wail from the relatively gutless 2.5-liter V-6.


In the Acura TSX, you wanted to step on the pedal to hear that 3.5-liter V-6 at wide-open throttle. In the Infiniti, listening to the engine carry on got really old really fast. Lieberman compared it to a propeller plane. And if you want to get anywhere in a semi-hurry, you've got to wring the scrawny V-6's neck.


Equally unloved was the bland, low-rent interior, which Scott Evans described as "sterile," likening it to a doctor's waiting room. Infiniti failed to achieve the bare minimum level of quality required for a luxury car by employing cheap plastic that was as relentless and beige as the Gobi Desert. Infiniti clearly isn't going for sporty either, as the G25 is offered with neither a manual transmission nor the steering wheel-mounted paddle shifters available on the G37.



The lack of atheleticism was all too obvious in testing, with the G25 posting the slowest 0-60 time of the group at 7.5 seconds, and the slowest quarter-mile time of 15.7 seconds at 90.8 mph. The Infiniti does have some redeeming qualities, though. Based on Nissan's FM (front-mid) architecture, the same platform that underpins such capable and sporty cars as the 370Z and Infiniti FX, the entry-level G is a competent handler, with most editors reporting sharp turn-in and generally good steering feel.



That's the inherent benefit of RWD, and most likely the only reason the Infiniti got shelved above the Buick. This fact would've carried more weight had the stability control not been so invasive, cutting power through turns and sapping the fun out of an otherwise agile car. Noted Lieberman, "Through the tightest turn of the loop with the stability control switched off, the G25 essentially turned itself off on me." The Infiniti does get some credit for having the second-best observed fuel economy of the group, seeing an average of 17.6 mpg in our abusive hands.


Despite decent handling and relatively good gas mileage, the G25 proved to be one of the two major disappointments of this test. Here's hoping Infiniti follows the lead of other automakers and gives the next-gen G a turbo-four with a much smarter transmission. Until then, the G25 is seriously outclassed by the major players gathered here.
6TH PLACE: 2012 Acura TSX V-6

Pseudo-European Car Offends None
By: Benson Kong

No offense -- though I'm sure somebody out there will take issue -- but this comparison felt the most right to me during one particular driving loop where it was just the European contenders briskly hustling through the twists and turns. The Japanese and American half of the pack had been separated by a red light. And then some. Yes, it's cliche, but it takes some big talent to be taken seriously in the sport sedan realm.


If the Acura TSX -- known to the cognoscenti in these parts as a derivation of the European-spec Honda Accord -- can take one triumph to heart, it's that no editor stepped out shaking his head, saying, "It's just awful" or "It doesn't belong here." (See eighth place.) In fact, the TSX proved a cautionary tale in automotive what-ifs.


What if its transmission had more than five speeds? What if it had better tires and brakes? What if its ride quality were better sorted? To elaborate, let's open our notebooks. "Still has a few drops of that old Honda magic, but not nearly enough," remarked Lieberman. "Engine zings and it basically feels like a big Honda Fit, which isn't bad, but it's definitely let down a bit by the transmission," wrote Febbo. "If the TSX had the BMW's brakes and the Benz's tires, it would've easily been a top-four car. If..." postulated Kiino.


No doubt the most impressive naturally aspirated engine of the bunch, the TSX's aurally pleasurable 3.5-liter V-6 won over most of us. Its exhaust note was described as "deep and bellowing" by Nishimoto. With a comparison-topping 280 horsepower paired with 235mm-wide rubber, the front-drive TSX was third-quickest from 0-60 mph and in the quarter mile (6.0 seconds and 14.5 seconds, respectively), but last in maximum lateral g (0.82) and on the figure eight (0.3 second off the Volvo S60 T5, the next closest).



Quick steering helps generate aggressive turn-in, but drivers were then left with a chassis worthy of considerably more grip. When the going was easy, the sporty but busy ride and plentiful road and wind noise wore us down. The cluttered center stack and low-resolution navigation screen also drew ire, though the interior material selection and color coordination is solid. The TSX is well-equipped, but after a while we started to question the $39,335 as-tested price.



It's serious coinage any way you cut it, and the gap in dynamics from sixth to first is tremendous. Of course, it's easy for us to nitpick what needs fixing -- we're not the ones spending our money on product development. But for the same purchase price, there definitely are five better sport sedans from which to choose.
<hr>5TH PLACE: 2011 Lexus IS 250 F-Sport

Old? Who You Calling Old?
By: Rory Jurnecka

The Lexus IS 250 was the very definition of an underdog when it knocked on the door of our little entry-level luxury-car party. Having made its production debut at the 2005 (think White Sox winning the World Series) New York auto show, the second-generation IS can't help but look, feel, and seem a little dated. Its 204 hp and 185 lb-ft is light for a modern small-displacement turbocharged four-cylinder motor, let alone the 2.5-liter V-6 the IS 250 has stashed under its hood.



The six-speed automatic used to be state-of-the-art with its sport mode and paddle shifters, but today half the cars in this comparison have seven- and eight-speed gearboxes. So where does that leave a nearly 7-year-old sport sedan?
Surprisingly, solidly mid-pack is the answer. Truth is, especially compared with the older-by-a-year Infiniti G, the Lexus still feels like it's a viable purchase. Our impressions were no doubt bolstered by our tester's optional F-Sport package.



With its unique sport seats, leather-covered steering wheel, firmer suspension, 18-inch wheels, and grippy Bridgestones, the IS seemed to punch above its weight in the smiles-per-mile category. "Lexus has the bones of a good sport sedan here," said Evans. "The chassis is solid and composed, the handling is good, and it grips well."


We were also impressed with its style. The interior is trimmed out nicely, with the comfy Alcantara-covered, big-bolstered seats holding occupants in place on the twistier stretch of our drive loop. With the exception of the somewhat plasticky, dated center stack, the majority of the interior "still feels luxurious and upscale," to quote Kiino. The exterior design has fared equally well over time, due in part to a mid-cycle refresh a couple years back, and still manages to be eye-catching (especially in F-Sport trim). Adds Lieberman, "Compared with that new squished-spindle Lexus snout, this thing is gorgeous."


Complaints? We had a few, and most were to do with the most outdated part of the car: the powertrain. While the V-6 revs out smoothly enough, it is underpowered amongst its competitive set. We found ourselves wishing for at least another 50 lb-ft of torque to help push the relatively light IS along.


We also found the shift paddles somewhat less responsive than those in most of the competition. Rear seat room wasn't impressive, and the $41,214 as-tested price seemed a bit steep, considering the car's age. That said, we know there's a new IS in the works. If it builds on the lessons Lexus should have learned from this iteration, we can't wait to drive it.
<hr>4TH PLACE : 2012 Audi A4 Quattro

The Safe Bet
By: Mike Febbo

Quattro -- Audi's brand name for all-wheel drive -- has defined the Ingolstadt-based manufacturer's identity for the last 30 years. Some may question the value of sending power to all four wheels on such relatively low-horsepower vehicles, but in the twistiest sections of our test loop, the difference immediately became apparent. The A4, with its wide powerband from the direct-injection 2.0-liter turbo I-4, shot from corner to corner with grip the other cars couldn't hope to achieve. Well, save for one from Bavaria.


The unanimous complaint among the judges was Audi's beige/gray interior. Even the biggest four-ring fans in our group (hi, Mom!) remarked that this color should never be allowed to leave the factory. While design and ergonomics were praised, wrapping everything in that cheap-looking khaki faux leather makes it look too much like a Frankfurt taxi. The steering wheel seemed to suffer the most from the cheap material, and its function was a point of contention.



While most of the manufacturers in this comparison augment steering feel by piping powertrain vibration into the steering system (alarmingly so in the case of the Mercedes), Audi isolates the NVH and lets the front tires do all the talking. Feelings on steering feel were split right down the middle, with some celebrating the sharp responses and others proclaiming the car devoid of soul.



However you look at it, the Audi was the second-heaviest car in the comparison at 3710 pounds and still managed to tie the 3480-pound BMW for first place around the figure eight. Again, grip. In acceleration runs, the Audi again put in a strong second-place showing behind the BMW, coming in just two-tenths of a second behind it to 60 mph (5.8 seconds) and in the quarter mile.



Clearly, the sixth-most-powerful car in the field gets the most out of its 211 horsepower. On the street, the Audi felt mid-pack in accelerative oomph, maybe because of the extra weight from the brand-defining AWD hardware, though the new and lightened A6 shows that Audi is capable of making an AWD car that's lighter than the 2WD competition. Also, what's up with the awful wind noise?


The A4 is scheduled for an update in 2013 with new exterior styling details and a rash of interior changes including new materials, steering wheel, and different color offerings. If buyers must have a 2012, spend $1250 on the prestige trim level to get upgraded leather and more supportive seats, 19-inch wheels with wider tires, a firmer suspension, and more aggressive front and rear fascias. Though that would, of course, bump the second-highest as-tested price even higher. The A4 is an aging car but still a good choice, especially for buyers who require all-weather performance.
3RD PLACE: Mercedes-Benz C250

A Very Good Car -- Just Not Great
By: Scott Evans

Well, this is awkward. The mighty Mercedes-Benz finishes third, behind a Volvo? How'd that happen? Well, let me tell you.
Here are the problems we had with our Sport-packaged C250. First and foremost, these seats do not belong in anything associated with the word "Sport." The bottoms are hard, and as flat as the plains east of Denver, while the seatbacks offer just enough side bolstering to remind you how sporty they aren't. Nearly as bad is the boost lag, with the little 1.8-liter turbo-four wholly unequipped to handle the Benz's weight until boost comes in around 3000 rpm.



The transmission, meanwhile, is slow to react and doesn't keep the engine on boost even in Sport mode, and the side-to-side manual shifting won no fans. The steering was too light and lacking in feedback, and the design inside and out is conservative bordering on boring.


So that's why the Mercedes is in third. But why is it ahead of the Audi, Acura, Lexus, Infiniti, and Buick? Because it drives better than any of them. Once the turbo-four is boiling, the C250 feels much quicker than its 6.9-second 0-60-mph time suggests. The chassis is rock solid and nigh unflappable. It's a bit disconcerting when the body rolls over hard on turn-in, even though you know in the back of your mind it's going to settle in on the suspension and bite hard at the road.



Once it does, the Benz is neutrally balanced, hard to upset, and stuck tight to the asphalt. Better transitions and better seats would help immensely.
The Mercedes also made a strong case for itself in value. Say what?! Yup, at $41,570, our lightly optioned tester landed mid-pack in pricing while still offering such niceties as satellite radio and navigation. Of course, start spec'ing it up like the BMW and you can easily push this car into $50,000 territory. As it stood, though, the Mercedes offered one of the best driving experiences at a reasonable price.


It was even the fuel economy winner at 17.7 mpg observed. By the end of our test, everyone liked the C250, but no one loved it. It's a competent handler, a solid ride, a real luxury car, and it has pedigree. Still, there were two other cars that did it at least a little better. Besides, Mercedes is hard at work on a new C-Class, and you can bet a third-place finish simply won't be tolerated.
<hr>2ND PLACE: Volvo S60 T5

Swedish Cinderella
By: Nate Martinez

The Mayan prophecy didn't arrive early. Illicit drugs were not consumed. A lofty amount of Chinese yuan hasn't been left in our collective (nonexistent) coffer. Ladies and gents: We are still as surprised as you are at this very moment. We've known for a long time just how very good the turbo I-6, AWD S60 is, but this was our first crack at the FWD, transverse inline-five, and, well, we're surprised.


The Volvo S60 T5 had a lot of things going for it that aren't necessarily related to safety. First, there is that stunning coupelike Swedish body with clean, composed, and well-executed accents. The physique can hardly be called svelte, but it is well-proportioned and ideally sorted for five-passenger hauling. More important, it's different. Refreshingly so. Our particular tester's looks benefited from optional bright silver sport front and rear bumpers. Over the multi-day test the design received nary a complaint.


Much like its metal panels, the cabin's no-nonsense black/silver/tan innards were penned with simplicity and attractiveness in mind. Yet, as most of us discovered, the simple space proved extremely comfortable and nearly concert-hall quiet, not to mention highly usable with ample storage, cupholders galore, and a straightforward multimedia system. A few labeled the plain cockpit too "stripped" and "not premium enough," but in the end, it did what it set out to do -- and did it well. We especially took a liking to the front seats, which are supple enough for long highway hauls and supportive enough for aggressive runs on desolate zigzag paths. Not often do our posteriors sit in such magnificent thrones in an entry-level model. The fact that they were fabric instead of real or fake cowhide was also appreciated.


Those aforesaid aggressive runs revealed a solid 3500-pound platform that liked to dance. It wasn't the quickest on our track with its relatively skinny 215/50R17 Michelin Primacy rubber (the thinnest of the bunch), nor did it carve canyons with a surgical skill of a certain Bavarian. In all honesty, the nose-heavy car that some called "a tank" and "a heifer" plowed at its limits on tight, complicated corners. But it was controllable, and, most important, extremely fun. Granted, long sweepers were where this Volvo truly shone.



The smooth, peppy 2.5-liter five-cylinder and its six-speed automatic doled out consistent power and thrills whatever the situation, and was one of the most fuel efficient at 17.5 mpg observed. The S60 won our hearts with its ability to take the high-stress runs we dealt it in its competent, confident stride. When it comes time to go home, it coddles you. It sips fuel penuriously. And it looks damn sexy. For all this, Volvo charges just over $35 large. Yup, this is one special Swede.
<hr>1ST PLACE: BMW 328i Sport Line

That's First Place With a Competition-Killing Bullet
By: Jonny Lieberman

The Internet has fundamentally changed the way we write about cars. Why's that? Your thoughtful, loving comments, of course! Unlike in the old days where my predecessors would cherry-pick only the best, friendliest letters to the editors (and spellcheck 'em), today whatever you have to say becomes permanently affixed to the article in question, online. And lest you feel like you're writing to each other, be assured, we read your comments. I mention this because I want to talk about the big albatross hanging around the new 328i's neck right up front: price. This car rings the bell to the tune of $50,560, by far the highest as-tested price of the competition. Shock! Horror! You all will cancel your subscriptions en masse, of course the most expensive car won, because we're all idiots, etc.


Yes, yes, yes. We know. However, unlike the other seven competitors, this particular car was driven away from the U.S. 3 Series launch BMW held in San Francisco where the cars were (of course) trimmed out with all the fixings. The point I want to make is that, using BMW's online configurator, you can spec out a mechanically identical 328i Sport Line for $41,095 that would have beat up on and choked out the competition just like the one in our test did. Questions?


As mentioned, we sat around screaming at each other for over an hour trying to determine if the Buick was in fact a lamer duck than the Infiniti. We spent all of three minutes declaring the BMW best in test and best in class. This is not just a win for the 328i; it's a massacre. A slaughter. Doomsday. Armageddon. I say this with a straight face: There is no competition. Not only was the BMW's first-place finish never in question, but I can't remember a comparison test with such lopsided results. Honestly, we had a hard time finding bad things to say.


Aside from the as-tested price (see above!), the worst anyone could come up with is that the new 2.0-liter twin-scroll I-4 sounds like a diesel. But, as Evans logs, "That's hardly a complaint," and you only hear the clatter-clatter-clatter at idle. Let's call it the sound of efficiency. As for the good stuff, well, our notebooks were boiling over. Here's a sampling. Kiino: "Does everything well. The epitome of a luxury sport sedan." Evans: "What a car. There really isn't anything this car does wrong." Jurnecka: "Last week I was telling a buddy (and huge BMW fan) that there isn't a single new BMW I'd even consider buying these days. I was wrong. I'd buy this car." Febbo: "Maybe the most impressive thing about the BMW is that there is no superfluous stuff. They just built a really solid car." Martinez: "Seriously, where's the M badge?" Kong: "BMW wants to make my life difficult with a shocking product that is as good as it's been hyped." Nishimoto: "BMW does what it does best with this new 328, and thus the bar is raised yet again." And from me, "They picked the appellation F30 for a reason. Like the E30, the new 328i is the ideal blend of engine, transmission, and chassis." Seriously, folks, I'm awed.


You want specifics? The BMW was the fastest car here (0-60 mph in 5.6 seconds and through the quarter in 14.2 at 97.8 mph), beating even the AWD Audi. The 328i rode the best, had the best steering and transmission, is the only car here with start/stop technology, gets a class-leading 36 mpg highway, has thebest laid-out interior, is the most comfortable, has an unbelievable nav screen, and, to top it all off, has the biggest back seat.


Want more? Of course you do. Moving from Comfort mode into Sport produced real, actual changes in the vehicle's behavior, transforming it from a very relaxed cruiser to a sharp-edged canyon carver. And because of the $900 Adaptive M Suspension option (part of the $2500 Sport Line package) there's still Sport+ to further stiffen the suspension, increase throttle response, and get the eight-speed auto to bang home shifts like a dual-clutch.


There's also an Eco Pro mode that turns down the climate control and throttle response to achieve more efficiency. It even logs and shows you how many extra miles you're eking out. Long story short, the 328i is four cars in one. Let's make that four excellent cars in one. Ultimately -- and this cuts right through the heart of the sport sedan segment -- the BMW was without question the most fun to drive.
Like Rory, I'm not a fan of modern BMWs. Not only do I feel the automaker has lost the "Ultimate Driving Machine" plot, but I think the 5 Series Gran Turismo is the German Aztek.



But since I first took a spin last week, I haven't stopped thinking about the 328i. "Maybe," I tell myself before looking at my credit card statements. "Maybe I could swing some sort of sweetheart lease?" I mention this to stamp out all claims of any sort of BMW bias you might think Motor Trend has. Not only did I already mention that five years ago we declared the Infiniti G superior to the 3 Series, but the last comparison test I wrote involving a BMW had the Bavarian finishing dead last.



True, the 740i did win our Entry-Level Full-Size Luxury Sedan comparo (March 2011), but here's what Frank Markus had to say about that victor: "By the end of our deliberations, the BMW found itself backing into the winner's circle by doing everything 80-90 percent right without doing anything terribly wrong, all at a moderate price." Talk about damning with faint praise!


In full, glaring, retina-searing contrast, this BMW wins this competition because it does everything better than the rest. For now, all the competition can do is head back to their drawing boards. Like I said up front, I'm shocked.

SCJ

I guess there is a reason that I have never subscribed or don't read Motor Trend.

av_audi

These guys come across as a bunch of clowns who got drunk and wrote up a bunch of non-sense. First, all the other cars are nearly $10-15K cheaper than the 328i.
Yes, many:
1. You can also save thousands with the other cars by dropping options to end up with a mechanically identical car.
2. For $41K, you can get a Sports G37 with a significantly more powerful engine and sportier suspension than the G25, and not sacrifice any luxury items like you have to with the 328i.
3. For $48K, you can get a better optioned S4 with sport differential

Now on to the rest. They harp ad nauseam about the beige interior of the A4, as if that was the only color available. Then this:
1. The prestige is not $1,250. Are they referring to S-line?
2. AFAIK, there is no such thing as upgraded leather, again, unless they are referring to the S-line, which provides Alcantara, not upgraded leather.
3. Based on the tire of the A4 and the 3-spoke steering, they must have tested a sport pack car. So what stiffer suspension are they talking about with Prestige???

Obviously, they have not done their basic homework and they are BS-ing.

They liked the Volvo a lot, but couldn't quite explain why.

I bet they would not be so forgiving of the diesel sound if the 328i had still an I6

equ

I don't have an issue with the a4 coming second (a close one) to a newly introduced rwd bmw in an essentially dry test. It's real competitor is the 328i xdrive and that will be an even closer match.

If you look at the data, the 09-design a4 still does the figure 8 in exactly same time as the rwd 328i in the dry. Any other condition (wet/snow) would be no contest. It also pulls slightly more grip and falls back a few scant feet in braking, I'll call those a wash. The bmw might have a touch more speed (5.6s to 60mph vs. 5.8) and may win the feel.. But even with its lighter rwd variant, it doesn't embarrass the audi. I'd like to see how the 328xi would fare, I'd guess pretty much equal. Better driving feel likely goes to the bmw. The audi is ahead on exterior looks, interior ergos, real tires and a spare.

Audi loses points with enthusiasts with its default steering feel/weight. It really helps to put in that vag-com fix and set it to 'dynamic'. I wonder how that would have affected MT's subjective ranking. I still call B.S. on them ranking the volvo & MB ahead of the a4. Both of those cars are objectively and significantly behind the a4 in acceleration, grip and figure 8. Look for yourself.

http://www.motortrend.com/roadtests/...udi_specs.html

av_audi

Maybe. But the C always gets dinged on "overly light" steering, even by the likes of Consumer Reports. Is the C250 steering different than last year's? I doubt it.
I think the "beige/gray all over" trumped everything else
True as that may be, I don't have an issue with their subjective ranking. They like what they like. But the reasons they present are comical and some of the facts they report are simply wrong. Also, their selection of cars makes absolutely no sense. Even the G37 sport or IS350 would have been cheaper than the 328i.

JonDeutsch

Curious: How would you describe the difference between the default steering and dynamic setting?

re: this review. I actually can see how that fugly interior color could color someone's perspective of a car driving experience. People are influenced by their senses, even when they're not supposed to.

I frankly was surprised how well the A4 fared in the editorial. It read more like a 3rd or 2nd place finish the way they talked about its performance.

SFV A4

Beige interior has always garnered positive comments. Don't know what MT was thinking here. Although I agree, the steering wheel looks bad. I've said this since the B7 debuted. It looks like a nerf cushion off a Big Wheel.

bobfalcon

What a double standard! A4 is ripped due to its gray interior (which we all know can be modified at no cost) but they say nothing about that hideous Volvo interior!! Did you get a take on that steering wheel? What is that???

bobfalcon

....and I'm sure that steering wheel can't be swapped out with just an option check.

mark444444

Is anyone shocked by the quick 0-60 run? That's about 4-5 seconds quicker than quoted by Audi.