2005 All-Wheel-Drive Luxury Sport Sedan Comparison Test

It's not the fastest or the flashiest, and in this test it wasn't even the cheapest, but the 2005 Acura RL ran away with first place anyway. We were looking for the all-wheel-drive sedan with the right balance between performance and luxury and we found it most often in the RL.

At $49,470 it was the second most affordable of the five and with everything standard all you have to do is pick a color. Its styling won't get you many second looks, but you'll never second-guess yourself for buying it either.

Technology That Works
Acura calls it Super Handling All-Wheel Drive. In the RL it sends varying degrees of power to each individual wheel to help get you around corners faster. And if things get slippery just going in a straight line it will help you there, too.

It sounds like Japanese techno overkill, but it works. Not only did the RL post the fastest speed through the slalom course, it was the easiest car to drive through it. Keep your foot in the gas, point it in the right direction and the computer does the rest. In the other cars, all-wheel drive is almost an afterthought. In the Acura, it's as important to its performance as the engine.

The 3.5-liter V6 does its part, too. With 300 horsepower and 260 pound-feet of torque, it managed a 0-to-60-mph run of 7.3 seconds; only the Infiniti was quicker. The RL stopped in a short 123 feet, second again to the M35 at 119 feet, but it lost points for heavy fading during road-course hot laps.

The suspension is soft and the steering slow, so the RL feels big and heavy when you're running hard. Steering wheel shift paddles invite you to switch gears yourself, but the transmission is still a second or two behind your fingers. On the track, the RL held its own, but compared to the BMW and the Infiniti, the Acura was out of its element.

Road Trip Nirvana
Getting to the track was a different story. The RL is a nearly perfect road-trip car, with a standard features list that includes everything but someone to do the driving for you.

With its keyless ignition, you never even have to take the keys out of your pocket, and the power-adjustable steering wheel and eight-way driver seat assure a perfect driving position. Rear passengers get plenty of room and a sunshade on every window, while the wide trunk opening makes the most of the Acura's modest 12.7-cubic-foot cargo capacity.

The standard navigation system works painlessly with maps that are bright, detailed and easy to read. Hit the voice activation, say "nearest ATM" and the screen lights up with every money machine within a 10-mile radius. The premium audio system not only sounds great, it comes with a year of satellite radio, a godsend when you're deep into AM radio country.

The suspension and steering that felt so awkward at the track make for a perfect high-speed cruiser on the highway. No constant corrections needed, it just hunkers down and goes. Passing requires a flat right foot to wake up the V6, but you otherwise hardly know it's there. Our mileage for the week was 17.5 mpg, about midpack in this group.

It Has its Flaws
Picking your way through the cluttered center stack to find the fan speed button is a constant annoyance and the seat heaters could barely melt an ice cube. The wood trim isn't bad but some of the switchgear looks cheap for a $50K luxury sedan. Same goes for the gauges which look almost cartoonish next to the elegant dials in the Audi.

Can't Argue With Success
If you want an eye-catching valet star, there are other cars that might be better. If you want the best all-wheel-drive luxury sport sedan for the money, the 2005 Acura RL is as good as it gets.

What the Audi lacked in performance and features it made up for in style. A distinctive new front end and Canyon Red Pearl Effect paint scored it the most points in the editors' personal picks category. A sticker price of just $45,370 didn't hurt either.

Doesn't Look Cheap
From the driver seat, the 2005 Audi A6 3.2 certainly didn't look $4 grand cheaper than the Acura. From the chrome-ringed gauges to the wood trim on the console, the cabin looks and feels like a luxury car should. It earned top scores for its interior design, materials quality and overall build quality.

With most of its controls buried within its one-knob-does-it-all MMI system, there are fewer buttons on the dash than the Acura or Infiniti. And unlike BMW's clunky iDrive controller, the MMI knob feels good and is easy to use. Separate dials on the center stack give you direct access to the climate controls. Satellite steering wheel controls do the same for the radio.

Nothing New to AWD
All A6s come with Audi's quattro all-wheel-drive system. It uses a Torsen center differential to distribute the power to the front and rear wheels as needed. Unlike the more active system in the Acura, you rarely feel the A6 shifting the power around.

Without the optional sport package the A6 was hampered by less aggressive all-season tires and a softer suspension setup. It rolled more than the BMW and Infiniti during our road-course hot laps, but most editors liked its predictability, precise steering and nimble feel. More than one editor said they liked the Audi second only to the BMW.

Its six-speed automatic can be manually shifted but it will shift on its own when it hits the redline. Better just to leave it in sport shift mode as it will hold gears through corners and otherwise shift when you would anyway. The brakes felt strong lap after lap, but only managed a stop of 131 feet during instrumented testing. The Acura's best stop was 8 feet shorter.

Smooth Power, Just Not Enough of It
The Audi's 3.2-liter V6 looks good on paper, but with 3,957 pounds to carry around it doesn't feel as strong as the much lighter BMW. Rated to produce 255 horsepower and 243 pound-feet of torque, the direct-injection V6 takes 7.7 seconds to get the Audi to 60 mph, three-tenths slower than the 255-hp BMW and a few hundredths slower than the 245-hp Lexus.

The Audi has more torque than both the BMW and the Lexus, but it still feels soft on the low end. That softness had us digging into the throttle pretty deep more often than not, resulting in an average of 18.5 mpg.

Not as Sturdy, but Spacious
On the highway, the A6 doesn't feel as hunkered down as the BMW. The lightweight steering requires more corrections and even the steering wheel itself is thinner. One editor said you could feel the difference in price between the Audi and the BMW just by taking it around the block.

The A6's interior dimensions don't differ from the Acura by more than an inch in any direction, so it feels every bit as spacious. It was the only vehicle in the test with a manually adjustable steering column, but a standard 12-way power seat makes it easy to get comfortable. The rear seats tied with the BMW for best in the test. At 15.9 cubic feet, the trunk was the biggest of the five cars although its narrow opening makes it seem smaller.

In addition to having plenty of room, the A6 has small details that make it stand out. The cupholders are not only big enough and in the right places, they include a small notch in the side that will hold a cell phone snugly in place. We also like the one-touch lane-change turn signal, nighttime ambient cabin lighting and push-button parking brake. Things we could do without include the glovebox-mounted CD changer and lack of an "off" switch for the climate and audio systems.

The Verdict
If you like the look and can do without the horsepower, the 2005 Audi A6 won't disappoint. Keep the options down and you'll save a bundle, too.

Not as loaded as the Acura and rougher around the edges than the Audi, the 2006 Infiniti M35x trades refinement for performance. The luxury is there, but if you also want an all-wheel-drive sport sedan that makes good noises and can still get sideways the M35x is the sedan of choice.

At the Track
We rarely come across a car that would not be substantially improved with a V8 under the hood, the M35x is one of them. Its 3.5-liter V6 is so good there's no need for an upgrade. With 280 horsepower and 270 pound-feet of torque, it hits 60 in just 6.9 seconds, four-tenths quicker than the 300-hp Acura. It bolts off the line without a hint of softness and sounds good doing it.

The M35x gets the same five-speed automatic as the M45 along with a slightly shorter rear-end gear than the rear-wheel-drive model. It's the perfect complement to the strong V6 as it snaps through the gears with sharp, well-timed shifts. In manual mode, it won't upshift on its own and it matches revs on downshifts. You couldn't ask for anything more from an automatic, it's perfect.

With its Front Midship platform that sets the engine just behind the front axle, the M35 was built with quick handling in mind. The M35x doesn't get the active rear steering system that's available on rear-wheel-drive models, but it does have a slightly quicker steering ratio.

Combined with a firm suspension, the M35x cut through the slalom at 62.2 mph, just behind the BMW (62.4) and well off the Acura's pace (63.7). You can completely shut down the stability control, but that doesn't solve all of your problems as the M's tendency to oversteer at the limit requires careful inputs when you're pushing hard.

On the road course at Buttonwillow, the M35's big 18-inch 245/45R18 tires delivered tons of grip in fast sweepers. The brakes that stopped it in just 119 feet from 60 mph on the drag strip showed no signs of fade during repeated road-course hot laps.

The biggest setbacks to the M35's feel at the track were its size and weight. Compared to the BMW, the M35 is longer, narrower and taller. And at just over 4,004 pounds, it's carrying around an extra 366 pounds versus the German. You need more than just a good V6 to make up for an NFL lineman in the backseat.

On the Road
Those extra inches may not make for the most nimble-feeling car on the track but they do translate into a spacious cabin. Up front, the M offers the most legroom and headroom of the group and is just a few tenths short of the Acura in shoulder space. The backseat offers the most legroom, ties the Audi for headroom, and is just shy of the BMW for shoulder space.

The 10-way power seats up front are firm and supportive. Optional heating and ventilation controls make them nearly perfect. A thick steering wheel with plenty of satellite controls gives you plenty to hold onto and the gauges are easy to read, if not elegant to look at.

With its aggressive gearing and big tires, the M35x has noticeable engine and road noise on the highway. The firm suspension passes on the bumps more sharply than the others, too. None of it makes the Infiniti uncomfortable over long distances, it's just not going to lull you to sleep like the Acura.

Interior
The standard Rosewood trim gave the M35x a more refined look than the aluminum-trimmed M45 in our last comparison test. It didn't help much, however, as the Infiniti still got the lowest scores for interior design and materials quality.

An optional technology package added good stuff like a terrific Bose sound system, easy-to-use DVD navigation system and satellite radio. Intelligent Cruise Control is also part of the package and it works as advertised, keeping the M35 a preset distance from cars ahead of it.

The new Lane Departure Warning system isn't nearly as useful. It beeps at you if you get too close to the lane stripes without using your turn signal. The idea seems sensible, but it's more annoying than helpful, especially when you can't find the off button buried beneath the steering wheel.

Fun, but Not Elegant
If the right engine is more important to you than chrome around the gauges and soft window switches, the 2006 Infiniti M35x is your winner.

Fourth out of five is not good. The 2006 BMW 530xi is better than that. It drives better than any other car in the test and is comfortable and practical, too. But with a sticker price of $59,815 it was nearly $10 grand more than the Infiniti and almost $15 grand more than the Audi. It's good, but not that good.

Drives Like an Expensive Car
You don't have to know how much it costs to figure out that the BMW is expensive. Just get in and drive a few miles and it's obvious. The door feels substantial, the seats are firm and well contoured, the steering wheel thick and perfectly sized.

At speed, the BMW feels bolted to the road. The engineers in Munich have figured out how to make a car light without feeling frail. The 530xi weighs from 121 to 366 pounds less than the other cars in the test, yet it smothers bumps and potholes like it was made of lead.

The suspension is compliant enough to deliver a comfortable ride yet there's little body roll and even less road noise. In post-road-trip evaluations, the BMW earned the top score in the following categories: engine, transmission, brakes, suspension, tires, and fun to drive. That's more than just expensive parts.

Refined Performance
With less weight to throw around, the BMW makes good use of its new 255-horsepower straight six. At 3.0 liters, it was one of the smallest engines of the five yet its 0-60 time of 7.4 seconds was just a tenth slower than the 300-hp Acura.

The BMW is the only car of this group to offer a manual transmission. In fact it's standard. The six-speed automatic in our test car was a $1,275 option. In sport-shift mode the automatic will run right up to the redline. Shifting yourself in manual mode doesn't make it any better, as it will upshift for you before it runs out of revs.

The 530xi weaved through the slalom course at 62.4 mph, second only to the Acura. Vehicle-speed-sensitive steering is now standard on the 5 Series as opposed to last year's system that varied according to engine speed. The system feels heavy, but the feedback it delivers is worth the effort.

Although our test car had the optional Sport package, it only added shadowline window trim and 12-way sport seats. Firmer suspension settings aren't part of the deal and if you want larger wheels and tires they're another $600.

The suspension is firm enough as it is, so a stiffer setup doesn't seem necessary. Larger wheels and tires, on the other hand, might have helped through the slalom as the 530 ran out of grip when pushed hard.

The extra traction of BMW's xDrive all-wheel-drive system didn't help much through the slalom or during hot laps at Buttonwillow. With only 220 pound-feet of torque, you can't steer with the throttle like the Acura or Infiniti. Borrowed from BMW's X5 SUV, xDrive is more for icy roads than racetracks. It even includes Hill Descent Control for negotiating steep and slippery driveways.

Cold Cabin
Despite the long list of premium options, the interior of the BMW still looks cold. No matter how real it may be, gray wood trim never looks right. Mixed with the black dash trim it looks even worse.

A head-up display that displayed vehicle speed superimposed on the windshield seemed like a waste of $1,000. The $1,800 navigation system is more useful, although compared to the touchscreen system in the Lexus, the BMW's is a pain. Same goes for controls of the top-notch stereo. Other annoyances included a flimsy pop-out cupholder, lack of storage space up front and a CD changer buried in the glovebox.

Nice, if You're Willing to Pay for It
If you consider road feel luxurious, the 2006 BMW 530xi is the best car here.

With a V8 and the right options, the 2006 Lexus GS is a good sport sedan. Give it a V6 and a softer suspension with all-season tires and there's less to get excited about. Luxurious and capable, the Lexus didn't have enough personality to stand out in this crowd.

Some Sport Left
The all-wheel-drive Lexus GS 300 isn't all luxury and no sport. Its 3.0-liter V6 may only have 245 horsepower but it was quicker from zero to 60 mph than the Audi. Its six-speed automatic transmission can be manually shifted, and in sport mode it will kick down a gear or two as you slow down for corners.

It has solid brakes that don't fade and its 130-foot stop from 60 mph was as short as the BMW's best. Pushed hard around the Buttonwillow road course, the GS was predictable and surefooted. Finding its limits is easy and pushing past them brings on nothing more than some tire-scrubbing understeer and warning chimes from the stability control.

The extra pull from the front wheels doesn't give this rear-driver any noticeable advantages while cornering. It splits the power 50/50 during acceleration and will send as much as 70 percent of the power to the rear wheels during aggressive driving. Like the BMW, there's not enough torque on tap to feel the difference.

Better Off Sticking to the Highway
As good as it is on the track, the Lexus belongs on the highway. Its silent cabin would lull you to sleep if it weren't for the excellent Mark Levinson stereo. The seats are soft and accommodating instead of hard and heavily bolstered. You think they might be too soft at first but a few hours later they still feel great. Optional heating and ventilation controls certainly helped.

The same suspension that keels over in the turns makes for a smooth ride everywhere else. As a daily driver the GS 300 would be hard to beat. The steering is light and responsive, delivering good feedback without feeling twitchy like the Infiniti. Midrange torque is good, so passing is easy and it delivered some of the best mileage numbers with an average of 20.4 mpg.

Simple Design
A consensus on the cabin design was hard to find. Some thought it had too many cheap-looking plastics and not enough wood trim. Others admired the watchlike gauge faces and the soft-white ambient lighting.

There was little disagreement on the ergonomics in the GS. With the clearly marked buttons and large, easy-to-read touchscreen, there's no learning curve for the controls. There's plenty of storage up front and the cupholders are where they should be. Rear-seat passengers have little to complain about as the GS stacks up favorably there, too, although its trunk was the smallest of the test at just 12.7 cubic feet.

Of the four cars with DVD navigation systems, the system in the Lexus was considered the easiest to use. It was also the only car in the test that offers knee airbags for the driver and front passenger.

Good, but Not Great
There's nothing wrong with the 2006 Lexus GS 300 as a luxury sedan, it's the sport part of the equation where it fails to measure up.

Road Test Editor Dan Kahn says:
My personal pick of the litter is the A6. Audi has been building AWD sedans for years, and it shows. I loved the car's subtle yet muscular lines, opulent interior and confidence-inspiring handling. Its price tag was thousands of dollars less than the other cars, yet the Audi has the highest level of perceived quality. The 3.2 V6 did an adequate job of pushing the big sedan around, but I'll wait for the S6, thank you very much.

The Acura RL offers sleek lines, a classy cabin and more electronic gizmos than the Starship Enterprise. Features like Super Handling AWD may sound gimmicky, but on the racetrack the RL really floored me and the car was razor-sharp in the chicanes. I like the looks, I like the power, and I love the way it drives. I only wish I could use the computer without Scotty the Engineer explaining what all the buttons do.

BMW practically invented the sport sedan, so it came as no surprise that the 530xi was the athlete of the group. The engine pumps out a never-ending stream of torque, and steering feel was the best of the bunch. However, I have a feeling most buyers are more concerned with road manners and comfort than pure performance. The Bimmer's interior is drab, I absolutely detest the iDrive system and, honestly, I think the car is ugly. Sorry, I really tried, but I can't get used to a car that looks like a high school geometry experiment.

Going into the test, I thought the Infiniti M35x would be my favorite. It has an outstanding V6, all-wheel drive and performance suspension. Unfortunately, all the performance stuff I mentioned started to grate on me after 200 miles in the car. The exhaust note got annoying, the "sporty" ride started to bother my back, and the trans shifts felt a bit too snappy. This is a good car, but Infiniti needs to sand off a few of the rough edges.

The Lexus was exactly what I anticipated: Comfortable, easy to drive and inoffensive. The onboard computer is excellent, comfy air conditioned seats make long trips a breeze, and a smooth V6 offers solid (if not terribly exciting) driving dynamics. The Lexus is a good, responsible car. I simply have a hard time justifying the high price tag after driving the Audi, which bests the GS in style, comfort and speed.



Senior Content Editor Erin Riches says:
With a set of snow tires, any of the cars in this test could get you through a season of snow and ice. So when you're spending $40, $50 or even $60 grand on a midsize luxury sedan with all-wheel drive, it's got to be about more than traction on slick roads. All of the cars in this test were elegantly outfitted and, with rare exception, quiet and refined cruisers that kept me content for hours. But the BMW is the one that would get me out of my warm bed on a cold winter morning. Maybe it's not as fast as the Infiniti, but its smooth power delivery makes the M seem crude. When it comes to handling, the 530xi lives on another planet compared to the others. It draws you in close to the action and keeps you there.

Yet, I could be almost as happy with the less expensive Audi. Definitely the best-looking of the bunch, and our test car's unusual wood trim resulted in a positively gorgeous cockpit. Out on the road, the Audi feels smaller than the others and surefooted in the turns. It's not as precise an instrument as the 530xi, but it entertained me nonetheless.

Of the remaining three, the Lexus would be my pick. Our test car didn't have the rich forestland of the GS 430, but its soft leather seats were comforting and its simple touchscreen didn't assail me with mental puzzles. Unfortunately, the engine is down on muscle mass and although handling is stable and secure, I wouldn't think twice about taking the freeway instead of the back roads.

The Acura surprised me with its balance and grip during our track workout, but the night before on a dark, unfamiliar road, its brakes surprised me by fading like an Accord's. Not cool in a luxury sedan. I really liked its high-tech cockpit — the rolling curves of the dash, the blue-black gauges and the glorious sound system — but the control interface is far too busy.

Although quick and nimble, the M35x came across as a loudmouth. Short gearing has the V6 revving up a storm the whole time you're in the car, and the chassis is stiff to the point of dulling sensations that keep you from doing something unwise. And the driving position and control layout were awkward. I always felt like I was driving somebody else's car.

2005 Acura RL
2005 Audi A6 3.2
2006 BMW 530xi
2006 Infiniti M35x
2006 Lexus GS 300 AWD


2005 Acura RL

System Score: 9.0

Components: This high-tech audio system is no mere add-on option for audiophiles and tech junkies, it is a highly advanced surround-sound system that has been integrated into the design of the cabin and is standard equipment on the RL. Components include an in-dash six-disc changer that can play DVD-Audio, CD, MP3 and WMA media. The tuner utilizes Centerpoint logic software to provide true surround sound to all five seats when used in combination with DVD-A files, and it can simulate the surround-sound effect with standard CDs. AudioPilot software adjusts the audio signal in response to exterior noises, and Active Noise Cancellation technology dampens road and miscellaneous cabin noise as the car travels down the road. Ten speakers are employed throughout the cabin, including a 6.5-inch full-range speaker in each door, a 1.5-inch tweeter in each front door, a 2.5-inch twiddler centered in the middle of the dash, two more 2.5-inch twiddlers in the rear package tray and a 9-inch woofer behind the backseat. A total of 250 watts drives the system.

Performance: Sound quality is absolutely stunning, especially when the signal comes from a source designed specifically for surround-sound systems such as a DVD-A or one of the many XM music stations. Clarity is astounding and the array of speakers placed throughout the cabin really does emulate the feeling of sitting smack-dab in the center of a concert hall (or in our case a mosh pit). The 9-inch sub doesn't crank out quite as much bass as we'd like without distortion setting in, but that was only a problem when we had the heavy metal station on XM cranked waaaay up. Considering that most RL buyers will probably prefer Amadeus to Air Supply, the RL's Bose system is top-notch.

Best Feature: The combination of true surround-sound technology and the high-tech wizardry of active noise cancellation.

Worst Feature: Main control dial can be cumbersome to use until you get the hand of its multifunction design.

Conclusion: Acura has not only introduced one of the finest and most technologically advanced stereos in the world, it has made it standard equipment. True music fans rejoice, your chariot has arrived. — Dan Kahn

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2005 Audi A6 3.2

System Score: 9.0

Components: Our test car featured the optional Bose audio system that's only available as part of the premium package. In terms of speaker count, the front doors house 1-inch tweeters, 3-inch midrange speakers and a 5.25-inch woofer while the rear doors swap out the woofers for 6.5-inch low/midrange speakers in addition to an identical tweeter and midrange setup. There's also a 3-inch midrange center channel in the dash and two 3-inch midrange speakers in the rear parcel shelf. Controlling the system is a digital amplification unit that includes Centerpoint and SurroundStage signal processors, AudioPilot noise compensation and a total of eight amplifiers. The system is controlled through the MMI system while the CD changer is housed in the glovebox.

Performance: We've found the Bose name a hit or miss proposition over the years when it comes to premium factory audio systems, but there's no denying that this is one of its finest systems to date. Utilizing nearly every tool in the Bose arsenal, this system serves up sound quality that will have you looking forward to the drive home. Between its simulated surround sound and the nearly perfect tonal separation, this system lets you hear every note. Vocals come through with a warmth and clarity that you rarely hear in an automobile while its bass response is the best we've heard from any system. Backing vocals that get lost on lesser systems sit just off to the side with this setup, filling out songs with details that you've probably never even heard before. No matter what your favorite genre of music is, it will sound outstanding coming through this system.

Best Feature: Sledgehammer bass that no other system we've heard can rival.

Worst Feature: CD changer is buried in the glovebox.

Conclusion: Easily one of the finest factory audio systems on the market today, this system will satisfy even the most discerning audiophiles. If not for its lack of an in-dash CD changer, this system would be a 10. — Ed Hellwig

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2006 BMW 530xi

System Score: 9.0

Components: All 5 Series models now come standard with a radio and CD player combination, but our particular test car featured the top-of-the-line Logic 7 audio system that's a $1,800 option. That hefty chunk of change gets you an array of 14 speakers along with a six-disc glovebox-mounted CD changer to supplement the single-disc in-dash unit that comes standard. Our system also had the $595 Sirius Satellite Radio option. The individual speaker components include tweeters in both the front A-pillars and rear parcel shelf, a 4-inch midrange driver in each door, three 4-inch woofers in the rear parcel shelf, another 4-inch driver in the dashboard and two 8-inch subwoofers beneath the front seats. A volume knob and two seek buttons reside next to the in-dash CD player, but the majority of the system's functions are located within the iDrive vehicle control system.

Performance: According to BMW, the Logic 7 system is the first of its kind in any automobile (other than its own 7 Series sedan) and was designed to recreate original recordings in the most precise manner possible through its digital audio signal processing software. The explanation is long and complex, but the results are nothing short of spectacular as this system is easily one of the best currently available. We found it nearly impossible to find a genre of music that didn't sound great when running through this system. The soundstage created by the well-placed tweeters, center channel speaker and door drivers sounds just right, not too far out in front but never muddled together either. You can crank up this system to ear-splitting levels with minimal distortion and the deep bass produced by the under-seat woofers produced cleaner, heavier bass notes than the Bose and Mark Levinson systems in the Acura and Infiniti.

If there's any drawback to this system it would have to be the iDrive interface as it presents somewhat of a challenge if you don't know exactly what you want. Although much improved over the original system, there are still elements of this interface that make day-to-day operation tedious. Once you get the hang of its push-and-play operation there's a lot of functionality built into it (a full-range equalizer is one example), but for anyone just looking to toss in a CD or grab the local traffic report, the iDrive system is still a bit on the complicated side.

Best Feature: Superb sound quality at any volume with any music.

Worst Feature: iDrive interface still lacks everyday functionality.

Conclusion: Easily one of the best systems you can get from the factory, but be prepared to put in some time to figure out how to use it. — Ed Hellwig

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2006 Infiniti M35x

System Score: 9.0

Components: As part of the optional Technology package, our test car was equipped with the Bose Studio Surround system. In addition to standard CDs, the Studio Surround system can play CD-R and CD-RW with MP3 and WMA files plus DVD-A and standard DVD videos. There are 14 speakers and digital 5.1 surround-sound decoding. Both front seats have personal surround speakers mounted at the top of the headrest and the system includes Bose AudioPilot automatic volume compensation and Bose Centerpoint which uses electronics to mimic surround sound for stereo CDs. There are also audio and video input jacks in the rear seat for handheld devices or video games.

All stereo functions are integrated into the center navigation screen but there are still simple-to-use knobs for basic operations.

Nissan and Infiniti products are available with XM or Sirius Satellite Radio, our test car had XM.

Performance: Despite the complexity of this system it is remarkably easy to use. Adjusting bass, treble, balance, etc., is as simple as depressing a knob and twisting it just like on most basic car stereos. The deeper functions are located in another menu under "settings/audio" where you can adjust features like surround and subwoofer intensity and turn the AudioPilot feature and Bose Centerpoint off or on. But there is little beyond the basic functions to customize. Other high-end sound systems allow for more control; this Infiniti system doesn't even allow for midrange adjustments.

The steering wheel-mounted controls work well but the button used for "track up" or "track down" when listening to a CD is somewhat confusing. Flip the switch up and it actually moves back one song or station, flip the button down and it moves ahead one track. It makes sense if you're looking at the audio screen on the main display as the system has track numbers or radio stations listed in descending order. But if you're using the screen for another function (like navigation or trip computer), the operation is counterintuitive. Also, that little switch sticks out too far. As a result we would occasionally change the radio station or CD track accidentally when turning the steering wheel.

We really like the interface on the radio portion of the stereo. Rather than have separate "bands" for each radio feature with its own presets, this Bose stereo allows you to build one custom list that can include channels from AM, FM and XM. They all live side by side, perfectly integrating satellite radio with traditional local radio.

The sound quality on this high-end system is very good. However, it's not quite as perfect as Audi's Bose stereo or BMW's Logic 7 system.

Bass and midrange response are very good. Most of the vocals in pop, rock, country and hip-hop sound excellent. The bass is deep and clean and midrange retains good separation; although we found it odd that a stereo with this many features does not have a stand-alone midrange control. Classical CDs sound great and this is where the Bose Centerpoint feature really comes into its own. Of course, DVD-As sound excellent as they can reproduce real 5.1 surround sound.

Highs are the system's weak point. At normal volume everything sounds great. But as the volume increases (say, beyond the halfway point) the highs begin to sound shrill and even "squeaky" on some tracks. The problem can be remedied somewhat by turning the treble down but that also robs the music of some detail.

Best Feature: Easy of use.

Worst Feature: Lack of customizable adjustments.

Conclusion: The Bose Studio Surround system sounds very good. Although the sound quality lacks the richness found in other high-end systems it still makes a great companion for road trips or everyday commuting. The stereo's many features and ease of use are its high points. — Brian Moody

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2006 Lexus GS 300 AWD

System Score: 9.0

Components: Our GS 300 was equipped with the top-of-the-line Mark Levinson audio system. This is the first car to feature Mark Levinson's Premium Surround System and its components list is an alphabet soup of advanced digital technology. We couldn't possibly list everything here, but the speaker array consists of the following: four 25mm tweeters, five 65mm midranges, four 16cm woofers and one 25cm subwoofer. Mark Levinson claims that this system is the only surround-sound system specifically designed for an automotive application. It supports CDs, CD-R, DTS 5.1 CDs, DVD Video, DVD Audio and DVD-R. As advanced as this system is, we found the controls easy to use whether you're using the steering wheel controls or the center stack display.

Performance: When we last reviewed this system, its only real competition was the Acura RL's Bose system. This time around we listened to it back-to-back with the superb systems in the Audi and BMW and had a slightly different take. We still think it's undoubtedly one of the best systems on the market today, but we actually preferred the bass response in the Audi and BMW systems. That aside, the level of detail this system reproduces is stunning. Dig into the menu and you can fine-tune the listening environment to suit particular tastes, but left alone it rarely suffers any noticeable defects. Crank it up and it never loses its ability to generate strong, distortion-free sound that completely envelops driver and passenger alike. This is still an exceptional system, but knowing there are other systems out there that some of us prefer we had to drop its previous 10 rating to a 9.

Best Feature: Easy-to-use interface that doesn't detract from the listening experience.

Worst Feature: Only comes bundled with navigation system.

Conclusion: Yet another top-of-the-line factory system that redefines the limits of automotive audio technology. — Ed Hellwig

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Evaluation - Drive
Evaluation - Ride
Evaluation - Design
Evaluation - Cargo/Passenger Space

Evaluation - Drive

Engine Performance
Vehicle	Score	Rank
BMW 530xi	9.0	1
Infiniti M35x	8.8	2
Acura RL	7.4	3
Audi A6 3.2	7.2	4
Lexus GS 300 AWD	6.8	5

Transmission
Vehicle	Score	Rank
BMW 530xi	9.6	1
Infiniti M35x	8.8	2
Acura RL	8.6	3(t)
Audi A6 3.2	8.6	3(t)
Lexus GS 300 AWD	7.6	5

Braking
Vehicle	Score	Rank
Audi A6 3.2	9.0	1(t)
BMW 530xi	9.0	1(t)
Infiniti M35x	8.6	3
Lexus GS 300 AWD	8.2	4
Acura RL	6.6	5

Suspension
Vehicle	Score	Rank
BMW 530xi	9.4	1
Audi A6 3.2	8.8	2
Acura RL	8.0	3
Infiniti M35x	7.4	4
Lexus GS 300 AWD	6.8	5

Tires
Vehicle	Score	Rank
BMW 530xi	8.2	1
Acura RL	7.8	2(t)
Audi A6 3.2	7.8	2(t)
Infiniti M35x	7.8	2(t)
Lexus GS 300 AWD	7.4	5

Steering
Vehicle	Score	Rank
BMW 530xi	10.0	1
Audi A6 3.2	8.8	2
Acura RL	8.0	3(t)
Infiniti M35x	8.0	3(t)
Lexus GS 300 AWD	7.4	5

Visibility
Vehicle	Score	Rank
Audi A6 3.2	8.8	1
Lexus GS 300 AWD	8.6	2
Acura RL	8.4	3(t)
BMW 530xi	8.4	3(t)
Infiniti M35x	7.6	5

Fun to Drive
Vehicle	Score	Rank
BMW 530xi	9.0	1
Audi A6 3.2	8.6	2
Acura RL	8.4	3
Infiniti M35x	8.2	4
Lexus GS 300 AWD	6.2	5

Evaluation - Ride

Seat Comfort Front
Vehicle	Score	Rank
Acura RL	8.8	1(t)
Audi A6 3.2	8.8	1(t)
BMW 530xi	8.8	1(t)
Infiniti M35x	8.6	4(t)
Lexus GS 300 AWD	8.6	4(t)

Seat Comfort Rear
Vehicle	Score	Rank
Audi A6 3.2	8.2	1(t)
BMW 530xi	8.2	1(t)
Acura RL	8.0	3
Infiniti M35x	7.8	4
Lexus GS 300 AWD	7.2	5

Wind & Road Noise
Vehicle	Score	Rank
Lexus GS 300 AWD	8.8	1
Audi A6 3.2	8.6	2(t)
Infiniti M35x	8.6	2(t)
Acura RL	8.4	4(t)
BMW 530xi	8.4	4(t)

Rattles & Squeaks
Vehicle	Score	Rank
Acura RL	9.6	1
Audi A6 3.2	9.4	2(t)
BMW 530xi	9.4	2(t)
Infiniti M35x	9.4	2(t)
Lexus GS 300 AWD	6.6	5

Evaluation - Design

Interior Design
Vehicle	Score	Rank
Audi A6 3.2	9.6	1
Lexus GS 300 AWD	7.6	2
Acura RL	7.4	3
BMW 530xi	7.0	4
Infiniti M35x	6.6	5

Interior Material
Vehicle	Score	Rank
Audi A6 3.2	9.4	1
BMW 530xi	8.6	2
Acura RL	8.2	3
Lexus GS 300 AWD	7.8	4
Infiniti M35x	7.0	5

Climate Control Design/Operation
Vehicle	Score	Rank
Audi A6 3.2	8.4	1(t)
Lexus GS 300 AWD	8.4	1(t)
Acura RL	8.0	3
BMW 530xi	7.6	4(t)
Infiniti M35x	7.6	4(t)

Audio System Design/Operation
Vehicle	Score	Rank
Acura RL	9.0	1(t)
Audi A6 3.2	9.0	1(t)
BMW 530xi	9.0	1(t)
Infiniti M35x	9.0	1(t)
Lexus GS 300 AWD	9.0	1(t)

Secondary Control Design/Operation
Vehicle	Score	Rank
Lexus GS 300 AWD	8.6	1
Audi A6 3.2	8.4	2
Acura RL	8.2	3
Infiniti M35x	7.4	4
BMW 530xi	6.6	5

Exterior Design
Vehicle	Score	Rank
Audi A6 3.2	9.6	1
Infiniti M35x	7.6	2
Acura RL	7.0	3(t)
BMW 530xi	7.0	3(t)
Lexus GS 300 AWD	6.6	5

Headlight Illumination
Vehicle	Score	Rank
Acura RL	7.0	1(t)
Audi A6 3.2	7.0	1(t)
BMW 530xi	7.0	1(t)
Infiniti M35x	7.0	1(t)
Lexus GS 300 AWD	7.0	1(t)

Overall Build Quality
Vehicle	Score	Rank
Audi A6 3.2	9.4	1(t)
BMW 530xi	9.4	1(t)
Acura RL	9.0	3(t)
Lexus GS 300 AWD	9.0	3(t)
Infiniti M35x	8.8	5

Evaluation - Cargo/Passenger Space

Entry/Exit
Vehicle	Score	Rank
Acura RL	8.8	1
BMW 530xi	8.6	2(t)
Infiniti M35x	8.6	2(t)
Audi A6 3.2	8.4	4
Lexus GS 300 AWD	8.2	5

Expanding/Loading Cargo
Vehicle	Score	Rank
Audi A6 3.2	8.8	1
Acura RL	8.6	2
BMW 530xi	8.4	3
Infiniti M35x	8.2	4
Lexus GS 300 AWD	8.0	5

Storage Space
Vehicle	Score	Rank
Acura RL	8.4	1(t)
Lexus GS 300 AWD	8.4	1(t)
Audi A6 3.2	7.8	3(t)
BMW 530xi	7.8	3(t)
Infiniti M35x	7.8	3(t)

Cupholders
Vehicle	Score	Rank
Lexus GS 300 AWD	8.2	1
Acura RL	8.0	2(t)
Infiniti M35x	8.0	2(t)
Audi A6 3.2	7.8	4
BMW 530xi	6.2	5