Near Entry-Level Luxury Sedans

As one of our testers said, "I have issues with the Diamante." These issues undoubtedly had something to do with the fact that within minutes of picking up our test unit, this editor had ripped the center storage lid off of the center console. It was not an intentional act of aggression; he was simply trying to open the console when the lid came off in his hands. Since the lid popped back into place as easily as it came out, our driver had the console reassembled in a few minutes. But this sort of "snap-tite" interior design does not add to a near-luxury sedan's build-quality rating and it cast a foreboding shadow over our maroon Mitsubishi.

Unfortunately for the Diamante, things would only get worse as our three-day test continued. On day one, it made a strong showing on the skidpad and in 60-to-zero braking (although the brakes sounded and smelled nasty immediately following the test). But in zero-to-60 and quarter-mile acceleration, as well as through the slalom, the Diamante scored second from last, and throughout all the performance testing it was the least comfortable when pushed. In the slalom, for instance, the Mitsu would go into an unwanted oscillation that was difficult to stop even after getting through the cones.

This impression was backed up by two days of demanding, on-road driving. While highway cruising was pleasant enough with its quiet Yokohama tires and excellent sound system, stop-and-go traffic or canyon travel quickly displayed the Mitsubishi's many failings, the worst being its automatic transmission. With 1,920 different 1-10 ratings given throughout the test period (eight cars with 30 items each rated by eight drivers) only a single "1" was awarded, and it went to the Diamante's "adaptive control management" transmission. We're not sure what this tranny is supposed to be adapting to, but driver frustration seemed the likely candidate. We want to keep this review clean, but a word that rhymes with "ducks" was used repeatedly in reference to this automatic (and it wasn't "trucks," "plucks" or "shucks").

On those rare occasions when the automatic did pick the right gear, the Diamante's 3.5-liter V6 would provide excellent low-end torque, then fall on its face at higher rpms. Not a good trait when the transmission refuses to downshift and you find yourself lugging out of corners or up hills screaming "Shift! Shift! SHIFT!" The SOHC 24-valve engine is rated at 210 horsepower, which should be plenty for this class of vehicle, yet proved useless in rear-world driving.

Beyond its build quality and drivetrain issues, several drivers had difficulty finding a comfortable driving position, with comments such as "no height adjuster" and "no lateral bolstering" among the complaints. Criticisms about the climate controls being higher than the radio controls were also brought up, as was the cheap-feeling interior materials and the lack of a fold-down rear seat or even cargo-area pass-through. Overall, interior ergonomics received a high score with differing opinions about the icon-based temperature controls. Some staffers felt they were remarkably easy to use. Others described it as the "stupidest system I've ever seen."

Even with its last-place finish, the Mitsubishi still shined in numerous areas. Its rear seat offered some of the best comfort and roominess found in this test. The Yokohama tires proved to be exceedingly quiet yet sticky (two traits woefully lacking in most of these sedans) and the sound system finished third behind the Lexus' stereo and the Volvo's awesome Dolby Surround system.

Wheel design and overall styling were also given high marks by our editorial team. One driver commented about the cool, and unique, frameless windows, and several staffers ranked the chrome, seven-spoke wheels as their first choice.

Still, the Diamante's redesign just two years ago seems to have missed the mark in some key areas. The A4 is into its fourth model year and is aging far more gracefully with only minor tweaks. With its relatively low price tag and long standard equipment list, the Diamante could have placed much higher. Unfortunately for Mitsubishi, the redesigned Acura TL is a superior car and costs even less.

So, we're here to state our condition as being fully awake. Mitsubishi, please fix the tranny, reel in some of the suspension movement, and address the build-quality issues so we can go for a drive.

This ought to surprise our less-adoring fans who are convinced that Edmund's editors like only Toyotas. Yes, the ES300 finished second to last, behind almost every other competitor, including the only American nameplate in this test, the Chrysler. See, we aren't all "traitorous Commies" after all.

Of all the discrepancies between our methodical, 30-point evaluation score and our gut-feeling, "would-I-buy-it" score, the ES300 managed the widest margin with a whopping 45 percentage points! Garnering a 76.6 evaluation score, the ES was only seven percentage points behind our winner in this category. But its 31.3 score in the personal-choice category pulled the car's overall average way down and dropped it in seventh place.

What does this discrepancy say about the Lexus? Simply that there is nothing actually wrong with this car. When analyzed with a critical eye, you are hard pressed to find anything that doesn't function properly or efficiently. Of course, in some peoples' view, that's precisely the problem with the Lexus. It's a car that does everything well with little or no fanfare. Sort of like, hmmm, a Toyota Camry! Yeah, that's what the car feels like. A Camry with leather and a $5,000 price premium.

To be fair, we should mention that the ES300 is more than just a re-badged Camry. It makes more horsepower and torque (210 and 220, respectively) than a V6 Camry and shares less than 25 percent of its components with its Toyota cousin. This contributes to the Lexus' plush interior feel and a quiet ride that even a loaded Camry XLE could not match. The leather interior materials were particularly impressive and the sound system was on par with the much more elaborate (and costly) Volvo's. Since this was the only non-press vehicle in the test and was essentially a rental car, we were prepared to cut it some slack in the "rattles and squeaks" department. Yet in standard Lexus fashion, the ES300 felt tight as a drum with nary a peep heard throughout our test period.

If your daily commute is primarily straight-line freeway travel, and you're looking for the most luxury for the least money, the ES300 scores top marks. But if you're the type of driver who not only uses curvy roads, but also seeks them out, the Lexus will leave you unimpressed. It's not that the car can't go around corners. It actually does quite well when pushed. But nothing about the car, with the possible exception of its killer brakes, inspired performance driving. The steering felt excessively numb, offering feedback on par with a hovercraft, and the ultra-smooth engine was gutless below 4,000 rpm. Even the transmission showed occasional signs of confusion when driving through tight switchbacks (though still far better than the Diamante's). One editor commented that the optional Adaptive Variable Suspension would likely cut down on body roll and excessive suspension movement, but doubted that it could inject any true thrill into the driving experience.

Interior ergonomics scored high in general but, once again, a lack of side bolster support on the front seats and that super-slippery leather made anything beyond straight-line driving an exercise in slide control (your own, not the car's). The mysterious location of the traction-control switch (lower dash, near right knee) also raised questions about whether Lexus actually wants people to know about it. Sort of an "I suppose we need to give people the option of removing traction control, but let's not make it easy for them" kind of attitude. Finally, the Lexus' rear seat could not be folded down, but it did feature a trunk pass-through to aid in cargo transporting. Lexus added a one-touch sunroof and one-touch front windows to the ES this year, bolstering its luxury status. Add to that the standard front and side airbags, plus three-point safety belts in all seating positions, and the value rating looks even better.

In terms of style, the Lexus left our staff unimpressed. Toyota has made a valiant effort in this area to give the ES a distinguished look, but the car still suffers from bland lines and a boring wheel design. Perhaps its worst visual faux pas, however, is the dangling exhaust pipe that looks ready to fall off at any moment. This is a major bumble on Lexus' part, not only because it destroys the ES300's attempt at classy styling, but because it undeniably ties this sedan to another vehicle that suffers the exact same problem: the Toyota Camry.

At the end of testing, one of our editors summed up the Lexus, "If I were going to spend my own money on a car, and then send my wife and infant across the country with no one else and no cell phone, I would take this car over any of the others in this test." His point was that the ES300 is a glorified Toyota, which means flawless mechanical performance, comfortable and well-thought-out interior, and little attention from other motorists.

As one of several brand-new designs in this test, the Volvo S80 had us theorizing about how it would do against the redesigned models from Acura, BMW, Chrysler and Saab. We figured it would trounce in the safety areas, and probably do just fine on the luxury front. But performance and styling in a Volvo? We'd have to wait and see.

Three days later, the S80 was dubbed a "great car for impressing clients." If pure luxury for less than 40 grand is your goal, you'll want to experience this Volvo. Its sixth-place finish says more about the quality of the other vehicles in this test than about any major failings on Volvo's part.

At the top of its list of features is a 450-watt Dolby Surround Sound system that includes a two-way speaker mounted in the center of the dash and eight additional speakers scattered throughout the cabin for a truly enveloping experience. The in-dash CD player holds four CDs and the dual bumper-mounted antennas have built-in amplifiers to nab even the weakest radio signals. This is a state-of-the-art sound system that seemed to bend reality when blasting a Massive Attack CD through its nine speakers. While the majority of S80 buyers will probably use it for Bach or Beethoven, it's nice to know that even Sammy Hagar could commute in an S80 and be satisfied with its rock-ability.

Rear seating was another area where the Volvo shamed its competition. For starters, it was the only sedan in this test with rear-passenger adjustable air vents mounted in the B-pillars (the Saab had vents here too, but they weren't adjustable). There was also a 12-volt power outlet, super-comfy and roomy seating, magazine and map pockets, a large storage compartment, and highly effective headrests--all for the rear-seat passengers.

If you happen to be sitting up front, you still get loads of storage space and Swedish-doctor-designed seating, plus easy-to-use climate controls (though the sound of the fan going on and off reminded some drivers of a percolating Mr. Coffee machine). The steering wheel-mounted controls and sumptuous leather material further added to the S80's posh feel. Only the utterly useless cupholders and the "pain-in-the-ass" folding rear-seat system marred an otherwise stunning interior design. It was the only car that allowed its driver to drop the rear headrests at the touch of a dash-mounted button (or "bonk" rear passengers with the headrests, if so desired) for improved rear visibility. Client impressing aside, if you are going to be transporting people on a regular basis, and you've got the money, this could be your car.

It's too bad for Volvo that this test was about more than just luxury. When it was time to crawl out of the back seat and into the driver's seat, the S80's weaknesses began to show. Without fail, each of our eight drivers mentioned the overly grabby brakes that made smooth stops nearly impossible. In instrumented testing, the S80 stopped from 60 mph in only 123 feet, earning a close second to the super-stopping Lexus' 121 score. Yet during on-road driving they proved to be a real annoyance and actually seemed to be fading on our demanding, twisty-road section of the test loop. This is unacceptable in a $40,000 sedan from a manufacturer that claims to be a leader in safety innovations. Forget the Inflatable Curtain, Volvo, just give us some brakes that are easy to modulate and can hold up to spirited driving.

Of course, the S80 does have Volvo's new Inflatable Curtain system that inflates from the headliner to protect both the front- and rear-seat passengers' heads during an accident. There's also the WHIPS whiplash-protection system that moves backwards during a rear-end collision to reduce neck and back injury. Throw in the smart front airbags that adjust their deployment force based on occupant weight, standard side airbags as well as seatbelt pre-tensioners for all five seating positions, and you can tell that Volvo is still adamant about vehicle safety.

What the company seems less adamant about is establishing a reputation for performance, at least with the standard S80 model. The 2.9-liter, 204-horsepower inline six felt overtaxed by the Volvo's size and weight. With a four-speed automatic that is supposed to adapt to the driver but was easy to confuse during enthusiastic motoring, the Volvo did not convey a sense of authority. The Michelin Pilot tires and soft suspension performed flawlessly during highway travel but allowed for too much movement (and noise) on mountain roads. The car was always predictable at the limit and, assuming you knew how to apply the touchy brakes, could maintain a rapid pace through corners. Comments like "it does well...for a Volvo" appeared regularly on evaluation sheets when discussing vehicle performance, and during slalom testing it was the most enjoyable of the front-wheel-drive cars.

The exterior design drew mixed responses, but everyone agreed that it's a vast improvement over the previous S90 model. Everyone also agreed that the wheels were the ugliest in this test and perhaps the ugliest currently available on a production sedan.

Volvo gets credit for creating a true luxury sedan for slightly-less-than-true luxury pricing. As a driver's car, a styling pacesetter, or a value leader, the S80 doesn't deliver. As a luxury car with cutting edge sound and safety technology, the S80 is unmatched.

"The captain has turned on the 'fasten seatbelt' sign and we are prepared for takeoff." If ever a car had the soul of an airplane, the Saab 9-5 is it. With its swiveling, roof-mounted reading light, pictograph seatbelt sign, and sweeping windshield, the 9-5 makes no attempt to hide its aviation heritage. This car even comes with Night Panel technology which, if the driver wants, will turn off all instrument lighting except the speedometer to reduce distraction while night driving. As with the airplane technology that inspired it, independent gauges will light up if a problem occurs (low on gas, engine temperature rising, etc.).

Saab's origins in flight result in some rather interesting ergonomic designs. The ignition key, for example, is located in the center console (Is that where it is in the Cessna?) and remained a point of confusion for all eight drivers. The center console also housed the power window switches, which were partially blocked by the key fob. Temperature and radio controls looked intimidating at first, but were quite easy to use after a few minutes of fiddling. A single radio/temperature/trip computer/clock display proved troublesome for some drivers, but efficient and straightforward for others. As with the S80, Saab managed to provide interesting, yet pointless, cupholders. UnlikeVolvo, however, Saab provided minimal interior storage space in the center console or door pockets.

Instead, the Saab's storage space comes via the rear cargo area that features a low liftover trunk with 15.9 cubic feet of storage. Collapse the easily folding rear seat and you now have enough space to carry a small continent. For baggage handling, the 9-5 blows the other sedans out of the sky. "Please remember to be careful when opening the storage compartment, as articles may shift during the course of travel."

Cargo items are almost guaranteed to shift if you drive your 9-5 on anything other than arrow-straight roads. We all know Saab's history regarding rally-car championships, and the 9-5 displays this background in its excellent stability and steering feedback when leaned over in a corner. The amount of lean, however, made it difficult to feel confident when negotiating quick left/right transitions. Frequent complaints about excessive suspension movement, and a correspondingly low score in the slalom and skidpad tests, ultimately hurt the Saab in terms of performance.

Acceleration performance was another matter entirely. With the turbocharged 3.0-liter V6 pulling the sedan to 60 mph in 7.6 seconds and scooting it through the quarter-mile in 15.8 seconds at 87.9 mph, only the BMW was faster in terms of straight-line performance. The turbo itself is one of the smoothest we've experienced, with the boost coming on in a linear fashion and producing minimal lag. Today's manufacturers have largely abandoned turbos, which makes it nice to see Saab not only sticking with the technology but also making it work so well. The 9-5's transmission allows for either a "Sport" or "Winter" mode and managed to take full advantage of the engine's power characteristics when in "Sport" mode on twisty roads.

Not one to let Volvo grab all the glory in terms of Swedish safety, the 9-5's combination of protective technology reads like a NHTSA wish list. In addition to a new, more advanced ABS system, there's also the Saab Active Head Restraint (SAHR) system that reduces the chance of whiplash and the pendulum "B-pillar" designed to direct-side impact forces down and away from the passenger's torso. Of course there's the usual array of front- and side-impact airbags, three-point inertial reel seatbelts and specifically designed crush zones.

In addition to the safety features, the list of high-tech gadgets on the 9-5 made even the Volvo seem boring. Heated and ventilated seats, elaborate trip computer, dual-zone climate control, refrigerated glove box; they all add up in terms of exclusivity--and price. As the car with the most expensive base price in this test, the Saab got hammered on the value equation and had trouble competing with cars like the 3.2 TL, 300M and A4 which cost 30-percent less while still offering a great ride.

In the "would I buy it" ranking, the Saab was all over the map, with some editors putting it first and others ranking it near the bottom of the pack. Just like its exterior styling, the Saab tended to generate either a love-it or hate-it response. But for true Saab fans, the styling, suspension, and price would not be an issue. They'd plunk down their 40 grand and relish the fact that everyone thinks they're weird.

Once upon a time, Nissan offered a sporty sedan with luxury amenities and dubbed it the "four-door sports car." Now Chrysler is trying the same thing with its 300M. But where the Maxima tried to cash in on the modern vision of a practical sports car, Chrysler is marketing the 300M as a modern version of the classic American performance sedan. This ain't no four-door sports car, it's a four-door hot rod!

As our Detroit-based editor said, "Unlike the Lexus, Acura, or Mitsubishi, this is a car you can drive in The Motor City without fear of getting keyed." Everything about the 300M, from its monstrous size to its guttural engine roar, exuded classic American iron. Even the gauges feature an old-world font. With their "Timex-indiglo" lighting and polished chrome rings, it was easy to see the original Chrysler 300's bloodline in this latest 300M sedan.

Chrysler is to be commended for doing more than just rebadging a Concorde and calling it a 300 (an approach taken by certain American carmakers all too often). The 300M gets its own sheetmetal, suspension and the aforementioned classic gauge cluster. The engine is a raucous 253-horsepower, 3.5-liter V6 (also found in the Plymouth Prowler). This powerplant thrust the lumbering 300M past the quarter-mile lights in 15.9 seconds; third fastest in the group and hot on the heels of the second-place Saab (its faster trap speed indicates that it was actually gaining on the turbocharged 9-5). As a torquey engine that yearned to be driven hard and punctuated its performance with satisfying rumbles, those expecting Lexus-like refinement were disappointed; everyone else loved it.

While engine performance was somewhat surprising, the 300M's handling left many a tester stunned. No, it couldn't match the BMW or Audi for sheer tossability, but as the biggest vehicle in this test, it was not expected to place fourth in the slalom and first on the skidpad! These numbers were backed up by our on-road testing where the big Chrysler repeatedly earned comments like "surprising," "good for such a big car," and "wonderfully tuned." Our only complaint is with Chrysler's decision to offer the "Performance Handling Group," which our car had, with only 16-inch wheels, while the standard 300M comes with much more attractive 17-inch rollers. During our two-day test drive we saw numerous 300s driving around the San Diego, Calif., area with the larger wheels and couldn't believe how much better they looked. This seems like a major error on Chrysler's part.

Chrysler made another error when it designed the 300M's brakes. Finishing second from last in the 60-to-zero competition, the car's brakes seemed totally overwhelmed by its heft and got very stinky and noisy during testing. The problem increased during on-road driving as the pedal grew spongy and the brakes suffered serious fade while covering the mountain-road section of the test loop. This was unfortunate, because if braking performance had matched the 300's acceleration and handling capabilities, it could have challenged the Bimmer for the overall performance crown. Even with its lame brakes, the 300M placed second overall at the test track, using its powerful engine and competent suspension to outgun the exceptional Audi in total points. So it's got style, personality, and performance (except for braking). But Chrysler 300s, both then and now, are supposed to be about luxury, too. The newest version got mixed reviews from our editors. The seating, sound system, and personal storage areas were given high marks. Our tallest (6'3") editor found plenty of room in the back seat and everyone liked the primary controls design and placement. "Designed for Americans, by Americans" wrote one editor.

Upon closer inspection, however, a few problems turned up. Interior materials, for example, were inconsistent, with some appearing rich and others feeling cheap and plastic-like. Wind noise was apparent at highway speeds and the insulation around the driver's door was improperly installed, resulting in a horror movie-like "SCEEECH" every time the door was opened. External build-quality issues were even more rampant, with a misaligned front fascia, hood and doors. It was tough for some of our editors to like the Chrysler with such glaring quality-control problems. Since our recent experience with Dodge dealers was less-than-pleasant while trying to obtain repairs on our long-term Intrepid, we have little confidence that such problems would be fixed in a timely, hassle-free manner.

Think of the 300M as Chrysler's first serious attempt at a world car. The shortened length (compared to an LHS sedan) widens its appeal to European buyers and the suspension offers handling that few comparably sized sedans can match. As a true world car it needs improved brakes and much higher build-quality standards. As a people mover for full-sized hot-rod enthusiasts, it hits the mark.

If you understand the concept of a whole being greater than the sum of its parts, you can understand the appeal of Acura's redesigned 3.2TL. This is a car that failed to place first in any one area (except price) but was so strong in so many categories that its overall ranking put it within two percentage points of second place and only three points away from first. Unlike the spread between our fourth- through eighth-place finishers, the race for first, second and third was tight, and with some minor tweaks the Acura could have won. Since there are relatively few, we'll get the TL's weak points out of the way first. As a four-door sedan that claims to be a luxury car, the Acura falls short (literally) in rear-seat capacity. Taller drivers, not surprisingly, tended to be more critical of this trait while shorter people considered the TL's rear seat adequate, but not luxurious. Some of the cost cutting that allows Acura to price the TL so low was apparent in the rear passenger "headrests" that were really just extra padding sewed into the top of the rear seat. The same held true for the TL's leather seats, which felt more like vinyl, and the overall interior materials that seemed less than top grade. Ergonomic woes where limited to the strange location of the sunroof and fuel-release buttons, no lighting for the steering-wheel controls, non fold-down rear seats, and no keyhole for opening the trunk. This last one wouldn't have been so bad if the remote key fob's trunk button worked properly; however, it usually didn't.

A special mention must also be made regarding the seatback angle of this automobile (and all Honda-produced vehicles). It seems that Honda Motor Company has decided upon the proper seatback angle for its products and is quite diligent about making sure all of its vehicles meet this spec. Regrettably for several of our drivers, the maximum upright angle is still too far back to be comfortable. This is particularly annoying if you have long legs because when you set the set back far enough to provide ample legroom you must reach waaaaay forward to grasp the steering wheel. Or you can tilt the entire seat forward until it seems ready to dump you into the footwell area. Or you can reduce the reach by hunching forward until your back starts to ache, which usually takes about 20 minutes. Either way, it doesn't make for the best vehicle control and could be fixed easily by adding, say, two more inches of forward angle on the seatback. If you're listening Honda, take heart; we love your cars generally, but those of us not from the "Barcalounger" school of driving positions would appreciate a more upright seating angle.

With that unpleasantness out of the way its time to talk about what works well on this Acura. The transmission, for instance, is easily the best automanual currently available. Upshifts and downshifts happen quickly enough when simply left in drive and the automatic proved plenty responsive, but slide the shifter into its special "SportShift" gate and watch as the tranny obeys your every command with almost F1 immediacy. This is how all automanual's should work and Acura gets credit for finally getting it right and offering it at this price point.

This ultra-responsive transmission would be only a gimmick if mated to an inept powerplant, but the TL's all-new 3.2-liter V6 produces a healthy 225 horsepower and 216 foot-pounds of torque. Honda's trademark VTEC technology is used to maximize engine performance throughout the entire rev range and, as with the transmission, it worked effectively to give the TL a sporty, yet refined, feel. This was borne out at the test track were the TL scored third in zero-to-60 times (7.6 seconds) and fourth in quarter-mile performance (15.9 seconds). Best times came when using the sport-shift and shifting just after redline, which would be risky to do with most automanuals, yet was easily accomplished using SportShift.

The TL's handling and braking abilities weren't quite on par with its acceleration. The car finished last in the slalom and 60-to-zero braking, despite its solid feel in both areas when out on the road. Suspension movement was a bit excessive during hard cornering, though the Acura never misbehaved or acted out of sorts. The Michelin Energy XSE tires made excessive noise when driving on twisty roads and seemed to let go prematurely (though never suddenly or unexpectedly). With just the right combination of braking and acceleration it was possible to bring the TL's rear-end around in a controlled manner through tight curves. And while the brakes didn't perform well under maximum braking (too much ABS chatter) they felt confident and easily modulated in normal driving.

Universal praise was given for the simple layout of the Acura's climate, stereo and cruise controls. As one driver stated, "This is the only car that never had me guessing about what a given button did." The cupholders were also rated as useful and well-placed and everyone liked the easy-to-read gauges. A one-touch sunroof button was suggested by an editor and several drivers complained about the design of the shifter's release button, though it was less noticeable once out of "park" and, of course, wasn't an issue when the shifter was put in the SportShift gate.

If there's a real sticking point to the Acura's many cost-cutting measures, it lies in the car's lack of side-impact airbags. This is rapidly becoming a standard feature for the class, and only the Chrysler, Mitsubishi and Acura were missing them in this test. If for no other reason than to just stay competitive, these companies will eventually have to step up their standard safety equipment list.

As the lowest-priced vehicle in this test, the Acura has an automatic advantage in the value category. But this alone wasn't enough to bring a car to within striking distance of first place, as the Mitsubishi and Chrysler clearly prove. The 3.2TL excels in several areas while faltering in only a few and completely failing in none. Even the styling, which brought comments ranging from "beautiful" to "bland" wasn't enough to drive any editors away from the Acura in the personal-choice category. A final comment written by our editor-in-chief effectively sums up the 3.2TL, "With its amazing balance of performance, luxury and value, this car defines the entry-luxury category."

As the oldest design in this test, Audi's A4 continues to amaze us with its seductive appearance, thrilling ride and luscious interior. That this car placed second in a field of younger, newer sedans from Europe, Asia, and America is proof that Audi got it right when it introduced the A4 in 1996.

If a single word were assigned to this vehicle, it would have to be "fun." Six out of eight drivers rated this car as either first or second in their personal-choice rating, giving it an overall score of 87.5, higher than even the BMW. When such a diverse group of drivers can be brought together by a single car, it means that Audi's A4 has transcended personal bias and overcome any and all preconceived notions. The car is just so enjoyable to sit in and drive that anyone with a pulse has no choice but to be enamored with it. Remember also that cost was not a factor in our personal rating. Throw in the fact that this Audi can be had for less than $33,000 and you have a car that is both entertaining and an excellent value. It was these two categories that brought the A4 within 1.6 percentage points of our winner. Had it done just slightly better in the acceleration tests, it would have taken first place.

As it was, the A4 pulled the worst zero-to-60 and quarter-mile times at the track. Its 2.8-liter V6 makes 190 horsepower, but a lack of low-end torque, combined with the A4's heavy Quattro all-wheel-drive system, kept it from doing better than an 8.4-second zero-to-60 and 16.4-second quarter-mile. The A4's 60-to-zero braking was midpack at 123 feet, but the curvaceous sedan zipped through our slalom at 57.7 mph and pulled .87g's on the skidpad, good enough for first and second place in each of those categories.

Out in the real world, these numbers translated into a car that went fast by never slowing down. The Quattro all-wheel-drive system is truly magic, transforming even the tamest of drivers into a snarling beast when the road gets twisty. By simply holding the throttle steady when entering a corner, then punching it at the apex and driving hard all the way out, the Audi would pull away from everything but the BMW on tight mountain roads. The fact that this same procedure can be employed in foul weather means that even the almighty Bimmer would be left behind on less-than-perfect driving days. It also means that the Audi's brand of fun can be used all year round in all types of climates.

If the suspension isn't enough to keep you entertained, there's always the Tiptronic automatic with steering wheel-mounted controls. A press of these buttons brought quick, if not immediate, shifts and further enhanced the car's grin factor.

Between ripping up canyon roads and sliding between cones, we had a chance to inspect the Audi's interior and came away impressed by its lavish textures and thoughtful design. Several notes made reference to the Audi's thick, leather-wrapped steering wheel, which further enhanced the driving experience. Rich leather seats and soft-touch dash materials added to the A4's appeal, but more than one editor felt that the interior wood was cheap-looking and had an inconsistent grain. The cupholders were also lambasted for their inconvenient location and nonadjustable size. Universal animosity was directed at the busy radio controls, while the climate controls and red gauge cluster illumination didn't fare much better. Finally, it was discovered during our test period that the Audi's power outlet won't hold the standard 12-volt plug found on most radar detectors or cell-phone chargers. Porsches and Volkswagens suffer from this same malady that is a result of these companies making their power outlet holes just a little bigger than everyone else. How stupid is that?

In terms of comfort, the A4 offers adequate support and bolstering for its front passengers, but precious little legroom for backseat riders. The rear seat does have its own center console, functional headrests and reading lights, but taller passengers need not apply. Options like Sport Front Seats and heated seats can be ordered to increase the A4's luxury feel, but at a cost that begins to whittle away at the car's value component.

Safety features on the Audi include the requisite front and side airbags, but that's about it. The A4 did score a four- and five-star rating in frontal impact crash testing, so although it's light on safety technology, it does have a well-designed structure capable of absorbing a fair amount of energy.

While the A4's interior and safety measures might need some updating, the exterior is aging better than 40-year-old Scotch. We don't know what Audi has in mind for the next A4, but just like Mazda's Miata and Jeep's Grand Cherokee, they're going to have to walk a fine line between freshening and wrecking.

As stated before, the difference between the A4's score and our winner is statistically insignificant. If you have any concerns over value-for-the-money or foul-weather driving, this is your car. Buy it and be happy in the knowledge that you own a beautiful, sporty and practical sedan that few vehicles can match for year-round smiles-per-mile...at any price.

And speaking of smiles-per-mile, BMW's new 3-Series is one of the most pure, unadulterated thrill rides that happens to have four doors and a rear seat. Just like the Audi, this car garnered consistent personal-choice points. By never placing worse than fourth and grabbing two firsts, it's overall score was 81.2 percent, good enough for a strong second place on our editor's personal preference meter.

What put the BMW over the top and allowed it to take the win was not its value rating or even its 30-point evaluation (though it did quite well in the evaluation category, too). Where this car kicked booty and displayed its true nature was at the track. With an overall performance score of 75, it beat its closest competitor (the Chrysler) by a healthy 10 points. Zero-to-60 times of 6.9 seconds and quarter-mile figures of 15.3 seconds had the 3-Series an easy half-second ahead of the turbocharged Saab. Double-VANOS valve timing and a dual-resonance intake system create 193 horsepower and 206 foot-pounds of torque from the 2.8-liter inline six. This power comes on low, allowing tire spin from a standing start if the traction control is turned off.

This useable power also helped the 328i manage a respectable 57.1-mph through the slalom, putting it less than one mph behind the faster Audi and Volvo. Braking and skidpad scores were about midpack, proving that this car had no real weaknesses to upset its total performance score.

While traveling the test loop, the 3-Series outgunned the others with its telepathic steering, perfectly balanced suspension, spot-on transmission and always-willing engine. Like the Audi, this car will make an enthusiast out of even the most conservative, straight-laced driver. "Confidence inspiring," "magical," "precise," and "perfect" were some of the words thrown about when discussing the Bimmer. A few testers commented that this is a "true driver's car."

If performance isn't your only concern, then take a look at the BMW's evaluation score. Its 83.7 percent earned it a first place in that category, too, beating the Saab by a narrow 1.5 points. Everything from its ride to its interior materials and ergonomics scored consistent "9s" and "10s" on the evaluation sheets.

Front-seat comments include "firm and supportive," "comfortable," and "pulls you into them." The leather material was rated as "highly pet-able" but a few testers wanted more side bolstering. It should be noted that our test model did not have the optional sport seats that offer much-improved side support for holding you in during rapid directional changes. Rear seats were described as confining yet still comfortable, similar to the A4's but offering a bit more legroom. Rear-seat entry and exit, however, is compromised by the 3-Series' oddly shaped rear doors. Once again, passengers of six-foot-plus size will want to ride up front.

There you'll find a lack of personal storage space and a Harman/Kardon radio that sounds great...as long as the station it's tuned to is relatively close. The gauges are nicely laid out and easy to read, but several of the controls, including those mounted on the steering wheel and near the climate control, are confusing as to their purpose. We'd also like to see a simple "off" button provided to shut down climate control operation instead of having to hit the button with the small fan diagram until the system turns off. Cupholder scores for the BMW were higher than average for this test, which, sadly, meant they were still on the lame side of the automotive spectrum. Bonus points, however, for having all four windows with one-touch up and down operation.

Trunk capacity is listed at 11 cubic feet and an optional fold-down rear seat is available, though our test model had only the ski pass-through. The body felt tight overall with a slight rattle of the exterior mirrors when the front doors were shut. The passenger door on this model was slightly out of alignment but overall build quality was rated as near perfect.

If you're afraid that BMW forgot about safety during the 3-Series redesign, be assured that this car's safety pedigree is almost as impressive as its performance profile. Features like All-Season Traction Control and Cornering Brake Control work in unison to keep overconfident buffoons from getting into too much trouble. Cornering Brake Control can actually modulate brake pressure separately at each wheel to keep the vehicle from sliding sideways under hard braking while in a turn. Additional protection comes in the form of standard front and side airbags, plus BMW's new Head Protection System (HPS) airbag that inflates from the roof to protect the driver and front passenger during a severe side impact.

From outside, the new 3 was considered attractive, but not as captivating as the A4. Dissatisfaction with the rear taillight section was the most common complaint, with all testers agreeing that the car looks fantastic from the front three-quarter view. The 16-inch alloy wheels, complete with busy-looking and hard-to-clean spokes, did little to impress our drivers. Most of them preferred the 17-inch, seven-spoke units found on our long-term test car. These are part of the 328i's Sport Package, which, if you're buying this car at all, is well worth the $1,350 price tag.

At this point you may be thinking that our rating procedure placed too much emphasis on "fun" and not enough focus on true luxury items. It is interesting that the top three finishers had the least useable rear seats. But the truth is that price and overall quality played a bigger part in this contest than did the ultimate luxury or performance aspects. The BMW 328i wins because it offers top-notch build quality, functional ergonomics, and state-of-the-art safety in addition to world-class driving pleasure. With its competitive price and cutting-edge style, the 328i is simply the best entry-luxury sedan available.