2000 Super Luxury Sedans over $60,000

Introduction

This is class. This is prestige. This is dignity. This is the Jaguar XJ8 L Sedan. With a small stretch of the imagination, it seems perfectly natural picturing Prince Charles and Her Majesty The Queen sneaking out from Buckingham Palace, going out in a XJ8 for a late-night hit of sushi. (Stupid Web Trivia: The Queen was the first British Monarch to have a Web page; www.royal.gov.uk/family/hmqueen.htm.)

But as we found out on our test, class and royalty gets one only so far. There are other components that make up luxury, many of which the Jaguar lagged behind on. So the Jag ended up in fifth place. There's a tinge of guilt in watching the Jag finish last. Isn't the Jaguar above all this? Doesn't it get some sort of royal immunity, kind of like a Monopoly "Get Out of Jail Free" card? Lamentably, no.

Background, and Our Test Vehicle
Built in England, the XJ8 is a five-passenger sedan with a V8 powering the rear wheels. The XJ platform last received major revisions in 1998, when Jaguar replaced the six-cylinder engine with a V8, cleaned up the instrument panel, and improved other minor items. The 2000-year lineup includes the XJ8, the long-wheelbase XJ8 L, the XJ8 Vanden Plas, the supercharged XJR, and a newly introduced supercharged version of the XJ8 Vanden Plas.

Jaguar was unable to supply us with a 2000-year XJ Sedan at the time of our test, so we took delivery of a 1999 XJ8 L model. We would have preferred to have a 2000 XJ Sedan, as it contains new features like rain-sensing windshield wipers, full-speed traction control, upgraded antilock braking hardware, a new optional GPS navigation system, and an upgraded optional Alpine audio system. However, we feel it is unlikely these changes would have improved the Jaguar's ranking enough to boost it out of fifth place.

Exterior Design
Ah, if only this was the sole qualification for our test. Our editors gave the XJ8 the best marks out of our group for exterior design. The XJ8 carries forward the design cues established in the three decades since XJ sedans were introduced. There's the signature Jaguar grille, the four-headlight front end, the famously seductive profile, and the chrome leaper on the hood. This car is graceful and classy.

Only one of our editors cast a discerning vote, saying that the Jaguar looked old, pointing out the staid mid-section styling and the chrome on the B-pillars and the top of the bumpers. "But it's a Jag!" replied the other editors. Faced with this indefeasible logic, he tucked tail and backed down.

Interior Materials
Like the exterior, Jaguar delivers a powerful dose of classic heritage. And by classic, we're talking wood and leather. The XJ8 L features excellent-looking burl walnut wood on the instrument panel that further extends to wood inserts on the doors. Connolly leather is used on the seats, center console, glove box, and doors. Some of the plastic buttons reminded of us of cheaper Ford switchgear, but it wasn't enough to stop our editors from ranking the XJ8's interior materials second only to the BMW's.

Interior Design
There is a strong European flavor with the XJ8 L, which is better than having an English flavor, because we all know English food is crap. The analog clock mounted on the center of the dash is a nice touch, as are the sunken gauges and the standard Jag-issue J-gate shifter. The view of the sloping hood is a definite treat, though the squashed greenhouse hurts overall visibility.

Look harder, though, and you'll find problems. The steering wheel airbag cover is flimsy and can be wiggled by hand. Instead of nice-looking intergraded seatbelt anchors like the Lexus, the Jag has el-cheapo plastic covers that pop off easily, revealing the ugly bolt underneath. Screw plugs could also be spotted in the cabin.

In addition, the XJ8 L was the only car in our test to have an interior rattle (coming from the driver's door). All of this might be tolerable in a $12,000 Ford Escort, but not in a $64,660 luxury sedan.

Interior Seating
Much to the Jag's detriment, the front cabin is the most confining out of these five cars. The front seats themselves are good; it's just a matter of actual space. Taller or broader drivers will find themselves noticing an acute lack of headroom and space for legs and feet. Entry and egress for the front seats was the worst of the five cars.

The XJ8 L has an additional 5.9 inches of wheelbase compared with the standard XJ8. Most of this additional length goes toward providing more legroom for rear passengers. It worked as advertised, though the center passenger loses some legroom due to the rear part of the console between the front seats.

Our editors weren't quite as happy with the actual rear seats as they were with the front's, saying the seating surfaces were hard. And like the front cabin, the Jag's limited spacing intruded on shoulder width. The center passenger does not get a center headrest.

Features and Controls
This is where the XJ8 L took an L.A.P.D.-style beating from the other cars. The Jaguar simply doesn't have enough feature firepower. The $30,000 discount compared to the BMW helps in compensation somewhat, but our editors were concentrating more on luxury and feature content, not which car is King Miserly.

Nearly all of the Jaguar's controls are massed in the center console. They are actually not that hard to figure out, especially when compared to the other cars' control buttons. However, much of this advantage is simply due to the fact that there's not that much to control.

Dual-zone climate control? No. Navigation system? No. Side or head airbags? No. Stability control? No. Notable on what the Jag did have: an old-school extendable/retractable radio antenna instead of an integrated antenna, and a sunroof that didn't have a separate shade. Come on, Jaguar, you can do better.

Engine and Transmission
Getting rid of the old six-cylinder in 1998 was a big step forward for Jaguar. The current V8 is 4.0-liters in size, and produces 290 horsepower at 6,100 rpm and 290 foot-pounds of torque at 4,250. It is quite smooth in its power delivery, and delivers a great sounding snarl in the higher parts of the rev band.

Technically, the Jag has the weakest engine. It matches the Lexus in terms of horsepower, but develops 10 foot-pounds less torque. The Jag is the second-lightest car of the group, though, and performance testing showed the Jaguar does quite a good job, thankyouverymuch. It's virtually equal to all the other cars in acceleration except the thug-like Mercedes. The only giveaway was at the end of the quarter mile, where the XJ8 L posted the slowest terminal speed out of our group.

If there's a weak link, it's with the transmission. It's a five-speed automatic, like all the others, but it lacks in response. Ask the XJ8 L to downshift, and it mulls over the request, perhaps hoping that you'll change your mind and realize that you really didn't want to go faster in the first place. Our editors also didn't like the J-gate transmission lever as much as the sequential-style shift levers in the BMW and Audi.

Suspension, Ride and Handling
This is foremost a luxury-car test, and from that standpoint, the XJ8 L does a good job of providing a comfortable ride. However, the problem for the Jag is that all of the other cars can also provide a comfortable ride, as well as offer a good level of handling performance.

During normal driving, we noticed that the XJ8 L was the only car in our test unable to damp out the pavement undulations found on the freeway part of our driving loop. Tire noise is minimal, but excessive wind noise comes from the top of the windshield. Also, the brake pedal allows too much movement to begin with, though the braking hardware is certainly up to the task.

In more demanding conditions, the Jaguar did better in terms of handling than some of our editors expected. There is a lot of body roll, but it's not prone to wallowing. Pushed harder, and the Jag takes an attitude of heavy understeer. Safe? Yes, but it certainly doesn't inspire driving excitement. In our slalom test, the Jaguar was quicker through the cones than the Audi or the Lexus.

Really, the issue here isn't whether the XJ8 L has the goods. It does. But opposed to the BMW, the XJ8 L never seems to will you on; it's much happier to cruise than roost.

Conclusion
Fifth place out of five cars. Last place. Is the Jaguar XJ8 L the wooden spoon of the test? By the numbers, it is. The lack of features put the Jag in the grave, and the confined cabin and performance stage fright nailed the coffin shut.

Did Jaguar hurt its chances by loaning us a '99 XJ8 L rather than a '00 XJ8 L? Probably not by much. However, it's important to note that the 2000 XJ8 Vanden Plas Supercharged might have had enough positives to earn a higher slot. Not only would it have had the 2000-year upgrades, but its 370-horsepower engine would have been a big performance bonus. All this, and still cheaper than the BMW 750iL or Mercedes S500.

Editors' Comments
The only things that made me rank the Jaguar XJ8 L over the Audi A8 were the rear seat accommodations, the looks, and the quiet ride. Otherwise, it's missing key elements. The steering is way too slow. The front cabin is too cramped. It's almost a barren wasteland in terms of features. Yes, the looks are classic and the image is there, but since I don't put much emphasis on these, the Jag crashed and burned in my mind. -- Karl Brauer

This car has character, more so than any of the other cars in our test. The view over the hood is downright sexy, with the bulging curves coming off the headlights and the chrome "leaper" hood ornament. I actually like the J-gate shifter, and the stereo sounds good. Unfortunately, the XJ8 L has some build-quality issues, and its performance capabilities lag when compared to the other cars. -- Dan Gardner

I love Jaguars and the utter class they convey. I was thrilled to show off the XJ8 L to my parents, who I think were more wowed by the XJ8 L than the more expensive BMW. Perhaps it's the difference between the nouveau riche of the BMW and the old-world classiness of the Jaguar -- a dignified aristocrat with more attitude than the stodgy Windsors putting around in their Rolls. You can't beat the Jag for the sheer amount of attention garnered from passersby, though I think they find it disarming to see a young person behind the wheel. -- Liz Kim

The Jag. I loved driving it. I love the lines of the car, and I love that it's simple on the inside. I love that dot.com millionaires probably wouldn't buy one because it wouldn't show off their newfound wealth in a flashy way. I love that my wife, a budding opera star, enjoyed riding in it. Of these five cars, I would pick the XJ8 L to drive to an opening night at the Met. There are a thousand reasons to pick the BMW or Mercedes, but all of them are mechanical or technical. The Jaguar doesn't care about any of that. It will get you where you want to go and do so with the greatest amount of automotive dignity. --Gonzo Schexnayder

The Jaguar was the first car I drove of this quintet, and I was sufficiently impressed with the V8 engine (previously, I had only driven older XJs with the six cylinder engine). Otherwise, the XJ8 L reminded me of our dearly departed long-term '96 Jaguar. Wide panels of real wood, Connolly leather, and classic styling all conspire to push the driver's nose in the air. But you can't get too high, though, because there's not much headroom. Ah, the price of elegant bodywork. But after driving the Jag back-to-back against its competition, it quickly became obvious that this Ford division needs to get the next-generation car on the road. Quickly. -- Chris Wardlaw

Introduction

St. Louis Rams? Tennessee Titans? In the Super Bowl? Jeez, who would have thought that two rather pathetic teams from 1998 managed to beat out all others to be in Super Bowl XXXIV? Some people didn't even know Tennessee had a football team.

For this Super Luxury Sedan Comparison Test, we all knew Audi had its flagship A8. But if you would have questioned the editors beforehand, I seriously doubt any one of them would have guessed that the A8 would have landed in fourth place.

But here it is. Four out of five. Generally, Audis are some of our favorite vehicles. An Audi A4 placed second out of eight vehicles in our 1999 Entry-Level Luxury Sedan Comparison Test. So what went wrong here?

Background, and Our Test Vehicle

The current Audi A8 has been available since 1997. It is one of the more technologically advanced vehicles on the road, especially when it comes to the use of lightweight materials. The A8's body structure is made from aluminum: Audi calls it the Audi Space Frame (ASF). A 40-valve V8 drives all four wheels. For 2000, the A8 receives minor changes, such as updated styling, slightly more horsepower, and additional interior improvements.

Audi offers a decent amount of optional equipment on the A8, but our test vehicle wasn't equipped with much. The navigation system and the acoustic parking system are the highlights. As such, the lack of features hurt the A8 in scoring, but it did make up ground by having the second lowest as-tested MSRP.

Of interesting note is that Audi will offer an extended wheelbase A8 (called the A8 L) of late availability in the year 2000. We would have preferred an A8 L for our test, but one was not available in time.

Exterior Design

The 2000-year updates helped, but most of our editors still found the Audi to be rather bland-looking. Whatever character lines the A8 might have (and there aren't many) were hidden in daylight because of our test car's Brilliant Black paint. One editor noted that parts of the A8 reminded him of a Nissan Maxima. Another said the Audi was even more uninspired than the LS 400. Perhaps if you're Salman Rushdie, the A8's subdued styling would suit you. But for us, we'll go with the Jaguar for exterior looks.

Interior Materials

Audi offers A8 customers a choice of two different wood inlays (burled walnut or light sycamore), as well as Valcona leather in six different colors: sabre black, indigo blue, ecru, caramel, platinum and cashmere. An optional premium leather/alcantara trim package is also available, though our test car didn't have it.

Overall, though, the A8's interior didn't strike us as being as luxurious as the BMW or the Jaguar. Leather is reserved for the seats only. The headliner, in particular, drew plenty of scorn for being cheap. If there is salvation, it's that the Audi's interior trades a luxurious feel for one more sporting. This comes from pieces like the billet aluminum door handles, the metal bottom inserts for the front cupholder, and the polished aluminum shifter gate and center armrest pivot.

Interior Design

Audi has done a good job here. Other than a too-small single cupholder for front passengers, nothing grabs you as overtly annoying. The speedometer and tachometer dominate the gauge cluster, furthering the sporting character of the interior. The new nighttime illumination works well; white gauge displays draw contrast with the red controls. The big block of black buttons on the dash can be intimidating, but overall ergonomics are excellent. Also notable is that the Audi has the largest trunk of the group, with 17.6 cubic feet of space.

Interior Seating

The A8's front seats provide a wide range of adjustments to suit almost any driver. One nice feature is the two different levels of lumbar adjustment. Unlike the Jaguar, there's plenty of room in the front cabin. Some of us felt that the seats needed more side bolstering to prevent the driver from sliding around in the seat during hard driving.

Rear seating in the Audi is somewhat cramped, however. We noted a lack of legroom as well as foot room underneath the front seats. Two people should be just fine, generally, but adding a third to the rear will make accommodations tight. The A8 L should improve rear passenger comfort considerably.

Features and Controls

The A8 placed third in terms of feature content. That's better than the Jaguar and Lexus, but still not enough gizmos and doodads to beat out either the BMW or Mercedes-Benz. As we noted earlier, the Audi can be equipped with a level of equipment almost equal to that of the BMW or Mercedes.

Other than the Lexus, the Audi is the only car that allows you to load audio CDs from inside the cabin. The LS 400's is a six-disc changer, of course, and here you only have a single player (there's a changer in the Audi's trunk, as well). Still, wanting to change CDs and needing to stop the car, get out, pop the trunk and fiddle with the cartridge is a pain. So the Audi gets bonus points for having the single CD player. Sound quality is quite good, though the interface can be tedious.

We take issue primarily with the A8's CD-based navigation system. Rather than a LCD screen mounted in the dash like the BMW, Lexus or Mercedes, the Audi uses a smaller (about 2x3 inches) screen located inside the gauge cluster between the speedometer and tachometer. We can understand the logic; this location doesn't require you to take your eyes off the road the way a center-mounted LCD screen does.

However, there's no actual map, so you need to rely on turn-by-turn icons. Controlling the system is done via a rotary knob and four buttons located in the center console next to the cupholder. This system might be sleeker and leaner, but we still prefer the more full-service nav system in the LS 400.

Engine and Transmission

Technology abounds here. Five valves per cylinder. Lightweight construction. Three-stage variable-length intake manifold. Variable valve timing for the intake camshafts. With 4.2-liters of displacement, the A8's V8 engine generates 310 horsepower at 6,200 rpm and 302 foot-pounds of torque at 3,000 rpm. It seems a bit slow off the line, but let the revs build and the Audi is one of the quickest sedans here. In fact, the A8 was second only to the Mercedes in terms of acceleration. It's a shame Audi hasn't done more with the sound, though. Of the four V8s in this test, the Audi's was the least interesting to listen to.

Audi provides a sequential shift option for its five-speed automatic. Push the lever toward the extra gate on the right, and gears can be selected one at a time by pushing forward or pulling backward on the lever. In normal operation, the A8's transmission shifts were imperceptible, just as they should be in a luxury car.

Suspension, Ride and Handling

This was surprising. Despite Audi's reputation for producing excellent performance sedans, the A8's suspension was a disappointment. Nearly all of our editors commented that the suspension was overly soft. One even went as far as to say that the Audi rides and handles like a Buick. Ouch!

The A8 doesn't seem happy when pushed. Through the canyon road part of our test loop, it leaned and swayed. Mid-corner bumps weren't dealt with in a prompt fashion. On the flat skidpad at our test track, however, this wasn't an issue, and the Audi earned second place by attaining 0.85g. The A8 posted poor marks in braking, with some editors noting brake fade during canyon testing.

Perhaps the soft suspension would be OK if there was a payoff in ride quality and low noise levels (like the Lexus). But the A8 also took body blows on allowing too much noise into the cabin during highway travel. This is quite possibly due to the 225/55R17 Continental Conti Touring Contact tires fitted to our test car. All is not lost, though. The A8 does have an ace up the sleeve, that being its quattro all-wheel-drive system. Quattro does provide a good degree of confidence, especially when driving during poor weather conditions. Even without stability control (an option available midyear 2000), the A8 never does the unexpected.

Conclusion

It's somewhat of a shame that the A8 placed fourth, as it does have a lot to offer. Radio stations love to say they are alternatives to all the other radio stations. Well, the A8 is the luxury sedan alternative. Quattro is the key here. On dry pavement, you will rarely notice it, and might even think it's unnecessary. But if it's snowing or raining, no amount of technology thrown at a rear-drive car will match up to the Audi's all-wheel drive. The mid-60s pricing is another bonus. But for this test, the A8's wallflower styling, smallish backseat and soft suspension were enough to drop it below third place.

Editors' Comments

The Audi A8 had the performance numbers and feature content, yet it still left me feeling flat. The soft suspension killed the Audi's performance potential, and the cheap headliner, cramped rear seat and loud road noise wrecked any chance of scoring high points in luxury. The only advantage is the quattro system, and that can be obtained (along with the V8, actually) in the A6. Oh, and what's up with the lame navigation system? I was left wondering why anyone would consider this car over the less expensive LS 400. -- Karl Brauer

While the A8 is far from plush when compared to the others, it's also one of my favorites. I like how the styling doesn't immediately go out and grab you. If I want to be noticed, it's going to be in an ostentatious sports car, not a gaudy pimpmobile of a sedan. I'm also a big fan of the neutral handling characteristics and the security provided by the all-wheel drive. -- Dan Gardner

From its unremarkable outer styling, which has no distinguishing mark to tell others that it's a really expensive car (maybe that's the point, like wearing a Prada), to its rather average interior, the Audi didn't seem worthy to wear the Super Luxury Sedan title belt. The A8's louder-than-average wind and tire noise didn't help it, either. --Liz Kim

The A8 is fun to drive because of its agility and sure-footed all-wheel drive. But I never felt like it quite belonged in this luxury class. Maybe it had something to do with the relatively light curb weight. To me, a luxury car should feel substantial, and the Audi didn't quite do it for me. -- Gonzo Schexnayder

Until this test, I never had anything more than disdain for the A8. I never felt it was anything special. But when stacked up against the competition, I can't help but appreciate the engineering technology that has gone into this car. The all-wheel-drive A8 was one of my top choices, especially considering its mid-60s sticker price. It's not for everybody, but it's perfect for those who contend with snowstorms and rain-slicked roads on a regular basis. Like all other Audis, the A8 is rolling architecture as art. -- Chris Wardlaw

Introduction

Runt of the litter. That's what the cheap car usually is. It's the one with the minimal features, the feeble drivetrain and the poor construction. But not so in this test.

The Lexus LS 400 excels in many areas and never falls below competent. It has no mechanical or design-based Achilles' heel. Its price is approximately $37,000 less than the BMW 750iL. That's a pretty big chunk of change. If we had weighted value heavily in this test, the Lexus would have taken second place, and possibly even first. So why is it third? Read on.

Background, and Our Test Vehicle

The Lexus LS 400 is Japan's premier luxury sedan. It debuted in 1989 to challenge the European hegemony of luxury sedans. The formula was -- and continues to be -- to offer similar feel and refinement for a cheaper price and better reliability.

The LS 400 has remarkably avoided drastic changes in its lifetime. It is still a rear-wheel-drive sedan with a 4.0-liter V8. The 2000 LS 400 sees only minor changes. When we came up with the rules to our comparison test, we were only going to accept cars with MSRPs over $60,000. Readers with any sense of detail will note that our Lexus didn't quite clear the $60,000 hurdle. However, we decided to include this LS 400 for two reasons: 1) The LS 400 can be optioned to cost more than $60,000, even though ours wasn't; 2) $59,771 is close enough.

Exterior Design

Yes, well, we all know that exterior excitement isn't one of the LS 400's strong points. It has been that way since the beginning. It is interesting to note that our editors gave the Lexus a slight edge over the Audi in styling, however. The LS 400's front end is fairly distinctive, with the large xenon headlights and Lexus- emblazoned grille. But that's about it. Look at the LS 400 in side profile or from the rear, and it's "say goodnight Gracie." The 16-inch wheels aren't anything to brag about, either. Positives, then? The LS 400 has a very low coefficient of drag (0.28 Cd) and excellent build quality. In fact, the Lexus had the best build quality of our group.

Interior Materials

The word "coddling" came up frequently when we discussed the LS 400, and part of this certainly has to do with the high quality of leather, wood and plastic. The walnut wood trim is the lightest in color out of these cars, adding warmth to the cabin. The LS 400 is also the only car here to have wood inserts on the steering wheel.

If the Lexus loses some points here, it's because of the switchgear. The plastic for the dash and trim is fine, but some of the controls (like the side mirror adjuster) are straight from the Toyota parts bin.

Interior Design

Simple. Clean. Easy to use. This is the LS 400's interior. Nearly all of the other cars here had a suffocating mass of black buttons on the dash. Clearly, the optional touch-screen LCD monitor helps to simplify the dash, as it operates both the audio and climate controls. The Lexus also has an Optitron instrument panel, which silhouettes the gauge needles and markings. Generally, it's very easy to read, though one of our editors noted that it could wash out in harsh sunlight.

Interior Seating

Lexus doesn't provide as many adjustment functions for the front seats as the other cars. Given that, they are still quite comfortable. Some of our editors commented on how they liked the rather flat design, though others said the seats didn't provide enough side or thigh bolstering.

According to the numbers, the LS 400 offers the least amount of rear passenger headroom and legroom. Sitting in it generally confirmed the numbers, as our staff felt the back seat was cramped with three adults. Shoulder room was the worst of the group.

All three rear passengers get headrests, and the center headrest can be folded down manually to improve rearview vision.

Features and Controls

If you're wondering how the LS 400 manages to undercut the BMW by $37,000, you'll find much of your answer here. Effectively, the Lexus can't match up to the Audi, BMW or Merc in terms of features. But for what it does have, the LS 400 does a good job of being easy to use. The navigation system, in particular, is notable in its ease of programming. This car is also the only one in the group to offer an in-dash CD changer.

The downside to having climate, audio and navigation controls run through the touch-screen LCD monitor is that it takes the driver's eyes off the road, as well as getting fingerprints on the screen. Secondary controls all work well, though if you own a Camry in addition to the LS 400, you'll notice similar buttons and switches. The buttons on the steering wheel control the multifunction display, but we'd like to see audio controls, as well.

Engine and Transmission

It might not look like much, but the LS 400 has got it where it counts. To wit: the LS 400 accelerated from zero to 60 in 6.6 seconds, and hit the quarter mile in 15.0 seconds at 95.8 mph. Overall, these numbers are mid-pack, but again, the LS 400 is the cheapest car here. Under the hood is a 4.0-liter V8 that develops 290 horsepower at 6,000 rpm and 300 foot-pounds of torque at 4,000 rpm. It is exceptionally smooth and quiet, and manages to obtain the best mileage in EPA tests. Under full throttle, the engine's snarl is more mechanical than guttural.

The LS 400's transmission is the most difficult to control manually out of this group. The Audi, BMW and Mercedes all have automanuals, and the Jaguar has its anachronistic J-gate shifter. The Lexus is left with a standard gated shifter. However, the transmission's actual operation is smooth and responsive. It never seemed to get confused or pick a wrong gear.

Suspension, Ride and Handling

Have we mentioned "smooth" yet in the LS 400's evaluation? If not, then here it is. Smooth ride, smooth feel. It's one of the best cars here for that.

The Lexus wasn't around when God was passing out performance genes, though. Body roll is quite evident (but never excessive). On the road, it is more composed than either the Jag or the Audi. Push harder, and the traction control and stability control step in. The steering is --can you guess? -- smooth, but it provides virtually no feedback or communication. In the end, the Lexus performed better than we thought, but still left something to be desired, especially when compared to the BMW or Mercedes.

More important to this test, though, is the LS 400's impressive lack of noise. Cruising on the freeway section of our test loop, the Lexus was the quietest car of our group. Combine that with a suspension that does a very good job of soaking up bumps, and you have a car that nails two prime ingredients for luxury: comfort and quietness.

Conclusion

This car is good. Almost scary good, when you consider the price. Its level of refinement is very high. And for the primary luxury car functions -- quiet and smooth ride, comfortable accommodations -- the Lexus is one of the best cars here. It is the super luxury sedan for those uninterested in driving or standing out in a crowd. It's also the super luxury sedan for those who are looking for the best value. You could buy a LS 400 and a BMW 328i for the price of one 750iL.

But it's the qualities that go beyond the core of luxury that the LS 400 lacks, and that's why it landed in third place. It doesn't have many features to show off to your friends. It doesn't have the prestige that a European luxury car has, nor does it involve the driver in the experience of the drive.

It's important to note that the next generation of the LS 400 -- the LS 430 -- is due out in 2001. From what we gather, it will be better than the LS 400 in almost every way. It will be faster, as well as bigger and more luxurious. If you're thinking about a LS 400 purchase, consider waiting until the LS 430 arrives.

Editors' Comments

The Lexus LS 400 excelled at pure coddle. Even though it was missing some key elements, it still felt very refined and calm. Its features were also the easiest to understand; I never looked at a button and wondered, "What does this do?" The LS 400 also has an excellent navigation system and V8 engine; this car is a tremendous bargain. -- Karl Brauer

The LS 400 is the perfect choice for the luxury car buyer who demands coddling and a serene environment. This car does everything calmly. When I performed the acceleration and handling tests, I felt like I could be making appointments on a Palm V at the same time. The negatives? The exterior styling is boring, and the car seems to lack passion. But if you want purposeful luxury, this is the car. -- Dan Gardner

I've always been familiar with Lexus cars -- it's practically a citizenship requirement that Koreans must buy a Lexus vehicle as soon as they hit American soil. I always praised the LS 400's value and performance, but this test demonstrated to me the car's lack of glitches or characteristics that can often endear you to a car. -- Liz Kim

I felt very safe in the Lexus, like my father was the car and it was watching over me at all times, reminding me what a prudent buyer I am. And I appreciated the simplicity and engineering. However, I wouldn't buy one. It's just too boring. I wouldn't buy a car that stands up and shouts what it is, but I don't want one that makes me fall asleep when I turn to look at it, either. -- Gonzo Schexnayder

I like referring to this car as a Camry with the $25,000 luxury package. It is so nondescript in style, so unfettered by the road, so competent in operation that it is virtually invisible. So middle of the road I am with regard to the LS 400, I cannot think of anything substantial to say supporting or condemning it. -- Chris Wardlaw

Introduction

More so than any other car, the Mercedes-Benz polarized our staff. Some liked it. Some disliked it. Some of us despised it enough to call it the devil's car (not really).

Ultimately, it was this polarization -- and the reasons behind it -- that netted the S500 second place. To win first place, a car must have unanimous support.

Background and Our Test Vehicle

Anytime there's a completely new vehicle in a comparison test, expectations are high. And that's the case with the new-for-2000 Mercedes-Benz S-Class. Smaller and lighter than the previous S-Class, the new car is packed with advanced technology and features.

Two models are available: the S430 and the S500. For our test, we obtained the more-powerful (and more-expensive) S500. The S500 comes loaded with standard equipment, and Mercedes offers even more optional equipment for those without budget limits. Our S500 was relatively light in terms of optional equipment, coming only with a rear sunshade and a CD changer/cell phone package.

One item of note: the front brakes of our S500 were warped when we obtained the car, and slowly worsened as our testing and evaluation progressed. We don't necessarily consider this a design flaw; it's more of a matter of lead-foot automotive journalists.

Exterior Design

The old S-Class looked like the excessive block of automotive excess that it was, but the new S-Class is much cleaner. Actual dimensions are smaller, with a 2-inch reduction in length, a 1-inch reduction in both width and height. Drag coefficient is an impressive 0.27.

In its press kit, Mercedes says the shape of the headlights and grille make the car look like it's smiling. This does seem to be true, though one of our editors had his own interpretation, noting that the S500 looked like a "grinning idiot." He also disliked the "dull rear styling and the obnoxious taillights." The rest of the staff was more kind, commenting on how the Mercedes' styling helped to make the car look smaller than it really was.

Interior Materials

The actual materials here are good, but they become somewhat disappointing when you consider whose emblem is on the trunk lid. The burled walnut wood is attractive, and it's used on the center console and as a swooping trim piece that flows from the dashboard to the doors. The leather found on the seats and the doors is also of high quality. Mercedes offers four different interior colors that match up to the 17 exterior colors.

Where we find fault is in the plastics used for some of the switches and storage areas, as they appear and feel rather cheap and low-grade for an $81,560 vehicle. The headlight switch and the netting in the front-passenger footwell are two particular offenders that come to mind. Another editor disliked the cloth/felt-like material used to cover the A- and B-pillars, saying, "This is a Mercedes, not an arts-and-crafts rec room."

Interior Design

Similar to the exterior, the S500's interior does an impressive job of hiding its size. It's hard to beat the BMW's Alaska-sized acreage, but the S500 comes close, and it does so feeling a lot smaller to drive. Both the front- and rear-seat passengers get excellent room for legs and shoulders.

Opposed to the radiant interiors of the LS 400 or 750iL, our S500's cabin was darker. Gray ("Oyster," according to Mercedes-Benz) was the primary color. This isn't to say it was depressing, but it certainly had a more mechanical Germanic aura to it. Given a choice, we'd probably go with one of the brighter interior selections.

Regardless of color, the S500 has an impressive array of buttons on the center console and steering wheel. Technophobes will instantly dislike 99 percent of these. The small pictograms on the buttons are often little help, and sometimes humorous. For example, here are some possible meanings we came up with for some buttons without first consulting the manual: Ice Pick Activator. 3x5-inch Card Reader. Consult God and the Bible. Toothpick Activator. Tow Truck Conversion Process.

In the S500's defense, however, it's difficult to arrange buttons that control so many different features in a logical manner. The BMW might be better at this, but it's a close call.

Our staff did like the silhouetted gauge cluster (similar to the LS 400's), which is dominated by a large speedometer. The smaller tachometer is to the right. A very useful multifunction display is located below the speedo. Another trick feature is the cruise control; when you set it, all the speedometer's mph marks below the speed you are traveling are extinguished.

Are we done? Hah, no the Merc isn't quite off the hook yet. Three things: The driver's buttons for the power windows are mounted too low on the door, the cupholders are small and shallow, and the storage bins underneath the front seats interfere with leg positioning.

Interior Seating

The new S-Class design allows plenty of space inside, and the seating takes advantage of that. Our editors ranked the S500's front seats the best of our group, noting the quality of the Nappa leather and the wide range of adjustments.

They were also particularly impressed with the ventilated front seats, which use 10 electric fans to circulate air through the seatback and cushion. The fans draw air from beneath the seats, where the air temperature remains relatively cool. It might sound like a gimmick, but the seats worked as advertised, cooling the seats and helping to dry perspiration and dampness on occupants' clothes. The active lumbar feature (the center lumbar chamber slightly inflates and deflates automatically twice a minute) also scored points.

Rear-seat accommodations are also comfortable and spacious, though they lack the front seats' features. Both headroom and legroom is ample. Shoulder room is a little tight with three adults in back, though it's aided somewhat as the middle passenger rides higher than the outboard passengers. The three rear headrests must be pulled forward manually, though a button on the dash automatically folds them flat for better visibility.

Features and Controls

Where to start? Like the BMW, the S500 contains a massive number of features. Strangely enough, this is where the S500 both excelled and belly-flopped in our rankings.

Let's start with the Cockpit Management and Data system (COMAND in Mercedes-speak; don't they know how to spell over there?). This is the center console interface that controls the navigation system, the audio system, the cell phone and the CD changer. Basically, you have to read the owner's manual in order to operate it. Otherwise, you'll end up a frustrated nutcase, yelling at the LCD monitor (with nobody else in the car, mind you) that Mercedes engineers are a bunch of moronic misfits who couldn't design radio controls for a Sony Walkman. But there is hope. The editors who did read the material (two out of five) report that the COMAND system is, in fact, logical, and it does allow a wide range of options. It just takes time to figure out.

There are plenty of features besides the COMAND system. Here's a short roundup: CD changer -- Located in trunk and hard to access. Tele Aid -- Provides emergency services via the cell phone and GPS system. Didn't have a need for it (fortunately). Rear vanity mirrors -- You look marvelous, darling. Air suspension -- It works, but we could just as well live without it. Nav system -- More difficult to operate than LS 400 or 750iL. Voice control -- For cell phone and audio system, but we never used it.

Engine and Transmission

The thug of the group was clearly the Merc. Despite having less horsepower and torque than the BMW, the S500 still swept the field in all acceleration tests. Under the hood is a 5.0-liter V8 that generates 302 horsepower at 5,600 rpm and 339 foot-pounds of torque at 2,750 rpm. The 750iL's V12 has its royal appeal, but the ultimate nod has to go the S500, as its V8 sounds the meanest and most intimidating as the revs climb towards a maximum of 6,000 rpm.

The Mercedes' five-speed automanual is about as good as the Audi's, though not quite as impressive as the BMW's. Its sequential mode requires moving the lever laterally rather than longitudinally, which some editors found unnatural. When placed in the sequential shift mode, the transmission will not automatically shift up when redline is reached. This attribute impressed our editors, as it allows more control of the transmission.

Suspension, Ride and Handling

For normal driving, the Lexus marginally surpasses the Mercedes in terms of pure comfort and quietness. Otherwise, the S500 is quite impressive. It hides its size quite well. Despite being slightly longer than the BMW, it's about 500 pounds lighter, and doesn't feel as big as the BMW when you're driving it.

The steering is a lot better than the LS 400's (The S-Class now has a rack-and-pinion steering system, as opposed to the last car's recirculating ball), though it doesn't possess the communication level of the BMW. During spirited driving, our S500 was seriously hampered by its stock 225/60R16 tires. Throughout our canyon drive, the S500's tires howled in protest. Mercedes offers an upgraded tire and wheel package, and we would have taken it given the chance.

The S500 doesn't understeer as much as the other cars, giving it a more balanced feel. At the same time, though, the Mercedes quickly transitions to oversteer, leading to scary situations if the stability and traction control systems aren't turned on. When the Electronic Stability Program (ESP) activates, it is much more intrusive than the BMW's. Engaging the sport mode of the Adaptive Damping System (ADS) made a noticeable difference during our canyon driving.

For 60-to-zero braking, the S500 tied the Audi for last place, though actual braking performance was hard to judge given the warped rotors.

Conclusion

Live by the sword, die by the sword. Or in this case, live and die by feature content. As the newest design here, it's also the car with the highest level of technology. The Mercedes did very well in our feature content rankings, as you would expect. But it was the sole existence of those features that put off many of our editors. They didn't like having to spend hours reading the manuals trying to figure out the controls, and this might very well put off potential buyers, as well.

Editors' Comments

Don't listen to the whiners. The S500's combination of high-tech items and functional layout (if you take the time to learn it) makes this car a great drive. In my opinion, the S500 does the best job of combining both luxury and performance. It has the fastest acceleration times and the only true automanual transmission. And except for pure high-speed silence and engine refinement (which the Lexus rules at), this car exuded the best sense of luxury. Not being rich is starting to depress me. -- Karl Brauer

Gadgets! Get your gadgets here! Too bad they're so hard to figure out. The array of buttons really discourages me. In fact, the buttons actually make me feel uncomfortable while driving the S500, which is all I really want to do. On the plus side, the V8 has gobs of torque. And those vented seats...no more sweaty backs! -- Dan Gardner

Chris [Wardlaw] kept bashing the Mercedes' looks during our test, but I really think it's a beautiful car. I also liked the sturdy demeanor, and absolutely loved the vented front seats. -- Liz Kim

I don't like the feel of the interior. Not because it's lacking in lushness, but because it's not designed by someone with class or style. It's designed by someone with their eye on more is better. If you're the kind of person who loves the latest gadget, and, more importantly, loves to show your latest gadget to all of your friends, then this is the car for you. But for my tastes, less is more. --Gonzo Schexnayder

Nothing irks me more than having an appliance, tool or vehicle that forces me to read a 110-page manual to discern how to make basic functions work. The S500 is such a car. For me to forgive this major indiscretion, the Mercedes would have to do something -- anything -- better than the other cars in this test. Is it more distinctive than the Jag? No. Is it as trouble-free to operate as the Lexus? No. Is it as fun to drive as the BMW? No. Can it handle inclement weather as good as the Audi? No. Is it cheaper than any of them? Only the BMW is more expensive. So what's the point, besides the three-point star that decorates the hood? -- Chris Wardlaw

Introduction

This is it. If you want the ultimate super-luxury sedan, then Edmunds.com recommends a BMW 750iL. In the end, it was the only vehicle that did well in every ranking category. The Audi? Not exclusive enough. The Jaguar? Not enough features. The Lexus? Too bland. The Mercedes? Annoying buttons.

The BMW beats all comers and gets the belt. Of course, it also happens to cost $96,720. But hey, if you've got $70,000 to spend on a car, what's another $25,000?

Background, and Our Test Vehicle

The German-built 7 Series was last redesigned in 1995. Since then, BMW has slowly added additional content. Not much changed in 2000, but then there's not much more BMW can add. The current model lineup consists of the base 740i, the extended-wheelbase 740iL, the 750iL, and the "Protection" versions of the 740iL and 750iL.

All 7 Series cars are five-passenger sedans with rear-wheel drive. We obtained the V12-powered 750iL for our test. This car comes with nearly every feature standard. The only option fitted to our car was a larger wheel-and-tire package.

Exterior Design

The 7 Series styling is perfect for so many occasions and occupations. Car for corporate colony boss? Check. Car for foreign government official? Check. Car for rich Beverly Hills person? Check. Car for mafia type? Check.

More so than other manufacturers in our test, BMW clamps down on styling differences between its cars. As such, the 7 Series isn't immediately identifiable. The headlights, grille and overall shape are all very similar to the smaller 5 Series sedan. Look closer, though, and you'll see that the 7 Series is more upright, more dignified. Its broad flanks serve as a warning to all other cars. It seems to say, "I am rich. I am powerful. I am important. Stay out of my way or be crushed." Only the Jaguar topped the BMW in terms of our editors' styling preferences.

Interior Materials

Hi, welcome to the 750iL interior, where Banana Republic is the exclusive outfitter. BMW offers five different interior trims for the 750iL, and our car happened to have the Ecru/English Green Nappa leather. Green leather trim with beige seats? Yep.

The color combination might not have been what we expected in a super luxury sedan, but the quality level was quite high. High enough, in fact, to earn our editors' top marks. There's high-gloss walnut wood trim on the instrument panel, doors, console and gearshift lever. Supple leather is used on the seats, doors and instrument panel. Chrome is used on various interior trim bits. Most of the plastic is also of high quality. Suffice to say, there's plenty to look at and touch.

Interior Design

The BMW's weakest point is its interior design. A couple of editors said that the 750iL's interior didn't feel special to them. And to a certain extent, that's true. The gauge cluster found here is the same as every other BMW product. The same goes for the steering wheel. So when you're just sitting there looking ahead, you could easily confuse the interior for a 3 Series or 5 Series. The instrument panel layout is also quite traditional. The S500, in contrast, has a noticeably different feel then, say, an E-Class.

Where the S500 and 750iL are alike is in their large number of black buttons on the center console. The BMW suffers from the same malady of having buttons labeled with illegible pictograms. Another problem the BMW has is with its cell phone location. It's mounted on top of the center storage console. When you want to use the console as an armrest, you might end up calling Pizza Hut delivery with your elbow.

Interior Seating

This is pretty much a mobile living room with high-performance La-Z-Boy seats. Front passengers of the 750iL are given options to adjust in just about every direction. The upper part of the seatback can be crooked forward, independent of the lower part. Like the Mercedes, the BMW has a massage function, though this one massages your butt rather than your spine. Congruent with this car's sporting intentions, the side bolstering is thicker than any of the other cars.

Rear seating is also impressive. NBA stars will be a tight fit, but the 750iL provides the most legroom out of our group of cars. This is also the only car to have power-operated rear seats that can be adjusted for seatback angle, lumbar and headrest height. It even has small removable footrests! We did note that with three passengers, the outboard passengers' shoulders were pushed in slightly by the bolstering.

Features and Controls

You name it, this car has got it. The Mercedes has more high-tech gadgetry, but the BMW wins on sheer volume. It's probably a good idea to read the owner's manual, though, as the controls (for the audio and climate systems, for example) are generally difficult to decipher. Once figured out, the controls for the audio system provide access to the best-sounding unit in our test.

BMW puts convenient buttons on the steering wheel (for audio control and such), but it is not inherently easy to determine their function. The navigation system's ease of use (thanks to its rotary dial) was second only to the LS 400's.

Engine and Transmission

A V12 with 5.4-liters of displacement. It sounds impressive. It is impressive. It's the biggest engine in our test, with the most horsepower and torque. Too bad it has to push around the heaviest car, too. The S500 is lighter (by about 500 pounds), so its V8 ultimately gives it the edge in acceleration. Where you can't question the BMW's V12 is in its ability to be authoritative. It's a little slow off the line (reflected in our zero-to-60 testing), but then it accelerates the big car to impressive speeds. No matter what the gear, the BMW applies huge reserves of torque to thrust forward serenely. The five-speed transmission works without fault, and offers a sequential-shift option. This V12 is so perfect for a super luxury car, its poor gas mileage almost seems like a badge of honor.

Suspension, Ride and Handling

This is the sports car of the group. More so than any of the others, the BMW lends itself to involving the driver. The ride quality isn't the best, no doubt hampered by the optional 18-inch wheels and tires. Road and wind noise is also higher than in the Lexus or the Mercedes

But the payoff is in sheer grip and confidence. During the canyon part of our test, the BMW was the most fun to drive, and its steering provided the most communication and the best weighting. The BMW also managed to achieve the highest level of lateral grip on our skidpad.

More confidence comes from the huge brakes, the electronically controlled damping and the Dynamic Stability Control. During testing, we noted how the traction and stability control could make an average driver even better. It inhibits a highly skilled driver, but the system is subtle in its actions, especially when compared to the Lexus or Mercedes.

Conclusion

There's a moment of hesitation when recommending a car that costs $96,720. Our staff struggled about the high price. If someone is in the market for a super luxury car, are they going to care about the price? Or, more specifically, are you going to care about price? Of course, you will, but probably less than the buyer of a Toyota Camry. The bottom line is, the 750iL is the best car here. If you want the best, then this is what you need to get.

Editors' Comments

The 750iL is a tough call because it manages to please me...but I don't think it makes a very good luxury car. The backseat accommodations, interior materials and level of options are certainly luxurious, but the ride quality isn't that great and the wind noise at highway speeds seemed excessive (these are two major points I think a luxury car should excel in). Some of the options, like the butt massager and park distance control are cute but not overtly useful. Do I like the 750iL? Yes. Do I think the average luxury car buyer would like it? Not necessarily. Do I think it costs too much? Definitely. -- Karl Brauer

Great steering. Awesome brakes. A big and powerful V12 that sings. Tires that dig in and grip. If you value handling and performance above all else, this is the car. It feels the biggest of the bunch, but the 750iL takes advantage of that size by offering a truly cavernous rear cabin. It also sacrifices very little in terms of comfort and ride quality. The only hurdle is the price tag. -- Dan Gardner

The 750iL reminded me of Captain Von Trapp from "The Sound of Music" -- elegant, precise, exacting. From the lovely exterior color (Orinoco Green) to the supple leather interior, I got a sense of well being when I was in the car. Serenity, perhaps, knowing that I was driving a car more expensive than anything else I passed on the road. I deemed the BMW the $96,000 Prozac -- the sky somehow seemed bluer, God was in his heaven, and all was right with the world when I was inside of its gilded chamber. -- Liz Kim

I really liked this car, though if it was nearer to the average price of the other cars, I'd be happier. However, if you're spending 60 grand on a luxury car, what's another 35? The 750iL does the best job of providing as many toys and gadgets as possible without becoming all about the toys and gadgets. It also lived up to its reputation of driving excellence. Yet I'd still take the Jaguar over the BMW. Actually, given the chance, I'd like to own both. -- Gonzo Schexnayder

This V12 stretched-wheelbase Bimmer is way over the top. But if you've got $100K and want the very best, the 750iL is the only game in town this side of a Bentley Arnage Red Label. It was the only true drivers' car in our group, which is a big plus in my book. Better still, you don't have to spend much more than the Audi or Lexus to take advantage of the 7 Series experience. From a stock 740i to the 750iL, BMW makes a car to fit just about anyone's taste or needs. -- Chris Wardlaw

Personal Rating
Purely subjective. After the test, each editor is asked to rank the cars in order of preference based on which cars they would personally buy if given the chance. Scoring is calculated on a point system, and the scores listed are averages based on the entire editorial staff's opinion.

Recommended Rating
After the test, each editor is asked to rank the cars in order of preference based on which cars they thought would be best for the average consumer shopping in this segment. Scoring is calculated on a point system, and the scores listed are averages based on the entire editorial staff's opinion.

25-Point Evaluation
Each editor ranks every car based on a comprehensive 25-point evaluation. The evaluation covers everything from exterior design to cupholders. Scoring is calculated on a point system, and the scores listed are averages based on the entire editorial staff's evaluations.

Performance Testing
Each car is put through a battery of instrumented testing. We test zero-to-60 mph acceleration, quarter-mile acceleration, 60-to-zero mph braking, speed through a 600-foot slalom, and maximum road-handling grip on a skidpad. For each test, the car that obtains the best result receives a maximum score. The remaining cars receive scores based on how closely their results matched the top car. The final results shown are an accumulation of results from each test.

Feature Content
For this category, the editors picked the top 50 features they thought would be most significant to the consumer shopping in this segment. For each car, the score is based on the amount of actual features the car had versus the total possible (50). Standard and optional equipment are taken into consideration.

Price
The numbers listed are the result of a simple percentage calculation based on the least expensive car in the comparison test. Using the "as tested" prices of the actual evaluation vehicles, the least expensive car receives a score of 100, with the remaining cars receiving lesser scores based on how much each one costs.