Comparison: Entry-Level Fullsize Luxury Sedans (Spoilers)LS/S/7/A8/Panamera/XJ/Equus
01-17-11, 08:35 AM
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Comparison: Entry-Level Fullsize Luxury Sedans (Spoilers)LS/S/7/A8/Panamera/XJ/Equus
So cars tested were different
7. Equus base V-8
6. S 400 V-6 hybrid
5. Jag XJL V-8
4. Lexus LS sport V-8
3. Audi A8 L V-8
2. Porsche Panamera V-6
1. BMW 740 I-6
http://www.motortrend.com/roadtests/...son/index.html
BASE PRICE $58,900
PRICE AS TESTED $58,900
VEHICLE LAYOUT Front engine, RWD, 5-pass, 4-door sedan
ENGINES 4.6L/385-hp/333-lb-ft DOHC 32-valve V-8
TRANSMISSION 6-speed automatic
CURB WEIGHT (F/R DIST) 4502 lb (52/48%)
WHEELBASE 119.9 in
LENGTH x WIDTH x HEIGHT 203.1 x 74.4 x 58.7 in
0-60 MPH 6.2 sec
QUARTER MILE 14.6 sec @ 98.7 mph
BRAKING, 60-0 MPH 127 ft
LATERAL ACCELERATION 0.81 g (avg)
MT FIGURE EIGHT 27.8 sec @ 0.60 g (avg)
EPA CITY/HWY FUEL ECON 16/24 mpg
CO2 EMISSIONS 1.03 lb/mile
MT OBS FUEL ECON 15.7 mpg
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJLtCCUB
BASE PRICE $88,825
PRICE AS TESTED $89,565
VEHICLE LAYOUT Front engine, RWD, 5-pass, 4-door sedan
ENGINES 3.5L/275-hp/258-lb-ft DOHC 24-valve V-6 plus 20-hp/118-lb-ft elec motor; 295-hp/284 lb-ft comb
TRANSMISSION 7-speed automatic
CURB WEIGHT (F/R DIST) 4490 lb (53/47%)
WHEELBASE 124.6 in
LENGTH x WIDTH x HEIGHT 206.5 x 73.7 x 58.0 in
0-60 MPH 7.0 sec
QUARTER MILE 15.3 sec @ 91.9 mph
BRAKING, 60-0 MPH 122 ft
LATERAL ACCELERATION 0.83 g (avg)
MT FIGURE EIGHT 28.2 sec @ 0.62 g (avg)
EPA CITY/HWY FUEL ECON 19/25 mpg
CO2 EMISSIONS 0.91 lb/mile
MT OBS FUEL ECON 18.9 mpg
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJLjk88g
BASE PRICE $80,575
PRICE AS TESTED $83,875
VEHICLE LAYOUT Front engine, RWD, 5-pass, 4-door sedan
ENGINES 5.0L/385-hp/380-lb-ft DOHC 32-valve V-8
TRANSMISSION 6-speed automatic
CURB WEIGHT (F/R DIST) 4132 lb (51/49%)
WHEELBASE 124.3 in
LENGTH x WIDTH x HEIGHT 206.6 x 74.6 x 57.0 in
0-60 MPH 5.0 sec
QUARTER MILE 13.5 sec @ 106.2 mph
BRAKING, 60-0 MPH 121 ft
LATERAL ACCELERATION 0.85 g (avg)
MT FIGURE EIGHT 26.4 sec @ 0.66 g (avg)
EPA CITY/HWY FUEL ECON 16/23 mpg
CO2 EMISSIONS 1.05 lb/mile
MT OBS FUEL ECON 17.1 mpg
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJLWsd9C
BASE PRICE $66,230
PRICE AS TESTED $79,229
VEHICLE LAYOUT Front engine, RWD, 5-pass, 4-door sedan
ENGINES 4.6L/380-hp/367-lb-ft DOHC 32-valve V-8
TRANSMISSION 8-speed automatic
CURB WEIGHT (F/R DIST) 4477 lb (52/48%)
WHEELBASE 116.9 in
LENGTH x WIDTH x HEIGHT 199.2 x 73.8 x 58.1 in
0-60 MPH 6.0 sec
QUARTER MILE 14.4 sec @ 99.4 mph
BRAKING, 60-0 MPH 119 ft
LATERAL ACCELERATION 0.84 g (avg)
MT FIGURE EIGHT 26.9 sec @ 0.68 g (avg)
EPA CITY/HWY FUEL ECON 16/24 mpg
CO2 EMISSIONS 1.03 lb/mile
MT OBS FUEL ECON 15.9 mpg
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJL5ohbh
BASE PRICE $78,925
PRICE AS TESTED $89,325
VEHICLE LAYOUT Front engine, AWD, 5-pass, 4-door sedan
ENGINES 4.2L/372-hp/328-lb-ft DOHC 32-valve V-8
TRANSMISSION 8-speed automatic
CURB WEIGHT (F/R DIST) 4359 lb (55/45%)
WHEELBASE 117.8 in
LENGTH x WIDTH x HEIGHT 202.2 x 76.7 x 57.5 in
0-60 MPH 5.5 sec
QUARTER MILE 13.9 sec @ 103.1 mph
BRAKING, 60-0 MPH 106 ft
LATERAL ACCELERATION 0.95 g (avg)
MT FIGURE EIGHT 25.8 sec @ 0.67 g (avg)
EPA CITY/HWY FUEL ECON 17/27 mpg
CO2 EMISSIONS 0.95 lb/mile
MT OBS FUEL ECON 16.7 mpg
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJKhYme1
BASE PRICE $75,375
PRICE AS TESTED $91,670
VEHICLE LAYOUT Front engine, RWD, 5-pass, 4-door sedan
ENGINES 3.6L/300-hp/295-lb-ft DOHC 24-valve V-6
TRANSMISSION 7-speed twin-cl auto
CURB WEIGHT (F/R DIST) 3933 lb (52/48%)
WHEELBASE 115.0 in
LENGTH x WIDTH x HEIGHT 195.7 x 76.0 x 55.8 in
0-60 MPH 5.5 sec
QUARTER MILE 14.1 sec @ 99.8 mph
BRAKING, 60-0 MPH 105 ft
LATERAL ACCELERATION 0.99 g (avg)
MT FIGURE EIGHT 25.0 sec @ 0.76 g (avg)
EPA CITY/HWY FUEL ECON 18/27 mpg
CO2 EMISSIONS 0.92 lb/mile
MT OBS FUEL ECON 19.7 mpg
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJKSotxk
BASE PRICE $71,525
PRICE AS TESTED $83,425
VEHICLE LAYOUT Front engine, RWD, 5-pass, 4-door sedan
ENGINES 3.0L/315-hp/330-lb-ft turbo DOHC 24-valve I-6
TRANSMISSION 6-speed automatic
CURB WEIGHT (F/R DIST) 4325 lb (50/50%)
WHEELBASE 120.9 in
LENGTH x WIDTH x HEIGHT 199.8 x 74.9 x 58.3 in
0-60 MPH 5.5 sec
QUARTER MILE 14.0 sec @ 101.5 mph
BRAKING, 60-0 MPH 113 ft
LATERAL ACCELERATION 0.91 g (avg)
MT FIGURE EIGHT 25.8 sec @ 0.73 g (avg)
EPA CITY/HWY FUEL ECON 17/25 mpg
CO2 EMISSIONS 0.98 lb/mile
MT OBS FUEL ECON 16.6 mpg
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJKJ4UY3
7. Equus base V-8
6. S 400 V-6 hybrid
5. Jag XJL V-8
4. Lexus LS sport V-8
3. Audi A8 L V-8
2. Porsche Panamera V-6
1. BMW 740 I-6
http://www.motortrend.com/roadtests/...son/index.html
As these words are pecked out, the American economy is barely turning over with the slow wuhn-wuhn-wuhn of an 11-year-old DieHard after a three-week cold-soak at the Minneapolis airport. But last November, we threw a bunch of those 'hopey-changey' bums out, and the lame-duck 2010 Congress has set the trickle-down wheels in motion by extending the Bush tax cuts for all.
1. BMW 740i
2. Porsche Panamera
3. Audi A8
4. Lexus LS460
5. Jaguar XJ
6. Mercedes-Benz S400 Hybrid
7. Hyundai Equus
1. BMW 740i
2. Porsche Panamera
3. Audi A8
4. Lexus LS460
5. Jaguar XJ
6. Mercedes-Benz S400 Hybrid
7. Hyundai Equus
HOW THEY RANKED
Here is how the seven stacked up against industry yardsticks as well as our senses and stopwatches.
PERFORMANCE*
1. Porsche 77
2. Audi 75
3. Jaguar 69
4. BMW 66
5. Lexus 59
6. Hyundai 56
7. Mercedes-Benz 48
*Compilation of acceleration/braking/handling performance
LEASE RESIDUAL VALUE/MONTHLY PAYMENT*
1. Lexus 52%/$1557
2. Jaguar 52%/$1649
3. Hyundai 51%/$1172
4. BMW 48%/$1719
5. Audi 45%/$1904
6. Porsche 44%/$1976
7. Mercedes-Benz 40%/$2016
*ALG 36-month, 10%, $0-down lease
JDPOWER QUALITY: IQS VDS*
1. Porsche 83 110
2. Lexus 88 115
3. Mercedes-Benz 87 142
4. Hyundai 102 148
5. BMW 113 165
6. Audi 111 182
7. Jaguar 130 175
*Problems per 100 vehicles across entire brand: Initial Quality Survey (90 days) and Vehicle Dependability Survey (3 years). Underscore indicates industry average (109/155)
COMFORT
1. Lexus
2. Mercedes
3. Hyundai
4. Audi
5. Jag
6. BMW
7. Porsche
TECH-GEEK GADGETRY
1. Audi (LED headlights, Drive Select, handwriting input)
2. Hyundai (Lane-Departure, radar cruise control)
3. Porsche (highly customizable cockpit displays, PDK, auto-stop)
4. BMW (active anti-roll bars, iDrive customizability)
5. Mercedes (Hybrid drive, auto-stop)
6. Lexus (self-parking feature)
7. Jaguar
SOUND SYSTEM QUALITY
1. Lexus Mark Levinson
2. Jaguar Bowers & Wilkins
3. Hyundai Lexicon
4. BMW base (unbranded)
5. Porsche Bose Surround
6. Audi base (Bose)
7. Mercedes-Benz base (harman/kardon)
LABEL SNOBBERY
1. Porsche
2. Mercedes-Benz
3. BMW
4. Jag
5. Audi
6. Lexus
7. Hyundai
Here is how the seven stacked up against industry yardsticks as well as our senses and stopwatches.
PERFORMANCE*
1. Porsche 77
2. Audi 75
3. Jaguar 69
4. BMW 66
5. Lexus 59
6. Hyundai 56
7. Mercedes-Benz 48
*Compilation of acceleration/braking/handling performance
LEASE RESIDUAL VALUE/MONTHLY PAYMENT*
1. Lexus 52%/$1557
2. Jaguar 52%/$1649
3. Hyundai 51%/$1172
4. BMW 48%/$1719
5. Audi 45%/$1904
6. Porsche 44%/$1976
7. Mercedes-Benz 40%/$2016
*ALG 36-month, 10%, $0-down lease
JDPOWER QUALITY: IQS VDS*
1. Porsche 83 110
2. Lexus 88 115
3. Mercedes-Benz 87 142
4. Hyundai 102 148
5. BMW 113 165
6. Audi 111 182
7. Jaguar 130 175
*Problems per 100 vehicles across entire brand: Initial Quality Survey (90 days) and Vehicle Dependability Survey (3 years). Underscore indicates industry average (109/155)
COMFORT
1. Lexus
2. Mercedes
3. Hyundai
4. Audi
5. Jag
6. BMW
7. Porsche
TECH-GEEK GADGETRY
1. Audi (LED headlights, Drive Select, handwriting input)
2. Hyundai (Lane-Departure, radar cruise control)
3. Porsche (highly customizable cockpit displays, PDK, auto-stop)
4. BMW (active anti-roll bars, iDrive customizability)
5. Mercedes (Hybrid drive, auto-stop)
6. Lexus (self-parking feature)
7. Jaguar
SOUND SYSTEM QUALITY
1. Lexus Mark Levinson
2. Jaguar Bowers & Wilkins
3. Hyundai Lexicon
4. BMW base (unbranded)
5. Porsche Bose Surround
6. Audi base (Bose)
7. Mercedes-Benz base (harman/kardon)
LABEL SNOBBERY
1. Porsche
2. Mercedes-Benz
3. BMW
4. Jag
5. Audi
6. Lexus
7. Hyundai
7th place: Hyundai Equus
FULLY LOADED: Standard gear includes lane-departure warning, radar cruise, a heated steering wheel, and two- mode front-seat massaging.
A LIMOUSINE PRICED TO COVER THE CHAUFFEUR'S SALARY
Extraterrestrials and Amazonian natives weighing the merits of these seven cars absent any prejudice for automotive history, brand name cachet, resale value, and myriad other psychographic factors that influence luxedan purchases will find Hyundai's new flagship compelling. Its creamy-smooth V-8 produces the same 385 horses as the Jaguar from less displacement (there's less torque, too). Its interior volume matches the Mercedes-Benz S-Class'. It's nearly as quiet as the Lexus. Its back seat reclines and provides remote controls for the climate, audio, front-passenger seat position, and sunshades -- and our Equus test car was the base $58,900 Signature model. The $65,400 Ultimate variant is even more gilded.
Hyundai sweetens the deal further, giving owners something to brag about at cocktail parties when the name fails to impress. "Oh, yeah? Well, does Mercedes-Benz come to your home or business and swap you a loaner car whenever you need an oil change?!" Yes, 5-year wear and maintenance is fully covered without subjecting Equus owners to the ignominy of mingling with the Accent/Elantra-buying hoi polloi.
2011 Hyundai Equus Rear Three Quarters
Click to view Gallery
But even ETs will admit the design, inside and out, is derivative and bland, and while the quality of the leather and wood trim will wow folks moving up from a Genesis (or TL or G37), the S-Class/7 Series buyer will sniff cost savings. There's no innovation here, as associate road test editor Carlos Lago wrote: "Hyundai has painted by numbers, while the rest have attempted making art."
The noisy climate-control fan races when the sun hits the dash, but stability-control programming bests Lexus'. Ride quality is superb in normal mode, but don't touch that Sport button. It makes throttle tip-in jumpy with minimal change to handling. As associate online editor Michael Febbo said, "Other car designers install sport buttons with motorsport in mind. Hyundai designers thought about badminton." This car's heart isn't in road-carving (as its lowest-in-test 0.81g grip and second-slowest acceleration and figure-eight performance attest); it's in smooth chauffeuring. At that it excels. Anyway, ETs should probably be chauffeured.
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJInNelB
FULLY LOADED: Standard gear includes lane-departure warning, radar cruise, a heated steering wheel, and two- mode front-seat massaging.
A LIMOUSINE PRICED TO COVER THE CHAUFFEUR'S SALARY
Extraterrestrials and Amazonian natives weighing the merits of these seven cars absent any prejudice for automotive history, brand name cachet, resale value, and myriad other psychographic factors that influence luxedan purchases will find Hyundai's new flagship compelling. Its creamy-smooth V-8 produces the same 385 horses as the Jaguar from less displacement (there's less torque, too). Its interior volume matches the Mercedes-Benz S-Class'. It's nearly as quiet as the Lexus. Its back seat reclines and provides remote controls for the climate, audio, front-passenger seat position, and sunshades -- and our Equus test car was the base $58,900 Signature model. The $65,400 Ultimate variant is even more gilded.
Hyundai sweetens the deal further, giving owners something to brag about at cocktail parties when the name fails to impress. "Oh, yeah? Well, does Mercedes-Benz come to your home or business and swap you a loaner car whenever you need an oil change?!" Yes, 5-year wear and maintenance is fully covered without subjecting Equus owners to the ignominy of mingling with the Accent/Elantra-buying hoi polloi.
2011 Hyundai Equus Rear Three Quarters
Click to view Gallery
But even ETs will admit the design, inside and out, is derivative and bland, and while the quality of the leather and wood trim will wow folks moving up from a Genesis (or TL or G37), the S-Class/7 Series buyer will sniff cost savings. There's no innovation here, as associate road test editor Carlos Lago wrote: "Hyundai has painted by numbers, while the rest have attempted making art."
The noisy climate-control fan races when the sun hits the dash, but stability-control programming bests Lexus'. Ride quality is superb in normal mode, but don't touch that Sport button. It makes throttle tip-in jumpy with minimal change to handling. As associate online editor Michael Febbo said, "Other car designers install sport buttons with motorsport in mind. Hyundai designers thought about badminton." This car's heart isn't in road-carving (as its lowest-in-test 0.81g grip and second-slowest acceleration and figure-eight performance attest); it's in smooth chauffeuring. At that it excels. Anyway, ETs should probably be chauffeured.
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJInNelB
PRICE AS TESTED $58,900
VEHICLE LAYOUT Front engine, RWD, 5-pass, 4-door sedan
ENGINES 4.6L/385-hp/333-lb-ft DOHC 32-valve V-8
TRANSMISSION 6-speed automatic
CURB WEIGHT (F/R DIST) 4502 lb (52/48%)
WHEELBASE 119.9 in
LENGTH x WIDTH x HEIGHT 203.1 x 74.4 x 58.7 in
0-60 MPH 6.2 sec
QUARTER MILE 14.6 sec @ 98.7 mph
BRAKING, 60-0 MPH 127 ft
LATERAL ACCELERATION 0.81 g (avg)
MT FIGURE EIGHT 27.8 sec @ 0.60 g (avg)
EPA CITY/HWY FUEL ECON 16/24 mpg
CO2 EMISSIONS 1.03 lb/mile
MT OBS FUEL ECON 15.7 mpg
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJLtCCUB
6th Place: Mercedes-Benz S400 Hybrid
ESSENTIAL LUXURIES ONLY: Base S400 does without frippery like keyless go, rear-seat controls, massaging thrones, and so forth in exchange for presidential gravitas.
MAY THE BEST CAR FINISH 6TH?
"You always feel as if you're in the best car here," said test director Kim Reynolds of driving the granite-hewn bank-vault S-Class, adding that it'd be his choice of these cars in which to slam into a wall. At $88,825, the S400 Hybrid wears the priciest base sticker in the group, and in fact an off-lease used S550 is the true price/performance competitor for our new BMW/Audi/Jaguar mainstreamers, so this mild hybrid is kind of in a class of its own.
Most of what the Hyundai lacks, the Mercedes overflows with. Technical innovation? Benz invented the car 125 years ago and has pioneered countless now ubiquitous technologies on the S-Class (crumple zones, seatbelt pretensioners, electronic stability control). This one was among the first hybrids to use a lithium-ion battery. Credibility? Turn on CNN and you'll find S-Classes ferrying presidents and potentates around the world. Class and cachet? Just look at the restrained and elegant narrow strips of chrome-trimmed glossy wood.
2010 Mercedes Benz S400 Hybrid Rear Three Quarters
Click to view Gallery
That said, efforts made to maximize fuel economy detract from the driving experience. Gearing is ultra-long-legged, compounding the 15.2-pound burden each of its 295 combined horses carries and making this the slowest of the group to 60 mph at 7.0 seconds. At least its 18.9-mpg trip mileage trumped all but the feathery Porsche on our 200-mile loop. Low rolling-resistance tires similarly stunt handling, and aggressive electric regen spoils the brake feel. All this ends up goading the driver to smoothness, not hooliganism-just as the Equus does. As Febbo noted, "Other cars try to convince you they are smaller than they are; the Mercedes flaunts its size." Well, if you've got it...
Our youngest voter, Lago, found the user interface's combination of a multifunction **** and lots of toggle buttons cumbersome and felt the Lexus did everything as well for $11,186 less, damning the Benz as "a German Town Car." Febbo summed up the older voters' counterpoint thus: "No other car in the comparison, no matter how good it is, will ever feel as exclusive."
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJJ11GtW
ESSENTIAL LUXURIES ONLY: Base S400 does without frippery like keyless go, rear-seat controls, massaging thrones, and so forth in exchange for presidential gravitas.
MAY THE BEST CAR FINISH 6TH?
"You always feel as if you're in the best car here," said test director Kim Reynolds of driving the granite-hewn bank-vault S-Class, adding that it'd be his choice of these cars in which to slam into a wall. At $88,825, the S400 Hybrid wears the priciest base sticker in the group, and in fact an off-lease used S550 is the true price/performance competitor for our new BMW/Audi/Jaguar mainstreamers, so this mild hybrid is kind of in a class of its own.
Most of what the Hyundai lacks, the Mercedes overflows with. Technical innovation? Benz invented the car 125 years ago and has pioneered countless now ubiquitous technologies on the S-Class (crumple zones, seatbelt pretensioners, electronic stability control). This one was among the first hybrids to use a lithium-ion battery. Credibility? Turn on CNN and you'll find S-Classes ferrying presidents and potentates around the world. Class and cachet? Just look at the restrained and elegant narrow strips of chrome-trimmed glossy wood.
2010 Mercedes Benz S400 Hybrid Rear Three Quarters
Click to view Gallery
That said, efforts made to maximize fuel economy detract from the driving experience. Gearing is ultra-long-legged, compounding the 15.2-pound burden each of its 295 combined horses carries and making this the slowest of the group to 60 mph at 7.0 seconds. At least its 18.9-mpg trip mileage trumped all but the feathery Porsche on our 200-mile loop. Low rolling-resistance tires similarly stunt handling, and aggressive electric regen spoils the brake feel. All this ends up goading the driver to smoothness, not hooliganism-just as the Equus does. As Febbo noted, "Other cars try to convince you they are smaller than they are; the Mercedes flaunts its size." Well, if you've got it...
Our youngest voter, Lago, found the user interface's combination of a multifunction **** and lots of toggle buttons cumbersome and felt the Lexus did everything as well for $11,186 less, damning the Benz as "a German Town Car." Febbo summed up the older voters' counterpoint thus: "No other car in the comparison, no matter how good it is, will ever feel as exclusive."
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJJ11GtW
PRICE AS TESTED $89,565
VEHICLE LAYOUT Front engine, RWD, 5-pass, 4-door sedan
ENGINES 3.5L/275-hp/258-lb-ft DOHC 24-valve V-6 plus 20-hp/118-lb-ft elec motor; 295-hp/284 lb-ft comb
TRANSMISSION 7-speed automatic
CURB WEIGHT (F/R DIST) 4490 lb (53/47%)
WHEELBASE 124.6 in
LENGTH x WIDTH x HEIGHT 206.5 x 73.7 x 58.0 in
0-60 MPH 7.0 sec
QUARTER MILE 15.3 sec @ 91.9 mph
BRAKING, 60-0 MPH 122 ft
LATERAL ACCELERATION 0.83 g (avg)
MT FIGURE EIGHT 28.2 sec @ 0.62 g (avg)
EPA CITY/HWY FUEL ECON 19/25 mpg
CO2 EMISSIONS 0.91 lb/mile
MT OBS FUEL ECON 18.9 mpg
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJLjk88g
5th Place: Jaguar XJL
DARKNESS PRINCE? Sad to say, the only car to suffer a glitch was English. Jaguar topped J.D. Power's Vehicle Dependability Study in 2009, but then fell to 23rd place this year.
SENSORY OVERLORD
Right-brain thinkers may be excused for disregarding everything we write about the other six cars and simply rushing out and grabbing one of these, so strong is its emotional appeal -- or repulsion. Reynolds loathes this car almost as much as some of us adore it. Jaguar offers a Babette's feast for all the senses in this XJL.
Every line, curve, and surface inside and out engages the eye as something fresh and new. Love or hate the black C-pillars, nobody can ignore them. Ditto the gigantic chrome eyeball air vents and book-matched and mirror-matched matte-finish wood trim inside. The base V-8 serenades the ears with an old-money melody like that of a mahogany Chris-Craft inboard. Twin-needle-stitched leather covers practically everything that's not chrome or wood inside, delighting the senses of touch and smell. And taste? Well, selecting this car will suggest yours isn't all in your mouth.
2011 Jaguar XJL Rear Three Quarters
Click to view Gallery
Given its test-topping 385-horse/380-pound-foot engine and feathery aluminum construction (at 4132 pounds, only the puny Porsche is lighter), it should surprise nobody that this is the drag-racing champ, hitting the quarter mile in just 13.5 seconds at 106.2 mph, 0.4 second ahead of the next-best Audi. It's also pretty eager to go around corners with the suspension set to its Dynamic mode, feeling almost as agile as the BMW. Of course, Reynolds, our ride-quality guru, noted this suspension setting "won't leave you confused about what mode it's in." A common gripe was that the steering effort was too light for how quick it turns in at speed, imparting a nervous feeling.
While the design, amenities, and comfort of the interior were beyond reproach, the lethargic touch-screen had reproach heaped upon it. "Could we divert two of the V-8's cylinders to powering the computer when they aren't needed for accelerating the car?" asked Febbo. But the elephant in the room was reliability, and when a hood-latch sensor fritzed, preventing the doors from locking, Lucas jokes went flying. Technical director Markus hesitates to recommend it to friends, but would choose this one to own.
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJJD8UhF
DARKNESS PRINCE? Sad to say, the only car to suffer a glitch was English. Jaguar topped J.D. Power's Vehicle Dependability Study in 2009, but then fell to 23rd place this year.
SENSORY OVERLORD
Right-brain thinkers may be excused for disregarding everything we write about the other six cars and simply rushing out and grabbing one of these, so strong is its emotional appeal -- or repulsion. Reynolds loathes this car almost as much as some of us adore it. Jaguar offers a Babette's feast for all the senses in this XJL.
Every line, curve, and surface inside and out engages the eye as something fresh and new. Love or hate the black C-pillars, nobody can ignore them. Ditto the gigantic chrome eyeball air vents and book-matched and mirror-matched matte-finish wood trim inside. The base V-8 serenades the ears with an old-money melody like that of a mahogany Chris-Craft inboard. Twin-needle-stitched leather covers practically everything that's not chrome or wood inside, delighting the senses of touch and smell. And taste? Well, selecting this car will suggest yours isn't all in your mouth.
2011 Jaguar XJL Rear Three Quarters
Click to view Gallery
Given its test-topping 385-horse/380-pound-foot engine and feathery aluminum construction (at 4132 pounds, only the puny Porsche is lighter), it should surprise nobody that this is the drag-racing champ, hitting the quarter mile in just 13.5 seconds at 106.2 mph, 0.4 second ahead of the next-best Audi. It's also pretty eager to go around corners with the suspension set to its Dynamic mode, feeling almost as agile as the BMW. Of course, Reynolds, our ride-quality guru, noted this suspension setting "won't leave you confused about what mode it's in." A common gripe was that the steering effort was too light for how quick it turns in at speed, imparting a nervous feeling.
While the design, amenities, and comfort of the interior were beyond reproach, the lethargic touch-screen had reproach heaped upon it. "Could we divert two of the V-8's cylinders to powering the computer when they aren't needed for accelerating the car?" asked Febbo. But the elephant in the room was reliability, and when a hood-latch sensor fritzed, preventing the doors from locking, Lucas jokes went flying. Technical director Markus hesitates to recommend it to friends, but would choose this one to own.
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJJD8UhF
PRICE AS TESTED $83,875
VEHICLE LAYOUT Front engine, RWD, 5-pass, 4-door sedan
ENGINES 5.0L/385-hp/380-lb-ft DOHC 32-valve V-8
TRANSMISSION 6-speed automatic
CURB WEIGHT (F/R DIST) 4132 lb (51/49%)
WHEELBASE 124.3 in
LENGTH x WIDTH x HEIGHT 206.6 x 74.6 x 57.0 in
0-60 MPH 5.0 sec
QUARTER MILE 13.5 sec @ 106.2 mph
BRAKING, 60-0 MPH 121 ft
LATERAL ACCELERATION 0.85 g (avg)
MT FIGURE EIGHT 26.4 sec @ 0.66 g (avg)
EPA CITY/HWY FUEL ECON 16/23 mpg
CO2 EMISSIONS 1.05 lb/mile
MT OBS FUEL ECON 17.1 mpg
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJLWsd9C
4th Place: Lexus LS 460
SPLIT PERSONALITY: Like Kato, the LS is quietly eager to please, parallel parking itself and crooning through its Mark Levinson audio until danger demands its martial arts moves.
LEXUS LUTHOR
Bad boy genes must be migrating up the Lexus line from the IS-F, or down from the LFA. Mind you, they're as hidden as Lex Luthor's lairs, but don't let that staid facade of introverted Asian design fool you. Press the super-secret TRAC button on the console and this Sport-package-equipped short-wheelbase luxury liner will oblige the right foot with enough throttle oversteer to make your innocent drive up Mulholland Highway feel like Drift King Keiichi Tsuchiya nailing a Touge run.
With each successive generation of LS, the Sport package becomes less oxymoronic (try, try again, Hyundai!). Now it includes Brembo brakes, forged 19-inch wheels, summer tires, sport suspension tuning, and quick, matched-rev shifting of the eight-speed automatic. All this helps it feel more athletic than its fifth-place numbers suggest. Neglect to press that TRAC button under the correct circumstances to awaken the beast, however, and the Lexus' hectoring fun nanny beeps, blinks and "cuts power for a three count-a time-out to think about what you've done," noted Febbo, who otherwise found the car lacking in soul.
2011 Lexus LS 460 Rear Three Quarters
Click to view Gallery
Of course, that sporting hardware never compromises Lexus' prime directive, which is providing serene isolation. Select Comfort suspension mode and you float along on a cushion of Cool Whip (Normal is better). Lexus' eight-speed transmission is geared taller with wider spacing in the lower ratios relative to Audi's, so it never seems busy. This helps explain its slower acceleration (6.0 versus 5.5 seconds to 60 mph). The LS 460's rear seat was deemed most comfortable, despite its short-wheelbase dearth of legroom. Its control interface, featuring buttons large enough to accommodate full English wording on them, was also deemed easiest to master.
Let's face it, this is the most rational choice for the thinking plutocrat: No money squandered on a flashier Euro brand name, brilliant engineering, sterling quality reputation, and sufficient cachet to fit in at the club. Lago said this was the ideal car for a family member, so naturally he ranked it fourth.
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJJPEt1g
SPLIT PERSONALITY: Like Kato, the LS is quietly eager to please, parallel parking itself and crooning through its Mark Levinson audio until danger demands its martial arts moves.
LEXUS LUTHOR
Bad boy genes must be migrating up the Lexus line from the IS-F, or down from the LFA. Mind you, they're as hidden as Lex Luthor's lairs, but don't let that staid facade of introverted Asian design fool you. Press the super-secret TRAC button on the console and this Sport-package-equipped short-wheelbase luxury liner will oblige the right foot with enough throttle oversteer to make your innocent drive up Mulholland Highway feel like Drift King Keiichi Tsuchiya nailing a Touge run.
With each successive generation of LS, the Sport package becomes less oxymoronic (try, try again, Hyundai!). Now it includes Brembo brakes, forged 19-inch wheels, summer tires, sport suspension tuning, and quick, matched-rev shifting of the eight-speed automatic. All this helps it feel more athletic than its fifth-place numbers suggest. Neglect to press that TRAC button under the correct circumstances to awaken the beast, however, and the Lexus' hectoring fun nanny beeps, blinks and "cuts power for a three count-a time-out to think about what you've done," noted Febbo, who otherwise found the car lacking in soul.
2011 Lexus LS 460 Rear Three Quarters
Click to view Gallery
Of course, that sporting hardware never compromises Lexus' prime directive, which is providing serene isolation. Select Comfort suspension mode and you float along on a cushion of Cool Whip (Normal is better). Lexus' eight-speed transmission is geared taller with wider spacing in the lower ratios relative to Audi's, so it never seems busy. This helps explain its slower acceleration (6.0 versus 5.5 seconds to 60 mph). The LS 460's rear seat was deemed most comfortable, despite its short-wheelbase dearth of legroom. Its control interface, featuring buttons large enough to accommodate full English wording on them, was also deemed easiest to master.
Let's face it, this is the most rational choice for the thinking plutocrat: No money squandered on a flashier Euro brand name, brilliant engineering, sterling quality reputation, and sufficient cachet to fit in at the club. Lago said this was the ideal car for a family member, so naturally he ranked it fourth.
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJJPEt1g
PRICE AS TESTED $79,229
VEHICLE LAYOUT Front engine, RWD, 5-pass, 4-door sedan
ENGINES 4.6L/380-hp/367-lb-ft DOHC 32-valve V-8
TRANSMISSION 8-speed automatic
CURB WEIGHT (F/R DIST) 4477 lb (52/48%)
WHEELBASE 116.9 in
LENGTH x WIDTH x HEIGHT 199.2 x 73.8 x 58.1 in
0-60 MPH 6.0 sec
QUARTER MILE 14.4 sec @ 99.4 mph
BRAKING, 60-0 MPH 119 ft
LATERAL ACCELERATION 0.84 g (avg)
MT FIGURE EIGHT 26.9 sec @ 0.68 g (avg)
EPA CITY/HWY FUEL ECON 16/24 mpg
CO2 EMISSIONS 1.03 lb/mile
MT OBS FUEL ECON 15.9 mpg
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJL5ohbh
3rd Place: Audi A8
2011 Audi A8 Front End
Click to view Gallery
WRITE IMPRESSION: Our last...
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2011 Audi A8 Front End
Click to view Gallery
WRITE IMPRESSION: Our last A8's handwriting analysis pad fritzed, but this one let us finger-paint our nav destination easily. Might it soon analyze our moods and personality?
BUM STEER
Audi's low, wide, menacing A8 was the going-in favorite of many voters who had been smitten by its faultless interior and exterior aesthetics and its strong showing in our Car of the Year exercises. Indeed, it looks formidable on paper. With all four of the biggest footprints in this test clawing for traction, it came as no surprise that the A8 relished scrabbling up through our test route's twisty Mulholland Highway switchbacks, putting the power down effectively with little or no electronic intervention.
Our handling test results reflect this reality with a figure-eight lap time (25.8 seconds) and peak lateral grip (0.95 g) that are second only to the nimbler and 426-pound lighter Porsche. Boasting the widest gear-ratio spread and the shortest, most closely spaced lower ratios among the torque-converter automatics, this hefty all-wheeler nearly managed to catch the frisky Jaguar in the quarter mile, falling 0.4 second short at 13.9 seconds and 103.1 mph.
2011 Audi A8 Rear Three Quarters
Click to view Gallery
But while many found the chassis "the most confidence-inspiring of the group," as former European Car editor Mike Febbo did, Reynolds noted that when really hustling the A8, it "felt as if it might break, like a piece of porcelain." All of us disapproved of the dynamic steering system that comes bundled with the otherwise laudable $5900 Sport package. None of its three effort-level settings provides natural feedback or heft, and the variable ratio requires acclimation.
The interior design and materials won us all over, prompting this gush from Febbo: "I'm convinced I'm in a car from the future. The interior of this A8 is a mix of 'Tron,' Apple, and a luxury space yacht." It's plenty comfortable, too, though not terribly space efficient (measuring largest outside, it ranks fifth on interior space). Its MMI raised the ire of Lago and Reynolds, who found it obtuse and infuriating. Its electronic shifter makes selecting Reverse so difficult that three-point U-turns are out of the question. Those niggles were sufficient to knock it down two places, but it remains Febbo's choice to own.
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJJnmLsG
2011 Audi A8 Front End
Click to view Gallery
WRITE IMPRESSION: Our last...
read full caption
2011 Audi A8 Front End
Click to view Gallery
WRITE IMPRESSION: Our last A8's handwriting analysis pad fritzed, but this one let us finger-paint our nav destination easily. Might it soon analyze our moods and personality?
BUM STEER
Audi's low, wide, menacing A8 was the going-in favorite of many voters who had been smitten by its faultless interior and exterior aesthetics and its strong showing in our Car of the Year exercises. Indeed, it looks formidable on paper. With all four of the biggest footprints in this test clawing for traction, it came as no surprise that the A8 relished scrabbling up through our test route's twisty Mulholland Highway switchbacks, putting the power down effectively with little or no electronic intervention.
Our handling test results reflect this reality with a figure-eight lap time (25.8 seconds) and peak lateral grip (0.95 g) that are second only to the nimbler and 426-pound lighter Porsche. Boasting the widest gear-ratio spread and the shortest, most closely spaced lower ratios among the torque-converter automatics, this hefty all-wheeler nearly managed to catch the frisky Jaguar in the quarter mile, falling 0.4 second short at 13.9 seconds and 103.1 mph.
2011 Audi A8 Rear Three Quarters
Click to view Gallery
But while many found the chassis "the most confidence-inspiring of the group," as former European Car editor Mike Febbo did, Reynolds noted that when really hustling the A8, it "felt as if it might break, like a piece of porcelain." All of us disapproved of the dynamic steering system that comes bundled with the otherwise laudable $5900 Sport package. None of its three effort-level settings provides natural feedback or heft, and the variable ratio requires acclimation.
The interior design and materials won us all over, prompting this gush from Febbo: "I'm convinced I'm in a car from the future. The interior of this A8 is a mix of 'Tron,' Apple, and a luxury space yacht." It's plenty comfortable, too, though not terribly space efficient (measuring largest outside, it ranks fifth on interior space). Its MMI raised the ire of Lago and Reynolds, who found it obtuse and infuriating. Its electronic shifter makes selecting Reverse so difficult that three-point U-turns are out of the question. Those niggles were sufficient to knock it down two places, but it remains Febbo's choice to own.
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJJnmLsG
PRICE AS TESTED $89,325
VEHICLE LAYOUT Front engine, AWD, 5-pass, 4-door sedan
ENGINES 4.2L/372-hp/328-lb-ft DOHC 32-valve V-8
TRANSMISSION 8-speed automatic
CURB WEIGHT (F/R DIST) 4359 lb (55/45%)
WHEELBASE 117.8 in
LENGTH x WIDTH x HEIGHT 202.2 x 76.7 x 57.5 in
0-60 MPH 5.5 sec
QUARTER MILE 13.9 sec @ 103.1 mph
BRAKING, 60-0 MPH 106 ft
LATERAL ACCELERATION 0.95 g (avg)
MT FIGURE EIGHT 25.8 sec @ 0.67 g (avg)
EPA CITY/HWY FUEL ECON 17/27 mpg
CO2 EMISSIONS 0.95 lb/mile
MT OBS FUEL ECON 16.7 mpg
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJKhYme1
2nd Place: Porsche Panamera
HOME DEPOT HAULER: Fold the seats and there's 44.6 cubic feet of cargo space. Need more cross-country luggage room? The Panamera also has roof-rack mounts.
FLY PAN-AM
A biz-jet among limos. That's what this feels like, literally. The cockpit's intimidating rows of buttons lining the center and overhead consoles and its high-tech gauges appear equipped to control the Rolls BR710 jet engines of a Gulfstream G500 instead of a mere 300-horse V-6. Likewise the four firm, narrow bucket seats offer minimal adjustment and no shoulder support, but heighten the airy, intimate private-plane feel.
Although the numbers look middling (at 13.1 pounds per pony, only the BMW and Mercedes horses pull more weight), that magical seven-speed PDK trans makes the most of all 295 pound-feet of twist. Its gear ratio spread of 10.12 is 43 percent wider than the next-best Audi eight-speed's, allowing a super-short first gear to compensate for the lack of a torque converter. No-loss twin-clutch shifting further contributes to its third-best 14.1-second, 99.8-mph quarter-mile sprint. Only in parking maneuvers and slow launches does the PDK feel jerky.
2011 Porsche Panamera Rear Three Quarters
Click to view Gallery
But it's in the handling department where the Panamera really distinguishes itself. "Forget a gun at a knife fight, Porsche's brought a bazooka to a bake sale," says Febbo. Not only is this the smallest and lightest car here, it's also the only one that makes no pretense of providing a plush ride. Normal suspension tuning feels like everyone else's sportiest; Sport+ feels right for the starting grid at LeMans. Then there's Porsche's legendary steering, which always feels natural, its variable ratio never making itself known as most others do. No wonder it smote all the others in our handling tests: 0.99g lateral grip and 25.0 seconds flat at 0.76 g around the figure-eight match 911 Carrera S performance.
None of us likes its styling, but Reynolds pointed out the original bathtub Porsches weren't exactly ravishing beauties, either. Detroit editor Todd Lassa and Lago would own this one anyway, without the $16K in options. But it's a selfish person's car. Yes, it accommodates four six-footers, but the driver has all the fun. Passengers enjoy no coddling, a so-so sound system, and iffy rear visibility. Who cares? We're cleared for takeoff.
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJK1Hesl
HOME DEPOT HAULER: Fold the seats and there's 44.6 cubic feet of cargo space. Need more cross-country luggage room? The Panamera also has roof-rack mounts.
FLY PAN-AM
A biz-jet among limos. That's what this feels like, literally. The cockpit's intimidating rows of buttons lining the center and overhead consoles and its high-tech gauges appear equipped to control the Rolls BR710 jet engines of a Gulfstream G500 instead of a mere 300-horse V-6. Likewise the four firm, narrow bucket seats offer minimal adjustment and no shoulder support, but heighten the airy, intimate private-plane feel.
Although the numbers look middling (at 13.1 pounds per pony, only the BMW and Mercedes horses pull more weight), that magical seven-speed PDK trans makes the most of all 295 pound-feet of twist. Its gear ratio spread of 10.12 is 43 percent wider than the next-best Audi eight-speed's, allowing a super-short first gear to compensate for the lack of a torque converter. No-loss twin-clutch shifting further contributes to its third-best 14.1-second, 99.8-mph quarter-mile sprint. Only in parking maneuvers and slow launches does the PDK feel jerky.
2011 Porsche Panamera Rear Three Quarters
Click to view Gallery
But it's in the handling department where the Panamera really distinguishes itself. "Forget a gun at a knife fight, Porsche's brought a bazooka to a bake sale," says Febbo. Not only is this the smallest and lightest car here, it's also the only one that makes no pretense of providing a plush ride. Normal suspension tuning feels like everyone else's sportiest; Sport+ feels right for the starting grid at LeMans. Then there's Porsche's legendary steering, which always feels natural, its variable ratio never making itself known as most others do. No wonder it smote all the others in our handling tests: 0.99g lateral grip and 25.0 seconds flat at 0.76 g around the figure-eight match 911 Carrera S performance.
None of us likes its styling, but Reynolds pointed out the original bathtub Porsches weren't exactly ravishing beauties, either. Detroit editor Todd Lassa and Lago would own this one anyway, without the $16K in options. But it's a selfish person's car. Yes, it accommodates four six-footers, but the driver has all the fun. Passengers enjoy no coddling, a so-so sound system, and iffy rear visibility. Who cares? We're cleared for takeoff.
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJK1Hesl
PRICE AS TESTED $91,670
VEHICLE LAYOUT Front engine, RWD, 5-pass, 4-door sedan
ENGINES 3.6L/300-hp/295-lb-ft DOHC 24-valve V-6
TRANSMISSION 7-speed twin-cl auto
CURB WEIGHT (F/R DIST) 3933 lb (52/48%)
WHEELBASE 115.0 in
LENGTH x WIDTH x HEIGHT 195.7 x 76.0 x 55.8 in
0-60 MPH 5.5 sec
QUARTER MILE 14.1 sec @ 99.8 mph
BRAKING, 60-0 MPH 105 ft
LATERAL ACCELERATION 0.99 g (avg)
MT FIGURE EIGHT 25.0 sec @ 0.76 g (avg)
EPA CITY/HWY FUEL ECON 18/27 mpg
CO2 EMISSIONS 0.92 lb/mile
MT OBS FUEL ECON 19.7 mpg
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJKSotxk
1st Place: BMW 740i
Click to view Gallery
PUSH-BUTTON PLUSH: BMW's three-position suspension switch offers the best range of authority. From luxuriously supple to no-lean athletic, these dampers mean business.
RELUCTANT CONQUEROR
Legions of you will assert the fix was in. That the congenital BMWphilia that afflicts all car-mag writers struck again. Or that our 740i's 14.0-cubic-foot trunk arrived filled with unmarked $20s. Quite the contrary. The senior Bimmer showed up as an underdog. Its twin-turbo V-8 750i sibling didn't even make the finals in our 2010 Car of the Year competition, nor did its 550i stepbrother this year. In fact, when we began deliberations on the finishing order in this test, most expected the 740i to finish in the upper middle of the ranking because it didn't seem to excel at any one thing.
Then we started discussing the priorities for this class of car. Spacious, comfortable seating? Front-seat room ranks second to the Hyundai's, and rear space nearly matches it, trailing the long-wheelbase Jag and cavernous Mercedes (an extra $4400 buys the 740Li if you're ferrying NBA forwards); all four headrests boast airplane-style side wings; and the zillion-way adjustable multicontour front seats ($1300) feel sublime.
2011 BMW 740I Rear Three Quarters
Click to view Gallery
Cars in this class should be technology leaders, but they need to be user-friendly. After several generations of Sevens, BMW is getting that second part right. The latest button-ringed iDrive infuriated far fewer of us than Audi's shifter and MMI or Jag's pokey touch screen, though it trails the big-button/touch-screen Lexus and Hyundai interfaces. As for tech, the active roll stabilization and dynamic damping that comes with the $6500 M Sport package represent the state of the suspension art. Inveterate gadgeteers can add night-vision with pedestrian detection ($2600), a head-up display ($1300), and around-view cameras ($1200).
2011 BMW 740I Front Three Quarters In Motion
Click to view Gallery
Prestige, panache, and style? BMW may not outrank Mercedes-Benz or Porsche when valets compute the mental tip calculus that determines which car gets parked closest to the entrance, but the Roundel identifies its owner as someone who cares more about driving than arriving. Style is in the eye of the beholder, and Febbo held that this is perhaps "the best-looking 7 ever," while Lago reluctantly admitted that "the flame surfacing finally works." We all rank it well ahead of the Porsche and the Asians, if not the Jag or Audi.
Of course, the criterion we enjoy evaluating most is performance, and we use this category to sort contenders that are closely ranked in the other criteria. Here we were pleasantly surprised by the twin-scroll turbocharged inline-six. Only the Hybrid Benz carries more weight per horsepower, but short gearing helps make the most of the available torque. Lago noted: "There's plentiful torque in every nook and cranny of the rev band, it doesn't feel underpowered, and it's the best sounding six-cylinder here to boot." At 5.5 seconds, 0-to-60 performance ties the Audi and Porsche and is a half-second behind the killer Jag.
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJKADop4
Click to view Gallery
PUSH-BUTTON PLUSH: BMW's three-position suspension switch offers the best range of authority. From luxuriously supple to no-lean athletic, these dampers mean business.
RELUCTANT CONQUEROR
Legions of you will assert the fix was in. That the congenital BMWphilia that afflicts all car-mag writers struck again. Or that our 740i's 14.0-cubic-foot trunk arrived filled with unmarked $20s. Quite the contrary. The senior Bimmer showed up as an underdog. Its twin-turbo V-8 750i sibling didn't even make the finals in our 2010 Car of the Year competition, nor did its 550i stepbrother this year. In fact, when we began deliberations on the finishing order in this test, most expected the 740i to finish in the upper middle of the ranking because it didn't seem to excel at any one thing.
Then we started discussing the priorities for this class of car. Spacious, comfortable seating? Front-seat room ranks second to the Hyundai's, and rear space nearly matches it, trailing the long-wheelbase Jag and cavernous Mercedes (an extra $4400 buys the 740Li if you're ferrying NBA forwards); all four headrests boast airplane-style side wings; and the zillion-way adjustable multicontour front seats ($1300) feel sublime.
2011 BMW 740I Rear Three Quarters
Click to view Gallery
Cars in this class should be technology leaders, but they need to be user-friendly. After several generations of Sevens, BMW is getting that second part right. The latest button-ringed iDrive infuriated far fewer of us than Audi's shifter and MMI or Jag's pokey touch screen, though it trails the big-button/touch-screen Lexus and Hyundai interfaces. As for tech, the active roll stabilization and dynamic damping that comes with the $6500 M Sport package represent the state of the suspension art. Inveterate gadgeteers can add night-vision with pedestrian detection ($2600), a head-up display ($1300), and around-view cameras ($1200).
2011 BMW 740I Front Three Quarters In Motion
Click to view Gallery
Prestige, panache, and style? BMW may not outrank Mercedes-Benz or Porsche when valets compute the mental tip calculus that determines which car gets parked closest to the entrance, but the Roundel identifies its owner as someone who cares more about driving than arriving. Style is in the eye of the beholder, and Febbo held that this is perhaps "the best-looking 7 ever," while Lago reluctantly admitted that "the flame surfacing finally works." We all rank it well ahead of the Porsche and the Asians, if not the Jag or Audi.
Of course, the criterion we enjoy evaluating most is performance, and we use this category to sort contenders that are closely ranked in the other criteria. Here we were pleasantly surprised by the twin-scroll turbocharged inline-six. Only the Hybrid Benz carries more weight per horsepower, but short gearing helps make the most of the available torque. Lago noted: "There's plentiful torque in every nook and cranny of the rev band, it doesn't feel underpowered, and it's the best sounding six-cylinder here to boot." At 5.5 seconds, 0-to-60 performance ties the Audi and Porsche and is a half-second behind the killer Jag.
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJKADop4
PRICE AS TESTED $83,425
VEHICLE LAYOUT Front engine, RWD, 5-pass, 4-door sedan
ENGINES 3.0L/315-hp/330-lb-ft turbo DOHC 24-valve I-6
TRANSMISSION 6-speed automatic
CURB WEIGHT (F/R DIST) 4325 lb (50/50%)
WHEELBASE 120.9 in
LENGTH x WIDTH x HEIGHT 199.8 x 74.9 x 58.3 in
0-60 MPH 5.5 sec
QUARTER MILE 14.0 sec @ 101.5 mph
BRAKING, 60-0 MPH 113 ft
LATERAL ACCELERATION 0.91 g (avg)
MT FIGURE EIGHT 25.8 sec @ 0.73 g (avg)
EPA CITY/HWY FUEL ECON 17/25 mpg
CO2 EMISSIONS 0.98 lb/mile
MT OBS FUEL ECON 16.6 mpg
Read more: http://www.motortrend.com/roadtests/...#ixzz1BJKJ4UY3
01-17-11, 09:50 AM
#2
I am surprised the Porsche didn't have the Burmester sound option nor did the Audi with the B&O. One thing I am surprised with is, that the Porsche has a pretty insane fuel economy.
01-17-11, 10:15 AM
#3
Boardroom Thug
01-17-11, 10:17 AM
#4
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One thing I am surprised with is, that the Porsche has a pretty insane fuel economy.
Very good reviews from MT in general.
In this class it mostly boils down to personal preferences and priorities in the end.
01-17-11, 12:30 PM
#7
Lexus Fanatic
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decent analysis.
all great cars, but it's cool to see how much variation there is. something for every priority, from cheapskates to cruisers to posers to racers to snobs.
all great cars, but it's cool to see how much variation there is. something for every priority, from cheapskates to cruisers to posers to racers to snobs.
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01-17-11, 12:31 PM
#8
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01-17-11, 12:53 PM
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For once, very well done (no surprise it's MT)...
...and as far as comments on B&O and Burmeister... those sounds systems run $6K roughly, substantially bumping "entry" price...
...and as far as comments on B&O and Burmeister... those sounds systems run $6K roughly, substantially bumping "entry" price...
01-17-11, 02:07 PM
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This. Each of these entries is a distinctly individual interpretation of the luxury sedan. Even the Germans are philosophically different from one another.
Where the Equus shows it's lack of pedigree is in this very area. Instead of giving us Hyundai's or Korea's take we get their version of the Lexus interpretation.
