'03 A4 Reviews

"Thanks to its richly appointed interior, competent chassis, superior build quality and good-looking exterior, the A4 may be the best car in its segment in terms of luxury for the money."

- Road & Track, March 2002

"Audi's high-minded, high-design wagon is, in every sense of the phrase, high performance."

- Men's Journal, April 2002

"Six years ago it seemed impossible to improve the original A4. Yet that's exactly what Audi has gone and done..."

- Motor Trend, February 2002

By Liz Kim
Date posted: 03-25-2002

When you think of premium German sport-oriented sedans, what is the primary marque that pops into mind? Most will recall the blue-and-white propeller badge and the utterly delectable cars that come attached to it, as well they should. BMW has pretty much pulverized the competition when it comes to imbuing its products with pure driving enjoyment; Mercedes-Benzes are more geared toward stateliness, and Audi, for the past six years, has never quite been able to live up to the lofty standards set by BMW. In many of our comparison tests, including our 2000 Super Luxury Sedans and the Entry-Level Luxury Sedan tests, BMW managed to edge out the Audi in performance and handling to capture the top prize.

Car companies never like being a consistent underdog in their niche, however. In 1996, the Audi A4 debuted to critical and popular acclaim and made Audi a true contender in the mass appeal arena. With its crisply creased trunklid, sexy overall appearance, affordable price and let's-go-and-frolic demeanor, the A4 singularly turned the mainstream American buying public on to the quad-ringed brand. The editors at Edmunds.com concur that the previous A4 is still one of the most desirable vehicles today.

However, six years is an eon in the car industry, so for 2002 Audi has made a host of refinements to its entry-level sedan to make it a better contender in a field crowded with upstarts and revisions like the Cadillac CTS, Infiniti G35, Jaguar X-Type and Lexus ES 300. And, hold on to your hats, because the A4 may be, could be, possibly, the one to overtake those stubborn Bavarian units that always seem to lollygag about our Most Wanted lists.

One of our greatest complaints about the previous A4 was the miserly rear seat, which provided a meager 33.4 inches of legroom (note, however, that this is still better than the ridiculous 30.2 inches provided by the Lexus IS 300 and only 0.2 inches less than the 33.6 inches of the BMW 330i). Thanks to an increase of 1.3 inches to the wheelbase and an overall increase in length of 2.3 inches, rear knee room is up 0.9 inches to 34.3 inches, with plenty of room for toe wriggling. The A4 is also 1.3 inches wider overall, but there was no increase in rear shoulder space. A fold-down armrest reveals two cupholders with ratcheting adjustors and a first aid kit in the storage compartment. Our test vehicle was equipped with heated seats; this lovely feature is not only available for the driver and the snark who calls "shotgun," it's there for rear-seat passengers, too. All three rear positions have adjustable headrests, and larger rear doors facilitate ingress/egress.

Trunk space has decreased a bit from the previous generation — opening up the trunk on its strut-type hinges reveals a loss of 0.3 cubic feet for a total of 13.4 cubic feet, with a rather small opening to access a deep well with cubbies and side cargo nets to hold things in place. There's a power point back there as well as a full-size tire.

Another complaint about the original A4? Severely misplaced cupholders in the front. However, Audi chose to ignore the battle cry of all those who spilled their beverages onto the center stack and audio system; the push-deploy unit is still mounted at the top of the dashboard, although there is a single holder in the center console. And it's such a nice audio system, too — because, praise be, almost every 2002 Audi now comes with an in-dash six-disc changer. The only sour note in the stereo package, which earned an excellent rating in terms of sound, is the lack of steering-wheel-mounted controls. These will become available with the addition of a telematics package later in 2002.

Audi interiors are some of the finest in the luxury car kingdom; one look at the inside and we could tell that the company's interior design staff are well-paid. Solid-feeling controls, high-class materials and an ambient red light mounted on the rearview mirror that casts a subtle red glow on your hands as you reach for said controls are all examples of thoughtful interior touches. The power front seats have a multitude of settings as well as power lumbar support adjustment, and articulating headrests and a tilting/telescoping steering wheel help you find a perfect seating position. One of our editors suggested that the seats could use better bolstering, especially for a car equipped with the Sport package. The center console may be a bit lacking, but useful drawers on the bottoms of the seats can hold quite a bit — just don't try to access them while you're driving.

While some may prefer the more extroverted luxury feel of the Lexus ES 300 or the Jaguar X-Type, German no-nonsense austerity has made ascetics out of us. The wood trim is real and lustrous, and comes standard on 3.0-liter models. Our test vehicle was decked out with the Leather package, but we've found that the standard leatherette upholstery is just as pleasing if you'd like to save yourself $1,320. There were some uncharacteristic hard plastics around the center stack, and we've seen better-quality materials for the headliner and A-pillar in cheaper cars, but overall, the red-glow controls and gauges in the ebony interior of our test car sated all of our editors.

The A4 contains many of the features we consider essential in a proper entry-level luxury sedan. Climate control is dual-zone; if it only had an off button instead of requiring occupants to press the fan control button repeatedly to shut the system off, it would be more lauded. After all, it does have a charcoal-activated filter. Predictably, all four windows are one-touch up and down, and the sunroof is operated by Volkswagen/Audi's traditional flick-of-the-wrist dial. A trip computer and concealed headlamp washers are nice bonuses. And our test vehicle was equipped with self-leveling xenon headlamps, which provided excellent illumination. Questionably, though, there's no auto-on headlamp feature. Optional, but not on our vehicle, is a color-screen navigation system, still integrated into the gauge cluster, which is supposedly improved over the needlessly complex system in the previous model. We'll let you know if it is when we get our hands on a test car so equipped.

Perhaps the most contentious change on the new model is the styling. When our staff first caught glimpses of a spy shot, there wasn't a dry eye in the house, mourning the loss of the fresh, sexy rear for a carbon copy of the "Baby Got Back" rump of the A6. We liked the added heft of the front end, but the hindquarters still lack the ability to evoke a unilateral "that's a good-looking car" response, as the car seems to be striving more toward luxury than sport.

It did gain weight over the previous A4 — a significant 200 pounds more than last year's A4 2.8 quattro for a total of 3,583 pounds, even taking into account the 40 percent loss in the weight of the suspension (thanks to extensive use of aluminum componentry). Accordingly, the Audi loses some of the nimble lightness that was a key characteristic of the original A4. However, Audi engineers were able to dial in 45 percent greater torsional rigidity than the 2001 model. This, along with the new independent rear suspension as well as the all-wheel-drive traction of quattro, resulted in a ride that was both comfortable and able to handily consume any gnarled road we threw at it. Although in sea-level areas of Southern California quattro is more of an excuse to drive unreasonably fast on racetracks, we can see the all-wheel-drive system, enhanced by an electronic differential lock, being very handy on slick, frozen roads.

Equipped with the Sport package, the A4 gains 30 percent stiffer shocks and springs, thicker stabilizer bars front and rear, a lower ride height and 17-inch 235/45R17 Michelin Pilots. During our drives, the A4 stuck to the road like an errant grain of rice on a fuzzy sweater. Body roll was properly quelled, and even though there was more movement than in more sport-oriented vehicles like the Lexus IS 300 and the BMW 330i Sport, it still achieved a speed of 62.7 mph through our 600-feet slalom course, comparable to the BMW at 62.8 mph. Around town, the A4 provided a supple, complaint ride. Yes, the 2002 Audi A4 is worthy of the sport sedan title.

The smooth and more relaxed power delivery of the 3.0-liter V6 furthers the A4's appeal — to a certain degree. Launching from a standstill to 60 mph took 7.0 seconds. This isn't too impressive, especially considering that this is a manual shift unit. In comparison, the BMW 330i with 225 horsepower, equipped with an automatic transmission, took 6.7 seconds. Don't forget, however, that the Audi has a hefty all-wheel-drive system; we've yet to test a 330xi. Additionally, while many German cars could be improved in the low-end torque department, the A4 seemed especially deficient in this department. Peak horsepower is achieved at 6,300 revs, and 221 pound-feet of torque are accessible at 3,200 rpm. While this is plenty to get you around town, it lacks a pin-you-to-the-seat fervor that a 200-plus horsepower vehicle should have. Monitoring the power in our test car was the aforementioned six-speed manual transmission (a five-speed automatic is optional). While a six-speed earns points for being a rarity in this class, shifting action leaves a bit to be desired. Long throws and notchy engagement of the gears detracted from some of the fun of driving, although the clutch was easy to modulate. Fuel economy averaged out to 18 miles to the gallon, typical for a vehicle of this type.

Brake pedal feel and action were some of the most impressive we've ever felt. The ventilated front and solid rear discs stopped the car from 60 to 0 mph in a scant 115 feet, besting the distance set by the class-leading Lexus IS 300 at 117 by 2 feet. Nary a trace of fade was to be found, even after a downhill canyon run. The A4's steering is quick and direct, but it lacks the extrasensory ability to communicate with your fingers, plus its turning circle of 36.4 feet is slightly more cumbersome than those of its primary competitors. Ah, well, the BMW's voodoo steering rack always ruins it for the rest of the cars in this class.

Apropos of most German vehicles, the A4 possesses a comprehensive list of passive and active safety systems to hopefully keep you from damaging the car or, worse, yourself. Standard on the A4 are stability control, four-wheel disc brakes enhanced with ABS, electronic brakeforce distribution (EBD) and brake assist (BA). If you should find yourself in a collision, front, side and side curtain airbags should provide soft impact points within the stronger structure of the 2002 A4. Optional are rear side airbags and OnStar telematics, which notifies the authorities when the airbags are deployed.

Entry-level luxury sport sedans are some of our very favorite vehicles, and the contenders seem to be getting better and more numerous. While the BMW 330i remains at the head of the class for pure driving enjoyment, Audi has masterfully rendered a more accommodating vehicle in terms of passenger comfort and price premium — a comparatively equipped BMW will cost a few thousand dollars more. If you should happen to jump into a Volkswagen Passat, you'll probably see why — the platform-sharing vehicles are similar in many ways, although the A4 is fancier and sharper than its cousin. However, this is more of a compliment to the VeeDub than a derogatory remark about the A4, which can smartly compete in the entry-level luxury sport sedan arena. Plus, its free scheduled maintenance of 4 years/50,000 miles adds to its already extensive list of positive attributes. The Audi has the competition beat on price and interior refinements; we'd love to see if this can overcome its slight deficiency in performance. By the looks of things, it might.

By Liz Kim
Date posted: 03-25-2002

System Score: 8.0

Components: The audio systems in Audi and VW vehicles have been some of our favorites in the last few years. They always seem to sound good and are generally appointed with solid ergonomics. The two companies take a somewhat different approach to speaker placement than the rest of the industry. Instead of loading the back deck with hefty 6-by-9s or a second set of conical speakers, the Audi/V-Dub folks opt for speakers in all four doors. This may seem odd to American consumers, who generally ascribe to the bigger-is-better philosophy; but if you stop to think about it, it makes a lot of sense. After all, home loudspeakers come in their own enclosures, and sound better because of it. A sealed or semi-sealed enclosure produces a partial vacuum, which in turn creates "speaker damping" — a design technology that improves communication between the amplifier and the speaker, in the process reducing the excursion or "throw" of the speaker cone. Not only does this improve sound, but it also increases the power-handling capabilities of the speaker. That, in short, is why Audi and VW sound systems sound so good.

This Bose setup begins with a nicely appointed head unit boasting 18 AM/18 FM presets, a cassette deck and a built-in six-disc CD changer. Surprise-and-delight features include round, ridged detented knobs for both volume and tuning, a "mid" tone control for increased sonic flexibility, a wide topography with plenty of space between most controls and excellent radio positioning in the upper-center portion of the dash. It also has a cool-looking red display that matches the rest of the interior controls.

Speakerwise, the vehicle has the identical setup in all four doors: a 6.5-inch mid-bass driver coupled to a 1-inch tweeter. These sound pretty good by themselves, but the Bose folks have gone one better by positioning a 10-inch subwoofer on the back deck. No, this doesn't shoot holes in our statements above. The subwoofer is specifically designed to work in a "free air" environment, with built-in suspension that controls the excursion of the cone (essentially working as a vacuum) and improving power-handling and speaker-amp communication.

Performance: This is a very good-sounding system. The door speakers produce a punchy and tight mid-bass attack, complemented in the lower frequencies by the 10-inch Bose subwoofer. Highs are clear and unsullied without being brassy, mids have excellent definition and detail, and the overall sound of the system is superb. We did, however, take off some points for the soundstage, which we felt could have been improved by better positioning of the tweeters. Also, the high end, on selected cuts, got just slightly overcooked, producing a strident response. Other than that, you'll love the sound of this system.

Best Feature: Sonic accuracy and balance.

Worst Feature: No steering wheel controls.

Conclusion: We liked this system quite a bit. Nevertheless, we took off points for soundstage problems, as well as a lack of steering wheel controls. It seems to us that a car in this price range should offer at least the rudimentary volume up/down and seek/scan controls on the steering wheel. After all, these features are commonly found on competing models. We've also seen these controls in cars costing thousands less than the A4 and missed having them in this otherwise excellent system. — Scott Memmer

2002-2003 Entry-Level Luxury Sport Sedans Comparison Test
Second Place (tie) - 2002 Audi A4 3.0 quattro
By John DiPietro
Date Posted 09-12-2002

In spite of not having "knock your socks off" performance stats, the A4 managed to place high in this comparison test due to its general competence. Heck, it placed last in the performance testing, yet it finished with a second-place tie. Have we lost our minds? No, read on and hopefully you'll have a better understanding of how even a bunch of gearheads like us can see beyond a stopwatch.

With this year's redesign, Audi super-sized the A4. Okay, maybe it's not exactly a Big Mac, but the car is slightly bigger than last year's model, with increases of 2.3 inches in overall length and 1.3 inches in wheelbase. With the large greenhouse and bobbed rear end, the A4 now resembles Audi's midsize A6. Although one editor preferred the previous version ("it flows better and is better proportioned"), most staffers liked the A4's new sheet metal.

Gorgeous interiors have been an Audi hallmark for quite a long time now, and the newest A4 maintains Audi's enviable reputation in this area. The combination of generous fillets of real wood, top-notch materials and beautiful fit and finish delighted three of our five senses. "Were it not for the smaller dimensions, I'd be convinced that this is the cabin of Audi's flagship, the A8," exclaimed one editor. Many upscale luxury features, such as dual-zone climate control, six-disc in-dash CD changer, four-way power lumbar adjustment and one-touch up-down windows all around are standard. Even some of the options seem like they belong in a more expensive class; our transplanted Bostonian editor thought the optional heated seats were trumps because even the rear seat had the bun warmers.

Despite the increase in wheelbase this year, accommodations in back are still relatively tight. Although there are three headrests and seatbelts back there, the seat is obviously contoured for two passengers. Like the BMW, the Audi is considerably smaller than the TL, G35 and CTS, all of which have wheelbases measuring anywhere from nearly four inches to nine inches longer than the German cars, which translates into more space for those riding in back.

Being the heaviest car in the group (at 3,627 pounds) and having one of the least powerful engines (at 220 horsepower, tied with the Caddy for last) put the A4 at a disadvantage during performance testing. Look at the hard numbers and you'll see the A4 got spanked by the top gun 330i, with the rest of the field falling in between the two German marque's times. We couldn't thumb our noses at the Audi's 7.4-second mph and 15.8-second quarter-mile acceleration times, as they're respectable. But driven back to back against the faster cars, such as the BMW or G35, we could feel the difference at low speeds, such as when driving in town. Wind it up, however, and the V6 hits its stride, furnishing a healthy midrange pull that makes it plenty energetic for passing or running through curvy roads.

We had mixed feelings about the six-speed tranny; Audi gearshifts typically have a precise yet somewhat rubbery action, and the A4's stick felt familiar, if not a little slicker through the gates than we expected. And though the clutch action was linear, one editor felt the pedal travel was a bit excessive.

Talking about braking performance isn't as exciting as discussing ripping acceleration, but there's no denying the importance of a solid set of binders. The A4 nearly matched the 330i's strong braking feat, posting a sub-118-foot effort, just one foot longer than the Bimmer's best. An easily modulated pedal and resistance to fade when driven hard also helped to land the stoppers in second place in this category.

We don't know how they do it, but for some reason German suspension engineers seem to be able to strike a near-perfect balance between a compliant ride and stuck-to-the-road handling. Aided by the transparent quattro all-wheel-drive system, the A4 encouraged smooth and rapid progress through the most challenging sections of our driving loop. Though not quite as razor sharp as the 330i, the A4 still possessed a composed attitude while making time in the canyons. A major asset is the A4's steering, as it's blessed with ideal weighting and a level of communication second only to the BMW. Put to the test at the slalom, the Audi burned all but the Bimmer, averaging 63.4 mph through the cones, just 0.2 mph slower than the 330i.

With its inviting cabin, solid build quality, fine handling dynamics and upscale features, the A4 is a well-rounded car that would be welcome in any of our garages.

SECOND OPINIONS:

Road Test Editor Neil Dunlop says:
The A4's sculpted exterior is beautiful and the interior displays typical Audi quality. Of all the cars in the test, I felt most secure and serene in the pleasant and efficient cabin. Everything is solid yet tactile, efficient yet warm and the top-quality materials are precisely machined and fitted. The 3.0-liter V6 is adequately powerful with good acceleration throughout the band, but it lacks torque. And it's brought down further by the six-speed manual transmission, which requires too much stirring for peak performance. Also the center armrest interferes with shifting, which makes the armrest unusable. Too bad, because that's where Audi moved the cupholders from the previous model — the only glitch in an otherwise class-leading interior. The firm chassis provides a wonderfully solid feel, but the suspension isn't as tight as I would like. This results in a great highway ride, but in a spongy feel in the curves. The steering is nicely weighted and provides a good feel for the road. The Audi is the only car in the comparison with all-wheel drive, which for some drivers may be a compelling reason to choose it over the other cars in the test. That feature, along with its excellent interior, highway comfort and high-quality feel put it second only to the BMW for me.

Road Test Editor Liz Kim says:
You would be hard pressed to find as luxurious a cabin as that of the Audi A4. From its expensive-feeling plastics and the real wood trim to the little details like red illumination that shines on your hand as you reach for controls and the illuminated footwells for the rear passengers, you're only left wondering where the steering wheel mounted controls are. Everything else is all built right in. The exterior styling has really grown on me, exuding more of a premium feel than the sharp pertness of the previous A4. Ultimately, though, it has yet to catch up to the BMW in terms of driving pleasure. While it retains its traditional German character, it's just a bit heavy, a bit underpowered, a bit wallowy and a bit numb. Either of the two Japanese sedans makes a fine competitor to the A4; it's just that the 330i wins over all of them.

Senior Road Test Editor Brent Romans says:
I scored the A4 highly in the 23-point evaluation portion of this test. I think that, for most people, the A4 will serve quite nicely as a small luxury sedan. But after driving the car and examining what it offers, I was left with a sense of disappointment. I think the feeling came about because the previous-generation A4 was such a quantum leap forward. Out of nowhere, Audi put forth this energetic, well-crafted and advanced sedan that finally banished the company's darker years. The new car doesn't do that. I'm not fond of the styling; I think the previous car looked better. The handling is nice but it's certainly not as good as the 330i's. Acceleration and horsepower are only average. This car's strengths — profound interior design, quality materials and a solid build quality — are great but don't do much for driving enjoyment, a key characteristic of a sport sedan. Of the cars in this test, I'd buy the Acura, BMW and Infiniti before the A4.

Waiting for a Bimmer Beater
Yet again we return to the near-luxury sports sedans, looking for a player to topple BMW.

BY JOHN PHILLIPS

I had a geology professor named Dr. Bates, an Ichabod Crane look-alike who allegedly carried a bottle of Scotch in his bag. In fact, he did. One day, he whipped out the bottle — several girls in the class gasped — to demonstrate a method of testing ground water. Mix the water and Scotch, he said, and if the resulting libation turns black, then the water contains too many parts per million of solids and is technically polluted. It was one of the great delights of his life that you could sometimes accomplish this using brands of expensive bottled water. "Polluted!" he'd bellow, "and most of you think it's a badge of honor to drink this stuff." Whether he meant the water or the Scotch was never made clear. I never saw him pour a black cocktail down the drain.

I mention the lovable Dr. Bates because it was he who explained to me the geology of Ohio. When the Pleistocene ice sheets rolled through — rather less rapidly than, say, a BMW 330i — they flattened what is now Wood County, south of Toledo, no doubt angering many locals who may or may not have owned effective snow blowers. The glaciers continued south, then melted, carving the courses of the Ohio and lower Missouri rivers. They also dropped their accumulated solids — illegal dumping, a misdemeanor in Ohio — to form the Hocking Hills.

So there it is. We have Bates's cocktails and God's ice to thank for two major attractions along our favorite comparo route. First, the serpentine roads of hilly southern Ohio — roads that are to sporting suspensions what Boulder Mountain Spring bottled water is to 25-year-old single-malt Macallan: a real test. Second, we have Snook's Dream Cars, a museum in pancake-flat Bowling Green, where you can view everything from a '56 Lotus Eleven to a '33 Cadillac. (Admission is $5; call 419-353-8338.) Ask the Snooks to trot out their 1933 Illinois license plates made not from metal — a precious commodity during the Depression — but from soybeans. Such plates are rare. Not because they're 69 years old but because most were eaten by Illinois livestock. This is true.

Which brings us, via an admittedly tortuous path, to the business at hand — not hungry heifers but sports sedans, with base prices ranging from $27,645 to $40,644 and with engines producing from 215 to 270 horses. Right now, you're possibly muttering, "Moses in a muumuu, hosannas on horseback — didn't these guys just run this comparo about a week ago?" Well, sort of. We can't seem to stop ourselves. The cars in this category are fast, tasteful, luxurious, fun, and five-passenger practical.

We last visited the niche in February (36 on the Floor"). A BMW 330i won. Sounds familiar, right? But those were manual-transmission cars. Now we're onto the automatics. Not only automatics but also manumatics, of which each vehicle in this test boasts a version. One you push north to downshift, four you push south to downshift, one you push west to downshift. Discussing which direction is correct is like discussing campaign-finance reform.

A few losers in previous sports-sedan comparos weren't invited this time. That cleared the way for some new blood — the Infiniti G35, the Mercedes-Benz C320, and the VW Passat W-8. We don't mind admitting we're sort of looking for a player to knock off the BMW. Our six contestants offered driveline layouts spanning the gamut: two front-wheel-drivers (Acura and Audi), three rear-wheel-drivers (Infiniti, BMW, and Benz), and one all-wheel-driver (VW). Four cars conceived in Germany, two in Japan.

In most comparos, a dog raises his flea-ridden paw in the first 100 miles — the ValuJet of the group, the car everyone loves to hate. In this group, no such hound barked its name. This deprived us of one of life's great pleasures: kicking a car when it's down. You know, really just Rodney Kinging the thing until hell won't have it. Alas, there were no canines in this kennel.
We feel obliged to point out that none of our six testers, during the course of this comparo, consumed so much as an ounce of black Scotch. Really. A few blends of very dark bourbon, maybe.

Sixth Place
Volkswagen Passat W-8 4MOTION

VW's engineers refer to this engine as the W-Acht, although they pronounce the "W" as a "V," as if they're saying "V-8," which is exactly what they don't want to say. That's because it's more like a pair of V-4s joined at the crankshaft. A W-8. Or as one editor put it, "a 'W' that looks more like a 'V' that got a little careless with a band saw." Point is, we haven't seen an eight-pot offering in this niche since the aging and larger Lincoln LS. Great, right?

Sixth Place
Volkswagen Passat W-8 4MOTION

Sure. The Passat boasts the most horsepower in this group, the most torque, and presumably the surest start-line traction, thanks to its standard 4MOTION all-wheel drive. Which makes you wonder why it evinces the slowest 0-to-60 time, the slowest street start, the slowest 30-to-50 top-gear time, and the slowest 50-to-70 top-gear time. Saint Peter on a pony, what's the problem?

Two problems, actually. For starters, all that technology weighs a ton. Two tons, to be more precise. This baby is one doughnut shy of affecting the earth's tides. Second, the Passat's transmission is as slow to shift as a rusty Underwood. Remember A Bridge Too Far? The Passat is A Gear Too High, even at 5 mph, witness the dilatory street start. Mid-turn, you find yourself mashing the accelerator to induce a two- or three-gear kickdown, but by the time it manifests, you're in a new turn, and the gear selection is again all wrong. It makes you wonder if the pronunciation of "W-8" is "wait." Lucky thing the Passat's manumatic is so friendly — you're gonna need it.

Which is a shame, because there's otherwise a lot to like here. The steering is Audiesque in its accuracy and lightness, without a hint of kickback. No car in recent memory offers a firmer sense of straight-ahead. The exhaust note is rousing. The cockpit is warm and classy, with stitching that appears to have been wrought by Coach. And although the car understeers at the limit, it will tuck in a predictable step or two if you suddenly drop the throttle — helpful when you're hustling.

Too bad this VW's base price perches $7215 north of its prettier cousin's, the Audi A4 3.0 CVT. The Audi is just as luxurious but more fun to drive. If you missed that hint, here's another: Pretend you stroll into a Toyota store and the salesman says, "Hey, here's a $40,000 Camry, or I can put you in a posh Lexus ES300 that's way cheaper and carries a badge that'll wow your neighbors." You're gonna spend how much time contemplating this?

Fifth Place
Mercedes-Benz C320

Let's canter to the crux: In this group, the Mercedes C320 offers the least horsepower (215) at the steepest base price ($40,644). That's not a swell combination. It's like a heavyweight boxer with Nancy Reagan's forearms.

This Benz quickly became regarded as the limousine of the bunch. Its ride is supple, as if there were four feet of suspension travel. And the cockpit is the quietest at wide-open throttle and at 70 mph — like riding in the Town Car that collected you at the airport last week.

Fifth Place
Mercedes-Benz C320

But in the hills, our C-class went all wobbly. Its body weaves and dips and bobs and rolls and dives and squats whenever you start working the contact patches. This doesn't seem to affect outright grip — in fact, the C320 was a surprise winner on the skidpad — but it sure distracts the pilot, who's bombarded by warnings of imminent tip, roll, and general mayhem when no such crises loom. What saved the Benz from embarrassment was its adaptive five-speed, which learns what mood you're in and is ever coiled to offer timely shifts and useful engine braking. That, and its brakes. In this class, a 172-foot stopping distance is the bee's knees.

We've also just about had it with Benz's traditional slow-mo throttle tip-in — as if operated via various hawsers running through 20 feet of eaves troughing. Ditto the steering — now rack and pinion — which is improved but remains too heavy and slow-witted to satisfy. Those two traits alone do to the Benz's fun-to-drive quotient what CFO Scott Sullivan allegedly did to WorldCom stock. Why does the 3525-pound Benz feel as heavy as the Passat? The C320 takes itself too seriously, as if someone decreed, "Cut 90 percent of the fun and it'll be regarded as a miniature Maybach."

There are also ergonomic slip-ups that a company with Mercedes-Benz's experience shouldn't be making. The interior is sufficiently somber to depress a funeral director. The left side mirror is smaller than a dog's ear. The scatter of switches on the center stack resembles launch control. The tach is the same size as the fuel gauge. And the LCD showing what gear you're in — a big deal with manumatics — is so tiny as to be useless.

It's not for nothing that Benz drivers are regarded as rich. Our C320 was dipped in the optional Capri Blue paint. That cost $640. Except, in order even to ask for that option, you have to pony up a "Special Order" fee. Another $1000. The road to pretension is littered with, well, invoices.

Fourth Place
Infiniti G35

There's a movie scene in which Indiana Jones and a supersized bad guy begin to fight. Indy considers using his fists, then his feet, then his bullwhip. Irked and running out of time, he simply pulls out a gun and blasts a very large hole in the guy.

With its 260-hp G35, Infiniti has taken a similar ballistic tack. In this group, the G35 delivers the best street start, the quickest sprint to 60, and is tied with the BMW for its quarter-mile velocity and ET. Combine that with the lowest base price, plus a 112.2-inch wheelbase — which enabled Nissan to pull the rear wheels out of the cabin for a back seat that is limolike in its commodiousness — and you've got a recipe that surely tilts at Bavarian windmills.

Fourth Place
Infiniti G35

Unfortunately, it doesn't knock them over. First, the G35's brakes grab like a Veg-O-Matic salesman, taking an overly eager bite that snaps heads. Second, the ride is closer to the city limits of harsh than most 50-year-olds will gladly venture. And third, although we've adored the VQ-series V-6s for years, this one's beginning to sound a little raspy at so large a displacement. The G35's cabin is the noisiest in this group — at cruise, at coast, and at full throttle.

In the hills, the G35 was eager to crank up major velocity, but a few clots arose with the cream. If you're not judicious about applying throttle exiting a turn, for instance, you'll induce driveline snatch and a clunk that sounds like a loose U-joint. You can also induce something else: big, dirty oversteer. More oversteer than you'll recall since testing your brother's Mustang in the rain. It's not the simplest thing to catch, either, because the G35's steering — otherwise light, crisp, agreeable — is an iota oversensitive just off center, adding its own wobble at the critical instant you're attempting to restore navigation. Each editor sampled his own Rotational Moment, then reengaged the traction control and never touched it again.

The G35 might have stolen the Acura's finishing position were it not for its frustrating ergonomics: seat controls mounted in the inboard seat-bottom bolster, a manumatic with overlong throws, a mirror adjuster beneath the steering wheel, and a goofy mix of black plastic toggles, flush pushbuttons, and metal rockers. You'll call out the bloodhounds to locate the volume control. Hey, there it is, over on the dual-glove-box side. Of course.

All of which imbues the G35 with a quirky personality — agile yet raw, luxurious yet slightly unsorted. We began calling it the "Japanese Saab." Easy to drive fast. Real fast. Not so easy to drive smoothly.

Third Place
Acura 3.2TL Type-S

An Acura 3.2TL bagged our "Ennui and Upward!" comparo in February 2000. The $2350 Type-S option has since enlivened its curriculum vitae with 35 bonus ponies. It's helped make this the best V-6 in the group: potent mid- and high-range punch, quick to rev, sewing-machine smoothness from idle to redline, and an I-mean-business growl at wide-open whack. It doesn't summon the visceral clobber of the like-horsepower G35, but it sure surpasses it in refinement.

What's more, this V-6 is mated to a transmission that's not afraid to give up overdrive. The only conventional automatic more likely to select the perfect gear under trying circumstances is the BMW's. We do wish, though, that Acura had fitted a shift gate not previously used to test rats' IQs.

Third Place
Acura 3.2TL Type-S

No manufacturer is better at hiding a car's front-drive nature than Honda, and the TL is proof. Until you pass the sign that reads, "Entering Hocking State Forest." That's when this Acura goes into fairly early understeer and is content to yowl there all afternoon. It can be a nice safety net, of course — no car was easier to nudge to its limit in low-friction turns. The trick to coaxing more speed, we learned, is to settle the body motions upon entry. Dial in some left-foot braking — the pedal is communicative and progressive — then slowly squeeze on power early and long. With practice, you can avoid a lot of the tire grind and summon exit speeds that frighten livestock.

With its $31,830 base, the Type-S is a bargain, too, assuming you don't mind staring at quite a few pieces of bog-stock Honda switchgear in a cabin almost as dour as the Benz's. Plus, there's the no-risk exterior styling, a kind of visual Halcion.

Every TL we've sampled has been conscientiously assembled and billetlike in its structure. In this group, the Acura was the car voted least likely to break. Technical competence alone, however, isn't emotionally engaging. Honda needs to hire a few clowns. Hey, we know where it could find a few — over on Hogback Road.

Second Place
Audi A4 3.0 CVT

In our "36 on the Floor" comparo last February, a manually shifting Audi A4 3.0 Quattro finished second, a trifling two points behind a BMW 330i. You know, Ingolstadt and Munich aren't far apart. Makes you wonder what's in the Bavarian water.

Second Place
Audi A4 3.0 CVT

To 60 mph, only the 260-hp Infiniti proved quicker than this 220-hp Audi. That's due in part to the A4's continuously variable transmission (CVT). It offers the convenience of an automatic, the performance of a manual, and fuel economy better than either. Plus, it's a sure-fire conversation starter at Circleville's Tootles Pumpkin Inn. Around town and on the freeway, most drivers don't notice the CVT. In southern Ohio, however, the device bared its useful soul. Mid-turn, you can add one inch or four inches of throttle and not induce a disruptive kickdown — just smooth thrust. In the hills, the Audi's was the only transmission that worked better in full-automatic mode than in manumatic. This makes sense, of course. Adding steps to a stepless transmission is like adding a second tail to your cat. Want proof? Shifting via the Tiptronic will cost you 0.8 second to 60 mph, 2.3 seconds to 100 mph.

What happens when you mash the gas is that the revs quickly zing to 6200 rpm and hang there batlike until you relocate your right foot. You want to have a pretty sumptuous engine if it's going to dwell so conspicuously in the upper registers. Audi's isn't bad, but more than one editor noted that Acura's would have been better and BMW's the best. The A4 would also have benefited from sterner rebound control. Over yumps, the dampers stretch, then compress, then deliver an encore performance that no one requested.

The A4's steering ought to be standard on race cars. Not because it's ultra fast or ultra light — in fact, it's neither — but because it's so intuitive. After 10 minutes behind the wheel, you're sizing up corners as if consulting a compass: "Let's see, looks like 23 degrees of initial turn-in, 21 in the middle, 19 out." The A4 then traces those orbits as if reading a cheat sheet.

The Audi is the least costly of the four Germans here, yet its cabin is fabulously furnished. Close your eyes and let your hand fall anywhere. The surface it first touches will feel as expensive as the surfaces in the Passat. Almost as if the two were built by the same company, eh? With the briefest wheelbase in the group, though, the A4 is shy on inner real estate. The right legs of three drivers rubbed the transmission tunnel, and the only back seat more claustrophobic belongs to the 330i.

Know what? We've never driven an A4 we didn't like. Strike that. Love.

First Place
BMW 330i

A 330i won our February sedan comparo, a 330Ci won our July coupe comparo, and, well, you probably didn't need to open the Price Waterhouse envelope to know who won this time, right? We intended to count how many 3-series have swept C/D comparos, but we didn't have the budget for that many calculator batteries. Trust us, we don't enjoy the predictability of all this. Before this test started, more than one editor announced, "I hope the new Infiniti knocks the BMW off its smug little perch." It's funny that 3-series BMWs, even in Hollywood, are so often fingered as poseurs' cars. Evidently, even the guys who call them "Beemers" sometimes get it right.

Check the editors' ratings. No car earned a perfect 10 in any single category. Except the BMW. It earned five such kudos — for its engine, transmission, brakes, handling, and fun-to-drive quotient. Five Oscars. Hell, does Brando have five?

The 330i is the lightest car in this group and always feels like it. Its steering is as sharp, quick-witted, communicative, and linear as the A4's. Pick a two-inch-square oil stain near an apex and you can nail the sucker lap after lap. Body roll is almost imperceptible, yet the ride — even on the now-standard 17-inch rubber — seems uncorrupted. Best

First Place
BMW 330i

of all, throttle tip-in, whether from step-off or at the midpoint of a decreasing-radius 60-mph sweeper, is always immediate yet subtle. How does BMW do that? It's a trait that makes you look like Montoya. Wait too late to apply power out of a turn and you can simply flatten the accelerator like a drunken teenager, and the thrust still accumulates with all the grace and force of a Waikiki wave — no kick in the driveline, no lurch from the dampers, no disruption in the car's exit path — such that fellow riders will never realize your mistake. Maybe that's the essential appeal of BMW's 3-series: The ingredients are selected first and foremost to make you look good.

Wrote Aaron Robinson, "The 330i wins because it doesn't understeer like the Acura, has a stronger engine than the Audi, doesn't oversteer like the Infiniti, doesn't float like the Benz, and isn't overpriced like the VW." Now there's a rare utterance — a BMW that isn't as pricey as a VW. Three counties in Hell just iced up.

The 330i isn't perfect, of course. Its climate controls are fussy. Its manumatic sometimes changes gears on its own if it suspects you're not paying attention. And three adults in the back seat will experience the sort of body contact familiar only to defensive linemen and Caligula.

So, this is the last time we'll invite a 3-series BMW to a comparo. It's like Lance Armstrong on a bike, for God's sake. No respect for the underdogs. Hear that, BMW? You're BANNED! Out! History! At least until the next comparo coalesces. That ought to be about next Wednesday.