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Have not read it yet. Just got this from Autolies. Apparently the BMW won, the Benz placed second and was very close to the BMW points wise, the Audi finished 3rd and the Lexus finished last.
Link: BMW UK : News
Whatcar? Group Test
14/06/2007
Arch Rivals
Another easy victory for the 3 Series? No. The BMW wins, but the margin of victory is narrow. In M Sport trim it’s the best sports saloon here by a long way, with the kind of drive that you could end up paying a lot more money for. Unfortunately, the stiff suspension that creates such a precise feel brings with it an unforgiving ride. Some will find it too hard, but given that we’re testing the sporty versions of these cars, we feel that it’s something most buyers will be willing to live with. Otherwise the 3 Series’ virtues remain intact. Its flexible engine, high-quality cabin and excellent refinement are major strengths, but it’s the BMW’s low ownership costs that really give it the edge here.
The new C-Class runs the BMW close. The Sport model strikes a great balance between comfort and control, and the C220 CDI’s engine is the best here. The Merc is roomy and refined, too, but you’ll pay a lot more to run it than the BMW in the long term and, crucially, the Mercedes just doesn’t give you the same feel-good factor behind the wheel. An all-new A4 is due next year, but the current model is still highly appealing and finishes third. As ever, it’s a classy customer and this run-out model is great value for money. Running costs are affordable and this engine provides serious overtaking punch. While it’s a great all-rounder, the A4 is showing its age in key areas; it’s not as sharp or refined as its newer German rivals and rear legroom is a little tight.The Lexus finishes fourth. The Sport’s gearing addresses the standard car’s main failing, and there’s the promise of excellent reliability and strong residual values. Unfortunately, the IS is still let down by its high running costs, cramped cabin, unsettled ride and heavy gearshift.
Each of these cars has a four-cylinder diesel engine and six-speed manual gearbox, and not a lot separates them for pace.The Lexus’s 2.2-litre unit has the largest capacity and, with 175bhp, the most power. At the other end of the scale is the BMW with 161bhp. It also trails for all-important pulling muscle. The 320d’s 251lb ft is far from weedy, but the Audi has an extra 7lb ft, and the Lexus and Mercedes both have a whopping 44lb ft advantage. So the BMW is the slowest, right? Well, no: our figures show it’s actually the quickest of the bunch from standstill to 60mph. Admittedly, a more relevant test is the time for accelerating from 30-70mph through the gears, as you might when overtaking or joining a motorway. Here the BMW is only a fraction slower than the Audi, and beats the Mercedes by a small margin and the Lexus by a large one.
The IS 220d’s problem is that it can’t translate its power advantage into useful extra pace. Sport models feature a closer-ratio gearbox that overcomes the standard car’s poor flexibility, but the Lexus’s engine still suffers from a sluggish low-rev delivery that can cause it to bog down when moving away from the mark. It’s the least willing to rev hard, too, so getting the best from it requires too much effort.
The Mercedes’ engine, by contrast, is the most flexible of this group and the most willing to be worked hard. Prod the accelerator and it responds eagerly, picking up revs – and pace – quickly, whatever the situation.
The BMW’s engine takes a little longer to get into its stride, but well spaced gears and a progressive power delivery mean it’s easy to maintain momentum. The 320d punches well above its weight.The Audi packs quite a punch, too. Once the turbocharger gets into its stride, the power arrives with a sledgehammer blow that sends you hurtling forward. The downside is that it’s rather hesitant at low revs, so not as flexible as the Mercedes or BMW. The new C-CLASS is a departure for Mercedes. It’s available in two distinct versions, geared towards either comfort or sportiness. This is reflected not only in the car’s styling, but also in the way it drives. All models have suspension that adapts to how the car is driven, but Sport models feature lower, stiffer settings and more direct steering to sharpen the drive. The result is a C-Class that feels much more agile than the old car. Where the previous model could feel cumbersome on twisty roads, the new one is always assured and eager.
Light, responsive steering allows you to change direction quickly and without fuss, but it’s a shame that there’s little feel through the wheel. That light touch makes the C-Class effortless to drive, however, and combines with a tight turning circle to make parking a breeze.
In this trim the Merc trades some comfort for sportiness, but although the suspension thumps over bigger bumps, it has the most forgiving ride of this group. Even on very poor surfaces, the C-Class never loses its composure and it feels totally settled on the motorway. If the C-Class Sport is Mercedes edging towards BMW’s traditional values, it goes nowhere near as far as 3 Series M Sport models. In this trim, bigger wheels and lower, stiffer suspension sharpen the drive to the point where the BMW feels more like a sports car than a saloon. You can push as hard as you like, but the 320d stays glued to the road, with grip and composure to shame more exotic machinery.The steering is a perfect match: it’s heavy around town, but gives fluid responses and a strong connection between the driver and road once you’re up to speed.
Keen drivers will love the 3’s focused feel, but the question is whether they’ll find the hard ride too high a price to pay. In M Sport guise the stiff suspension and run-flat tyres concede little to comfort. There’s a pronounced jolt over bumps, even at speed, although body movement is so tightly controlled that the BMW recovers almost instantly.
The Audi acquits itself well considering its age, but is outclassed here. While the A4 is composed and turns eagerly, it doesn’t { handle as neatly as the BMW or Mercedes, with less grip and more body movement. The Audi’s steering also has a lightweight, rubbery feel, and because it’s the only one with front-wheel drive (the others are rear-wheel drive), you can feel a tug at the wheel when you accelerate hard. A4 S line trim includes sports suspension, although the Audi can’t match the Mercedes for comfort or the BMW for cont rol. It’s not uncomfortable, it just shimmies too easily on poor surfaces.
The Lexus has a similar ride to the Audi. It’s not harsh, but the suspension shudders over larger bumps and, without the tight body control of the BMW, the IS gets shaken around more on broken surfaces and leans more through bends. There’s plenty of grip and the Lexus reacts quickly when you turn the wheel, but the steering is short on feel, so it’s not as rewarding to drive as the BMW.
Mercedes' previous C Class was less refined than the BMW 3 Series, so has the new model done enough to beat its arch rival? Not quite. The Merc has the quietest engine of the group and filters out wind noise better than the BMW. Road noise is more noticeable, though, and that’s what makes the difference on long trips. The BMW’s engine is gruff at low revs and there’s more wind noise around the top of the windscreen, but once you’re up to speed
the BMW’s ability to shut out both road and suspension noise remains hugely impressive. It also has the slickest gearshift of the bunch.
The Lexus is a fine cruiser and lets in minimal engine and wind noise at motorway speeds. Road noise is more of an issue, although it’s the low-speed manners of the IS that really let it down. Its engine chugs noisily around town
and the relationship between the clutch and gearbox makes it far too difficult to change gear smoothly.
Refinement is one area where the Audi is showing its age. Road noise isn’t intrusive, but the A4 suffers from more wind noise than the others. It’s engine isn’t as refined, either: despite being quiet on the motorway, it’s rowdy when trundling through town or when worked hard. As buyers demand ever more features, so car interiors have become increasingly cluttered. Mercedes successfully avoids this with the new C-Class. It has chunky controls for the main heater and stereo functions, while a single knob lets you scroll through on-screen menus to access minor systems (and optional extras such as the sat-nav).This arrangement dramatically reduces switches, but the news isn’t all good, because you sometimes find your eyes wandering from the road to look at the screen. Mercedes has also persisted with odd quirks, including the foot-operated parking brake and the single stalk for the windscreen wipers and indicators.
The Merc’s rivals are more conventional inside. All three have well ordered dashboards, but the BMW’s rotary heater dials are easier to use than the buttons in the Audi and Lexus.The 3 Series isn’t as intuitive if you go for the optional satellite-navigation system, because this brings the iDrive controller found in bigger BMWs. Much like the set-up in the C-Class, this links a rotary knob to on-screen menus and can distract you from the road.
By contrast, the IS gets a user-friendly touch-screen if you start adding options.To help you get comfortable behind the wheel, all of these cars have a steering column that moves for reach and rake, and a height-adjustable driver’s seat. The Lexus is the only one with full electric adjustment for the seat and steering wheel, however. The C-Class has electric adjustment for the seat height and backrest angle, but you have to slide yourself fore and aft manually, while the A4 and 3 Series have manual seats. Of the two, the Audi has the advantage, with a simple ratchet lever to set the seat height and a wheel for the backrest. The BMW has a more fiddly system that requires you to pull levers and shift your bodyweight, but the 3 Series’ driving position is excellent, whereas taller drivers in the Lexus and Mercedes may feel they’re perched too high. {our measurements show that the C-Class has least front headroom, but there’s enough to keep six-footers happy, and it would have fared better without our test car’s panoramic sunroof (a £1280 option). All four cars provide plenty of seat travel, too, but you can stretch your legs most in the Mercedes.
Switch to the back seats and the 3 Series leads the way for kneeroom, beating the C-Class into second place. The IS and, in particular, the A4 feel distinctly cramped by comparison, but the Audi trumps all rivals for rear headroom.
Of the others, the C-Class has the edge for rear headroom because its roofline doesn’t drop away as dramatically – taller adults will find they have to slouch in the 3 Series and IS.
Each car has a bulky transmission tunnel that makes life very uncomfortable for a central rear passenger. The Lexus is most compromised, with a raised central seat and tight headroom that make even short journeys a pain.The boots of all four will swallow a couple of suitcases, but the Merc’s is biggest at 475 litres. The Audi and BMW both have 460-litre boots, although the A4’s is a better shape. The Lexus offers just 378 litres of space.
The Lexus also isn’t available with a 60/40 split-folding rear seat; Mercedes offers this for £225, Audi £250 and BMW £315. EACH OF THESE cars has a climate control system that lets you set a steady temperature and choose different settings for the driver and front passenger.
Alloy wheels, four electric windows and steering wheel-mounted stereo controls are also standard across the board, while only the A4 misses out on a socket for your MP3 player – it’s a £175 option.
The Lexus pushes its luxury credentials with parking sensors, cruise control and a CD multichanger. BMW charges £295 to upgrade from a single-disc player, but does fit parking sensors and cruise control, whereas these features all cost extra on the Merc and Audi.
The A4 counters with full leather upholstery. This adds £995 to the price of the 3 Series, £1295 to the C-Class and isn’t available for the IS if you opt for Sport spec.
Lexus won’t let you combine the diesel IS with an automatic gearbox, either, while Audi offers one as a cost option on most A4s, but not this S line SE model. BMW charges £1490 for a self-shifter and Mercedes £1095.
Audi will fit satellite-navigation to the A4 for £500 instead of the usual £1400 until the end of September. Mercedes wants £1075, BMW £1585 and Lexus only offers sat-nav as part of a £2710 option pack, which includes a reversing camera. These are very popular company car choices, so the cost to business users is crucial. HSBC Vehicle Finance (0845 344 1066) quotes the lowest contract hire rates for the BMW, at £501 per month. The Audi costs only £12 more per month, while the Lexus will set you back £540 a month. You’ll need to sweet-talk the company accountant into letting you choose the Mercedes, because it costs £599 per month. That’s an extra £3528 over three years.
If you want to keep company car tax bills down, avoid the Lexus. The Sport model’s lower gearing dramatically increases its CO2 emissions over the standard car’s, so higher-rate payers part with a whopping £262 per month. The Merc’s lower emissions mean monthly bills of £204, while the BMW and Audi are cleaner still and have rates of £183 and £172 respectively.
The Lexus is also the thirstiest car, with a disappointing 38.2mpg average. The others all top 46mpg, with the BMW’s 49.6mpg making it the most frugal.
If you’re buying with your own money, haggling hard reaps rewards. Our Target Price researchers trimmed the Audi’s price by { £2033, while BMW and Lexus dealers budged by £1965 and £1811 respectively. Our buyers haven’t been able to shop for the Mercedes yet.
Online brokers drop prices further. A price of £22,823 from Buy a Car, Deals on New Cars, drivethedeal.com, New Car Discount, Car Deal Online makes the BMW the cheapest car – a saving of £4752. The company will also knock £3037 off the Lexus, so you’ll pay £24,350. Audi buyers can save £2833 by visiting New cars and new car finance from UK New Cars. Impressively, this website already offers discounts on the Mercedes, with a saving of £1088.
The Lexus redeems itself slightly by offering the best protection for your investment. It’ll still be worth 57% of its purchase price if you sell in three years. The Mercedes retains 53%, while the BMW and Audi both cling to 51%. The Lexus is the cheapest to insure, too, with a group 13 rating. The BMW and Audi fall into groups 14 and 15 respectively. The Merc’s classification has yet to be confirmed. These cars exude a feeling of quality, and achieving the desired effect takes more than just a badge. Neither the Audi nor BMW have any trouble. Both feel like they’ve been built with real care and attention, from materials that look and feel expensive.
The finish is flawless and the switchgear is precise and solid, which helps both cars feel even more sophisticated.By comparison, the Merc’s cabin is disappointing. There’s plenty of soft-touch plastic on the dash, and the overall feel is solid, but there’s not the same kind of
attention to detail. Some of the plastics are too hard and shiny, and fit should be better. It simply doesn’t feel as special as its German rivals here. The materials in the Lexus can’t match the Audi or BMW for appeal, either, but they’re as good as those in the Mercedes. The quality doesn’t deteriorate as you look lower down and further back in the cabin, and the standard of construction is excellent.
Some of the switchgear lets it down, though. Parts such as the electric window controls and steering column stalks can be found in much cheaper Toyota models. When you’re spending the thick end of £30k on a car, you expect more.That said, the IS is the least likely to give you mechanical trouble. Lexus finished second out of 26 manufacturers in our most recent Reliability Survey (What Car?, December ’06). BMW and Mercedes finished 7th and 11th respectively, while Audi languished back in 22nd place. It’s worth noting that the A4 was Audi’s best-performing model, though.
According to the latest JD Power Customer Satisfaction Survey (What Car?, July ’07), you’ll also enjoy Lexus ownership most. The firm was voted best manufacturer, and the previous IS took the honours as the most satisfying car to own. The previous versions of the 3-Series, C-Class and A4 were also among the 105 models rated, finishing 16th, 23th and 38th respectively. The Lexus and Audi were rated as above average for mechanical reliability, while the BMW and Mercedes rated average.
Each car provides an abundance of safety measures, including stability control to make crashes less likely in the first place.If trouble does come your way, all have front and curtain airbags, along with side airbags for the front seats. The Audi and Mercedes also allow you to specify side ’bags for rear-seat passengers – Audi charges £300 to Mercedes’ £320. The Mercedes provides another airbag to protect the driver’s knees from harm. The Lexus goes one further, with knee ’bags for both front seats.
All but the BMW have active head restraints, which minimise whiplash injuries.The Mercedes has yet to be crash tested by Euro NCAP, while the Lexus and BMW both scored the maximum five stars for occupant safety, and the Audi four. The Lexus leads the way on pedestrian safety, with two out of four stars. The Audi and BMW both scored one.None of these cars makes life easy for thieves. Each has an alarm to deter them, and if they are successful, visible vehicle identification numbers make the cars easier to trace. All but the Merc also feature marked mechanical parts.The C-Class has another gap in its armoury. While the other cars have deadlocks, Mercedes believes they impede rescue efforts in the event of an accident, so won’t fit them to its cars.
BMW 3 SERIES range round-up
The 3 Series petrol range kicks off with a pair of four-cylinder 2.0-litre models, although they’re badged 318i and 320i. The 320i gives you 148bhp, the 318i 127bhp.Next in the line-up is a six-cylinder 215bhp 2.5, followed by two 3.0-litre engines producing 254bhp or 302bhp. The latter, which is badged 335i, has twin turbos and is the fastest 3 Series you can buy until the new M3 arrives this autumn.Diesel fans can choose from 120bhp and 161bhp 2.0-litre units, and 194bhp, 228bhp and 282bhp 3.0-litres.
The 161bhp 320d tested here is our pick, combining plenty of pace with sensible running costs.Three trims are available, with the cheapest ES models getting alloy wheels and air-con. Stepping up to SE adds climate control and reversing sensors, while M Sport cars get a bodykit and lowered suspension.
Prices for the saloon go from £20,735 to £36,125. Coupé convertible and Touring estate models are also offered.
Link: BMW UK : News
Whatcar? Group Test
14/06/2007
Arch Rivals
Another easy victory for the 3 Series? No. The BMW wins, but the margin of victory is narrow. In M Sport trim it’s the best sports saloon here by a long way, with the kind of drive that you could end up paying a lot more money for. Unfortunately, the stiff suspension that creates such a precise feel brings with it an unforgiving ride. Some will find it too hard, but given that we’re testing the sporty versions of these cars, we feel that it’s something most buyers will be willing to live with. Otherwise the 3 Series’ virtues remain intact. Its flexible engine, high-quality cabin and excellent refinement are major strengths, but it’s the BMW’s low ownership costs that really give it the edge here.
The new C-Class runs the BMW close. The Sport model strikes a great balance between comfort and control, and the C220 CDI’s engine is the best here. The Merc is roomy and refined, too, but you’ll pay a lot more to run it than the BMW in the long term and, crucially, the Mercedes just doesn’t give you the same feel-good factor behind the wheel. An all-new A4 is due next year, but the current model is still highly appealing and finishes third. As ever, it’s a classy customer and this run-out model is great value for money. Running costs are affordable and this engine provides serious overtaking punch. While it’s a great all-rounder, the A4 is showing its age in key areas; it’s not as sharp or refined as its newer German rivals and rear legroom is a little tight.The Lexus finishes fourth. The Sport’s gearing addresses the standard car’s main failing, and there’s the promise of excellent reliability and strong residual values. Unfortunately, the IS is still let down by its high running costs, cramped cabin, unsettled ride and heavy gearshift.
Each of these cars has a four-cylinder diesel engine and six-speed manual gearbox, and not a lot separates them for pace.The Lexus’s 2.2-litre unit has the largest capacity and, with 175bhp, the most power. At the other end of the scale is the BMW with 161bhp. It also trails for all-important pulling muscle. The 320d’s 251lb ft is far from weedy, but the Audi has an extra 7lb ft, and the Lexus and Mercedes both have a whopping 44lb ft advantage. So the BMW is the slowest, right? Well, no: our figures show it’s actually the quickest of the bunch from standstill to 60mph. Admittedly, a more relevant test is the time for accelerating from 30-70mph through the gears, as you might when overtaking or joining a motorway. Here the BMW is only a fraction slower than the Audi, and beats the Mercedes by a small margin and the Lexus by a large one.
The IS 220d’s problem is that it can’t translate its power advantage into useful extra pace. Sport models feature a closer-ratio gearbox that overcomes the standard car’s poor flexibility, but the Lexus’s engine still suffers from a sluggish low-rev delivery that can cause it to bog down when moving away from the mark. It’s the least willing to rev hard, too, so getting the best from it requires too much effort.
The Mercedes’ engine, by contrast, is the most flexible of this group and the most willing to be worked hard. Prod the accelerator and it responds eagerly, picking up revs – and pace – quickly, whatever the situation.
The BMW’s engine takes a little longer to get into its stride, but well spaced gears and a progressive power delivery mean it’s easy to maintain momentum. The 320d punches well above its weight.The Audi packs quite a punch, too. Once the turbocharger gets into its stride, the power arrives with a sledgehammer blow that sends you hurtling forward. The downside is that it’s rather hesitant at low revs, so not as flexible as the Mercedes or BMW. The new C-CLASS is a departure for Mercedes. It’s available in two distinct versions, geared towards either comfort or sportiness. This is reflected not only in the car’s styling, but also in the way it drives. All models have suspension that adapts to how the car is driven, but Sport models feature lower, stiffer settings and more direct steering to sharpen the drive. The result is a C-Class that feels much more agile than the old car. Where the previous model could feel cumbersome on twisty roads, the new one is always assured and eager.
Light, responsive steering allows you to change direction quickly and without fuss, but it’s a shame that there’s little feel through the wheel. That light touch makes the C-Class effortless to drive, however, and combines with a tight turning circle to make parking a breeze.
In this trim the Merc trades some comfort for sportiness, but although the suspension thumps over bigger bumps, it has the most forgiving ride of this group. Even on very poor surfaces, the C-Class never loses its composure and it feels totally settled on the motorway. If the C-Class Sport is Mercedes edging towards BMW’s traditional values, it goes nowhere near as far as 3 Series M Sport models. In this trim, bigger wheels and lower, stiffer suspension sharpen the drive to the point where the BMW feels more like a sports car than a saloon. You can push as hard as you like, but the 320d stays glued to the road, with grip and composure to shame more exotic machinery.The steering is a perfect match: it’s heavy around town, but gives fluid responses and a strong connection between the driver and road once you’re up to speed.
Keen drivers will love the 3’s focused feel, but the question is whether they’ll find the hard ride too high a price to pay. In M Sport guise the stiff suspension and run-flat tyres concede little to comfort. There’s a pronounced jolt over bumps, even at speed, although body movement is so tightly controlled that the BMW recovers almost instantly.
The Audi acquits itself well considering its age, but is outclassed here. While the A4 is composed and turns eagerly, it doesn’t { handle as neatly as the BMW or Mercedes, with less grip and more body movement. The Audi’s steering also has a lightweight, rubbery feel, and because it’s the only one with front-wheel drive (the others are rear-wheel drive), you can feel a tug at the wheel when you accelerate hard. A4 S line trim includes sports suspension, although the Audi can’t match the Mercedes for comfort or the BMW for cont rol. It’s not uncomfortable, it just shimmies too easily on poor surfaces.
The Lexus has a similar ride to the Audi. It’s not harsh, but the suspension shudders over larger bumps and, without the tight body control of the BMW, the IS gets shaken around more on broken surfaces and leans more through bends. There’s plenty of grip and the Lexus reacts quickly when you turn the wheel, but the steering is short on feel, so it’s not as rewarding to drive as the BMW.
Mercedes' previous C Class was less refined than the BMW 3 Series, so has the new model done enough to beat its arch rival? Not quite. The Merc has the quietest engine of the group and filters out wind noise better than the BMW. Road noise is more noticeable, though, and that’s what makes the difference on long trips. The BMW’s engine is gruff at low revs and there’s more wind noise around the top of the windscreen, but once you’re up to speed
the BMW’s ability to shut out both road and suspension noise remains hugely impressive. It also has the slickest gearshift of the bunch.
The Lexus is a fine cruiser and lets in minimal engine and wind noise at motorway speeds. Road noise is more of an issue, although it’s the low-speed manners of the IS that really let it down. Its engine chugs noisily around town
and the relationship between the clutch and gearbox makes it far too difficult to change gear smoothly.
Refinement is one area where the Audi is showing its age. Road noise isn’t intrusive, but the A4 suffers from more wind noise than the others. It’s engine isn’t as refined, either: despite being quiet on the motorway, it’s rowdy when trundling through town or when worked hard. As buyers demand ever more features, so car interiors have become increasingly cluttered. Mercedes successfully avoids this with the new C-Class. It has chunky controls for the main heater and stereo functions, while a single knob lets you scroll through on-screen menus to access minor systems (and optional extras such as the sat-nav).This arrangement dramatically reduces switches, but the news isn’t all good, because you sometimes find your eyes wandering from the road to look at the screen. Mercedes has also persisted with odd quirks, including the foot-operated parking brake and the single stalk for the windscreen wipers and indicators.
The Merc’s rivals are more conventional inside. All three have well ordered dashboards, but the BMW’s rotary heater dials are easier to use than the buttons in the Audi and Lexus.The 3 Series isn’t as intuitive if you go for the optional satellite-navigation system, because this brings the iDrive controller found in bigger BMWs. Much like the set-up in the C-Class, this links a rotary knob to on-screen menus and can distract you from the road.
By contrast, the IS gets a user-friendly touch-screen if you start adding options.To help you get comfortable behind the wheel, all of these cars have a steering column that moves for reach and rake, and a height-adjustable driver’s seat. The Lexus is the only one with full electric adjustment for the seat and steering wheel, however. The C-Class has electric adjustment for the seat height and backrest angle, but you have to slide yourself fore and aft manually, while the A4 and 3 Series have manual seats. Of the two, the Audi has the advantage, with a simple ratchet lever to set the seat height and a wheel for the backrest. The BMW has a more fiddly system that requires you to pull levers and shift your bodyweight, but the 3 Series’ driving position is excellent, whereas taller drivers in the Lexus and Mercedes may feel they’re perched too high. {our measurements show that the C-Class has least front headroom, but there’s enough to keep six-footers happy, and it would have fared better without our test car’s panoramic sunroof (a £1280 option). All four cars provide plenty of seat travel, too, but you can stretch your legs most in the Mercedes.
Switch to the back seats and the 3 Series leads the way for kneeroom, beating the C-Class into second place. The IS and, in particular, the A4 feel distinctly cramped by comparison, but the Audi trumps all rivals for rear headroom.
Of the others, the C-Class has the edge for rear headroom because its roofline doesn’t drop away as dramatically – taller adults will find they have to slouch in the 3 Series and IS.
Each car has a bulky transmission tunnel that makes life very uncomfortable for a central rear passenger. The Lexus is most compromised, with a raised central seat and tight headroom that make even short journeys a pain.The boots of all four will swallow a couple of suitcases, but the Merc’s is biggest at 475 litres. The Audi and BMW both have 460-litre boots, although the A4’s is a better shape. The Lexus offers just 378 litres of space.
The Lexus also isn’t available with a 60/40 split-folding rear seat; Mercedes offers this for £225, Audi £250 and BMW £315. EACH OF THESE cars has a climate control system that lets you set a steady temperature and choose different settings for the driver and front passenger.
Alloy wheels, four electric windows and steering wheel-mounted stereo controls are also standard across the board, while only the A4 misses out on a socket for your MP3 player – it’s a £175 option.
The Lexus pushes its luxury credentials with parking sensors, cruise control and a CD multichanger. BMW charges £295 to upgrade from a single-disc player, but does fit parking sensors and cruise control, whereas these features all cost extra on the Merc and Audi.
The A4 counters with full leather upholstery. This adds £995 to the price of the 3 Series, £1295 to the C-Class and isn’t available for the IS if you opt for Sport spec.
Lexus won’t let you combine the diesel IS with an automatic gearbox, either, while Audi offers one as a cost option on most A4s, but not this S line SE model. BMW charges £1490 for a self-shifter and Mercedes £1095.
Audi will fit satellite-navigation to the A4 for £500 instead of the usual £1400 until the end of September. Mercedes wants £1075, BMW £1585 and Lexus only offers sat-nav as part of a £2710 option pack, which includes a reversing camera. These are very popular company car choices, so the cost to business users is crucial. HSBC Vehicle Finance (0845 344 1066) quotes the lowest contract hire rates for the BMW, at £501 per month. The Audi costs only £12 more per month, while the Lexus will set you back £540 a month. You’ll need to sweet-talk the company accountant into letting you choose the Mercedes, because it costs £599 per month. That’s an extra £3528 over three years.
If you want to keep company car tax bills down, avoid the Lexus. The Sport model’s lower gearing dramatically increases its CO2 emissions over the standard car’s, so higher-rate payers part with a whopping £262 per month. The Merc’s lower emissions mean monthly bills of £204, while the BMW and Audi are cleaner still and have rates of £183 and £172 respectively.
The Lexus is also the thirstiest car, with a disappointing 38.2mpg average. The others all top 46mpg, with the BMW’s 49.6mpg making it the most frugal.
If you’re buying with your own money, haggling hard reaps rewards. Our Target Price researchers trimmed the Audi’s price by { £2033, while BMW and Lexus dealers budged by £1965 and £1811 respectively. Our buyers haven’t been able to shop for the Mercedes yet.
Online brokers drop prices further. A price of £22,823 from Buy a Car, Deals on New Cars, drivethedeal.com, New Car Discount, Car Deal Online makes the BMW the cheapest car – a saving of £4752. The company will also knock £3037 off the Lexus, so you’ll pay £24,350. Audi buyers can save £2833 by visiting New cars and new car finance from UK New Cars. Impressively, this website already offers discounts on the Mercedes, with a saving of £1088.
The Lexus redeems itself slightly by offering the best protection for your investment. It’ll still be worth 57% of its purchase price if you sell in three years. The Mercedes retains 53%, while the BMW and Audi both cling to 51%. The Lexus is the cheapest to insure, too, with a group 13 rating. The BMW and Audi fall into groups 14 and 15 respectively. The Merc’s classification has yet to be confirmed. These cars exude a feeling of quality, and achieving the desired effect takes more than just a badge. Neither the Audi nor BMW have any trouble. Both feel like they’ve been built with real care and attention, from materials that look and feel expensive.
The finish is flawless and the switchgear is precise and solid, which helps both cars feel even more sophisticated.By comparison, the Merc’s cabin is disappointing. There’s plenty of soft-touch plastic on the dash, and the overall feel is solid, but there’s not the same kind of
attention to detail. Some of the plastics are too hard and shiny, and fit should be better. It simply doesn’t feel as special as its German rivals here. The materials in the Lexus can’t match the Audi or BMW for appeal, either, but they’re as good as those in the Mercedes. The quality doesn’t deteriorate as you look lower down and further back in the cabin, and the standard of construction is excellent.
Some of the switchgear lets it down, though. Parts such as the electric window controls and steering column stalks can be found in much cheaper Toyota models. When you’re spending the thick end of £30k on a car, you expect more.That said, the IS is the least likely to give you mechanical trouble. Lexus finished second out of 26 manufacturers in our most recent Reliability Survey (What Car?, December ’06). BMW and Mercedes finished 7th and 11th respectively, while Audi languished back in 22nd place. It’s worth noting that the A4 was Audi’s best-performing model, though.
According to the latest JD Power Customer Satisfaction Survey (What Car?, July ’07), you’ll also enjoy Lexus ownership most. The firm was voted best manufacturer, and the previous IS took the honours as the most satisfying car to own. The previous versions of the 3-Series, C-Class and A4 were also among the 105 models rated, finishing 16th, 23th and 38th respectively. The Lexus and Audi were rated as above average for mechanical reliability, while the BMW and Mercedes rated average.
Each car provides an abundance of safety measures, including stability control to make crashes less likely in the first place.If trouble does come your way, all have front and curtain airbags, along with side airbags for the front seats. The Audi and Mercedes also allow you to specify side ’bags for rear-seat passengers – Audi charges £300 to Mercedes’ £320. The Mercedes provides another airbag to protect the driver’s knees from harm. The Lexus goes one further, with knee ’bags for both front seats.
All but the BMW have active head restraints, which minimise whiplash injuries.The Mercedes has yet to be crash tested by Euro NCAP, while the Lexus and BMW both scored the maximum five stars for occupant safety, and the Audi four. The Lexus leads the way on pedestrian safety, with two out of four stars. The Audi and BMW both scored one.None of these cars makes life easy for thieves. Each has an alarm to deter them, and if they are successful, visible vehicle identification numbers make the cars easier to trace. All but the Merc also feature marked mechanical parts.The C-Class has another gap in its armoury. While the other cars have deadlocks, Mercedes believes they impede rescue efforts in the event of an accident, so won’t fit them to its cars.
BMW 3 SERIES range round-up
The 3 Series petrol range kicks off with a pair of four-cylinder 2.0-litre models, although they’re badged 318i and 320i. The 320i gives you 148bhp, the 318i 127bhp.Next in the line-up is a six-cylinder 215bhp 2.5, followed by two 3.0-litre engines producing 254bhp or 302bhp. The latter, which is badged 335i, has twin turbos and is the fastest 3 Series you can buy until the new M3 arrives this autumn.Diesel fans can choose from 120bhp and 161bhp 2.0-litre units, and 194bhp, 228bhp and 282bhp 3.0-litres.
The 161bhp 320d tested here is our pick, combining plenty of pace with sensible running costs.Three trims are available, with the cheapest ES models getting alloy wheels and air-con. Stepping up to SE adds climate control and reversing sensors, while M Sport cars get a bodykit and lowered suspension.
Prices for the saloon go from £20,735 to £36,125. Coupé convertible and Touring estate models are also offered.
