Bartek S.
Aerodynamic Ace
If you ask us, coupes get a bad rap. When considered in terms of cost versus units sold from the eye of a corporate accountant, the need for a lower-number and less practical two-door almost always comes into question. The more esoteric argument of passion can be made, though a bean-counting bookkeeper typically has a hard time getting his head around passion. For most enthusiasts and even the average automotive consumer, the need for a company to sell a coupe becomes a bit more understood. Inquire just what cars have people talking or are likely to create a classic and the answer is probably a coupe. Fortunately, luxury manufacturers are beginning to wake to this idea and this means svelte and swooping deuces are making a comeback.
Audi recently re-joined the fray with the voluptuous S5 – a proper sports coupe based on their new longitudinal B8 platform. With a profile befitting an Aston Martin and some of the best hardware Ingolstadt offers, the car promises to raise the allure and passion quotients at the Audi brand. However, it also faces some of the stiffest competition this particular segment has had to offer in years – specifically competition from BMW’s turbocharged 3-series and Infiniti’s improved new G37. With that in mind, we decided to take a closer look at the new Audi, alongside BMW’s 335i and the Infiniti G37, tagging along with our sister publication Motive Magazine for an in-depth hashing of this newly rekindled automotive niche.
The Usual Suspect: BMW 335i
Audi’s chief rival deserves respect when it comes to coupes, not just because the 3-series has been on dealer lots longer than the Audi and Infiniti, or that it is a usual suspect in magazine award lineups, but also because Munich has never given up on the coupe in this segment of their lineup. There’s been a 3-series coupe as long as there’s been a 3-series, and that’s saying something in the finicky world of the auto industry.
Though Audi’s S-cars have typically rivaled BMW’s M variants, movement of the two German sub-brands has changed the field a bit. BMW’s latest M3 steps up to the line on the asphalt drawn by Audi’s RS 4, and fills the gap underneath with this turbocharged version that seems to speak a forced induction language fluent to most Audi owners.
Turbochargers, direct injection and plenty of torque are descriptors one might expect to use on one of Ingolstadt’s engines - not something you’d expect to see from BMW who hasn’t built a turbocharged gasoline engine since disco was the next big thing. Nevertheless, Munich’s brawny new 3.0-liter inline six uses a pair of turbochargers and direct injection to make a torque-laden, 300-hp curve that is indubitably improved upon with ease via the aftermarket.
Though it didn’t wear an M badge, our particular 335i tester could have been built specifically to compete with the S5. Handsome Montego Blue Metallic paint ($475), a Sport Package (including 19-inch 5-spoke wheels and run-flat tires at $1100), a Premium Package (including 4-way adjustable leather seats, folding mirrors, HomeLink, BMW Assist and Bluetooth phone connectivity at $2550) and stand-alone heated seats at $500. With a base price $40,800, plus $4625 in options and a $775 destination charge, that brought the BMW to a grand total of $46,200.
To more directly compare with the S5, our car could have also had the $2100 Navigation system. However, that would have also added iDrive and a rather unsightly protrusion on the BMW’s upper dash, so our tester was more the enthusiast’s choice sans Nav. Nevertheless, the Bimmer’s turbocharged package and pricing make it a most worthy competitor.
Stepping Up Its Game: Infiniti G37
The first Infiniti G37 was almost a bit of an afterthought. It seemed fairly transparent in its position as a more luxurious and less iconic take on Nissan’s Z-car. Well-accepted and respected by the public, it still wasn’t playing in BMW’s league within the coupe segment. Times have changed though, and Infiniti is showing they’ve upped their gam – something that might be cause for concern for the Germans.
Of the new G37 lineup, it’s the more aggressive G37 Coupe Sport (badged G37S) that seemed best slated to take on two Teutonic rivals. With 19-inch wheels, 4-piston front brakes, sport suspension and a viscous limited slip differential, the Infiniti has serious performance credentials and appropriately takes its place against these two more expensive rivals.
The G37 has a more voluptuous and refined appearance than its predecessor. The look is evolutionary, yet notably more handsome. Underneath the bodywork is a 330 hp version of Nissan’s reputable VQ-series V6, with 3.7-liters and variable valve event lift technology for improved torque delivery.
If there’s a bargain to be had in this group of coupes, it’s definitely the Infiniti. Base price is $35,550 equipped with 6-speed manual transmission as fitted in our Athens Blue G37S test car. With such a low starting point, one can choose to tick every box on the S’ options list – a list that includes cool kit like 4-Wheel Active Steering, XM NavTraffic real-time traffic navigation integration and 9.3-gig Music Box hard drive. Opt for all that and the Infiniti will jump to $45,345. That’s still under the sticker on our BMW tester and about five grand less than the S5’s base price of $50,500.
New to the Field: Audi S5
Audi returns to the American market with their first coupe since 1991. Sixteen years is a long time to be absent, though Audi returns with wild abandon in the form of the muscular S5.
With the saltiest pricetag of the lot, it’s not surprising that the S5 also has the highest level of power. 354 hp throb out of its 4.2-liter V8 FSI engine and through the car’s 40:60 split quattro all-wheel drive.
We’ve tested the S5 before in the Italian countryside around Bologna, but now wanted to see how it measured up against two of its most serious rivals here in America, on American streets and American tracks.
Acceleration
There’s no more widely quoted measurement than acceleration and no better way to measure that than at the typical American 1/4 mile dragstrip. For that, we’d head to Great Lakes Dragway in Union Grove, Wisconsin one Wednesday evening for their “Test and Tune” session.
Rules at the track are fairly simple. You have to wear a shirt with sleeves, i.e. no “wife beaters” or sweaters you can only take off by shaving your back. You have to wear shoes, long pants and, if you break through the 14-second mark, you have to wear a helmet.
If there’s a question of Audi becoming more recognized in mainstream America, it was quickly answered at the strip. Four kids who arrived in a Jeep Grand Cherokee from Chicago were instantly all over the car, sitting in it and taking cell phone photos. Perhaps that wasn’t so surprising, but the moment we did a spit take on our Red Bull was when a kid driving a beat-up but powerful-sounding first-gen Camaro came over and specifically asked if he could square off against the Audi.
“What makes you want the Audi,” we asked?
“It’s got a V8,” was the answer we should have expected.
Long story short – both the BMW and the Audi required a helmet after a pass or two. The BMW was fastest, putting down a 13.693 1/4 mile, then the Audi at 13.801, followed by the Infiniti at 14.293 seconds. A number of other muscle car owners present, including the guy with the gen-1 Camaro never had to pull the helmet out of the bag.
On the Road
Driving back to Chicago, there was more of a chance to stretch the cars’ legs. With its large and luxurious interior, the S5 seems the best of the lot. Torque from the big V8 seems always on tap, and the cockpit is clearly the most luxurious… almost gluttonous.
If you wanted entertainment though, the S5 shows itself as both best and worst in some ways. The audio system tied into Audi’s MMI interface is comprehensive and the Bang & Olufsen audio system is quite impressive, but kit like the iPod-friendly Audi Music Interface and Sirius satellite radio are optional. Both are great, but our car had neither. Considering Audi doesn’t bother with a basic audio input jack, it relegated the S5 to least functional for using any sort of MP3 device without the AMI system.
Not as luxurious inside as the Audi, the BMW is still a comfortable environment and easy to drive. In typical BMW fashion, finding reverse is a bit of a trick for a Bimmer newb, but forward gears are thoroughly enjoyable as a generous amount of torque is nearly as seamless as the Audi’s V8.
Cupholders aren’t terribly flexible, mounted in the dash Porsche-style, but they do a fairly decent job keeping drinks cold since the bottle blocks the air conditioner vent. As the sun sets, dash lighting is in traditional BMW amber - more calming than the others we’re told, but it’s also not as easily read as the Audi’s red or Infiniti’s bluish-white.
Our test BMW was also without Munich’s own comprehensive iPod interface, though an auxiliary audio input jack still made playing an MP3 device an option… even if the solution wasn’t as trick.
Inside the Infiniti is one place the car shows its Japanese heritage well-beyond the washi-paper finish of the aluminum interior trim. There’s the large pod of screen and controls in the top center of the dash (nav or no nav), which may take some getting used to if your experience is with European makes. Nevertheless, it becomes second nature after a few miles of learning the ropes.
Our particular Infiniti also lacked the brand’s Infiniti Interface System integration, one that also allows full access to your iPod. What it did have though was both the aforementioned hard drive and trick dual auxiliary input that allows you to play audio while driving and video over the nav screen with the emergency brake applied. As far as mobile entertainment, the advantage went to the Infiniti with its NavTraffic, hard drive and video input.
At the Track
In order to ascertain how these coupes would handle at the limit, we headed to Tire Rack’s facility in Indiana and took to their short test track to learn the nuance of each car. On the track, the balance tips the scales another direction. Both the BMW and the Infiniti are rear-wheel drive, giving them a bit of an edge in the fun-to-drive competition.
Around Tire Rack’s short course, the BMW seemed best balanced. With ESP disengaged, oversteer was there for the taking. No doubt, this was probably helped by the car’s relative ease to break traction as it had no locking rear differential. There’s not even one available yet, making upgrades for those with ideas of a cheaper DIY M3 more than just a matter of buying a hotter ECU.
With the combination of rear-wheel drive, massive brakes and a limited slip diff standard, all mounted in Nissan’s capable front-mid-engine style chassis, the Infiniti is a force to be reckoned with. Around the track, the G37S is nimble and capable, though it is dialed in for a greater common denominator and understeers more than we’d like. Pushing it to oversteer and bring the tail around is also more a chore as it puts the torque down so effectively, making it likely faster around a particular corner than the BMW, but not nearly as dramatic.
Speaking of less drama, the test track is where the S5 clearly shows its larger and more grand touring oriented nature. Around the tight turns at Tire Rack’s facility, the S5 feels both large and less nimble than the other two. It’s not lumbering, and, in fact, it’s the best factory Audi with longitudinally-mounted front engine we’ve driven. Like the Infiniti, it’s dialed in to understeer more than over, and all-wheel drive makes for even less hooliganism potential without resorting to a Scandinavian Flick… even that giving diminishing returns with so little ground to cover and a bone dry surface.
The Verdict
At the end of the day, our staff sitting around the table at a remote Cracker Barrel on the way home, discussion of the merits of each car was loud and vocal. No surprise, each insights passion that most sedans can only dream of.
The Infiniti represents an incredible bargain, willingly able to hang with cars significantly more expensive. Some design elements are quirky, and the interior feels a tick or two below that of the BMW, but all-told, the G37S is world class and rightfully attracts supporters well beyond those who are looking for a bargain.
The BMW is a stalwart. It continues to do what it has done well for a very long time. It soldiers on, loyal to the segment. It offers an engine for which tuners and enthusiasts alike will salivate themselves into knee-deep puddles. It’s world class, if you don’t mind oddball eccentricities like the cupholders, iDrive and the like. That it doesn’t have either an M badge or obvious marketable performance designation is somewhat of a puzzler, but not nearly as much as the lack of limited slip differential that left us wanting considerably. Still, it was probably the most agile on the track.
The S5 is the glutton. It’s just barely larger, but it feels big. Its interior not only beats the Infiniti and the 3-series handily, it gives BMW’s larger and significantly more expensive 6-series a run for its money. While notably better than S4 models that precede it, the Audi still suffers, albeit less-so, if your priority is stepping out for a soirée of oversteer from time-to-time. In this group, no surprise, the S5 is our pick. We’d be happy in any, but the long drive back from Indiana had most of us jockeying for the key with the four rings. In the real world and on real roads, there is no substitute so long as you can handle the price of entry.
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