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Four-Door Firepower - Article - Road and Track
1st Place - Audi S4 Quattro
Photos | Video
Points 394.0
Lap time: 1:00.41
Apologies to DiCaprio, Winslet, Cameron, et al., but the S4 Quattro is truly one of those “I’m king of the world!” cars. Its addictive blend of power, grip, agility and style is enough to make you shout from the bowsprit...or at least from its generously bolstered high-back driver’s seat.
First off, it’s a straight-line rocket, the only car here to crack 13 seconds in the quarter mile. Its direct-injected 3.0-liter V-6 is supercharged using the same 4-lobe high-helix Roots technology as the ZR1 Corvette, and the result is near-instantaneous throttle response, cannonball slugs of low-end torque and a yogurty smoothness right to redline. “More potent than I expected,” said Bailey.
Its drivetrain also drew high praise, the standard Quattro all-wheel drive augmented by the Sports Rear Differential (part of the optional $3950 Audi Drive Select package) that provides the same type of torque-vectored yaw control as the Acura. But the Audi goes one better, with a more natural handling feel and a wider range of throttle-induced rotation. “The diff really does make the S4 feel like a rear-driver on exit,” said Bornhop, “a well-controlled one in stark contrast to the G37.” Of course, the wide 255-mm Dunlops play an essential part in controlling the mass, as the S4 weighs in at over 2 tons, the portliest of the bunch. It’s not quite as fluid and lithe as the BMW in its handling balance, but it’s a truly satisfying and effective tool for neatly clipping apexes, whether on a back road or racetrack. Around Streets of Willow, it beat the second-quickest car, the TL, by 1.1 sec.
By virtue of Audi Drive Select, the S4’s throttle response, damping, steering and diff action can be adjusted independently, and the Comfort setting no doubt helps to ace the Ride category in our subjective ratings. Steering is sharp and brimming with road feel, and brake pedal firmness and ease of modulation were judged to be the Infiniti’s equal.
The S4 also knocks it out of the park in styling. Inside, those high-back seats look and feel fantastic, and just-so bright metallic accents really set off the sporty gauges and center console buttons. Said Bailey, “I particularly like the MMI interface with its little joystick in the controller knob.” But in this sort of car, who wants to set the parking brake with the push of a button, followed by the squawk of a laboring electric motor? Please, Audi, a proper mechanical handbrake would fit the S4’s character much better.
So the question remains: Is the S4 the perfect sports sedan? Close, but the shifter—while solid-feeling and a joy for everyday use—hangs up on the 2–3 change when really rushed. Golfers won’t like the narrow (yet deep) trunk because you can’t put your clubs in laterally. Rear seat room is tight. And then there’s that high price, with more than $12,000 in options alone. But as you can see in the final points tally, the S4 Quattro comes about as close to perfection as (a lot of) money can buy.
2nd Place - BMW 335i Sport
Photos | Video
Points: 379.9
Lap Time: 1:01.8
As optioned, this BMW is about as pure as a modern sports sedan can be—lightest of the group; fitted with the M Sport package with its firmer suspension, wider tires, sports seats and fat-rimmed steering wheel; and equipped with a bare minimum of infotainment gadgets (the first test BMW in recent memory not to have the iDrive system). And the 335i’s singular focus comes through with the most information-laden steering (“The wheel feels directly connected to the front tires,” offered Kim) and suspension tuning and damping that allow for carving wide, predictable arcs at the limit, unperturbed by mid-corner bumps. “This car, like other Bimmers, just does what the driver expects it to do,” offered Bornhop. For the hardest driving, we wish it had a limited-slip diff as inside wheelspin reduced our throttle-oversteer options a little.
Its 3.0-liter twin-turbo straight-6 is seriously good too—smooth, eager to rev, its only real vice being some turbo-lag softness at lower rpm. “It doesn’t have a lot of deep-down torque; I’m sure Steve Dinan could fix that easily enough,” offered Bailey. Impromptu roll-on tests (4th gear, starting at 60 mph) against the G37 had the Infiniti jumping ahead initially, reeled in by the BMW once the turbos had spooled. The shifter feels positive in the slightly notchy, rubberized way that BMWs have had for decades, and clutch take-up is second nature. And the sliding-caliper brakes, though not as rock-solid as the Audi’s or Infiniti’s, returned decent pedal feel and fade resistance.
Appearance-wise, the 335i cuts a dashing figure with its M Sport fascias and sills, halo headlight rings and the best-looking wheels of the lot. Inside, we wish the dash matched the exterior’s sportiness, its second-trimester bulge adopted from the 7 Series, but the dimpled-leather M-badged wheel and shift knob do help matters. Controls are direct, gauges are no-nonsense, sightlines are clear and overall, it’s an environment that seems to say, “Hey, you’re no Nelson Piquet, but I’ll help you achieve your personal best.” Aside from the dash, we would change suppliers for the standard-issue radio with its murky orange markings and row of identically sized buttons.
So in the final tally, it’s close but no cigar for the 335i, but in your own automotive universe, cigars may be highly overrated. Not to denigrate its considerable technology, but the 335i is appealingly old school in its approach—a pure rear-driver with power, poise and precision.
3rd Place - Infiniti G37S Sport
Photos | Video
Points: 358.3
Lap time: 1:01.96
Entering 2010 with a minor facelift (look hard at the headlights and relocated fogs), the G37 feels like an old, familiar friend, with a few rough edges. “The G37 has so much potential,” said Kim. “If only...that’s what I found myself saying whenever I drove the car.” Yes, the once-fabled VQ V-6 engine is showing its age, far thrashier near redline than the others, sending sizzling vibrations though the shift knob and seat. Yet it’s still a torquey and likable engine, the second most powerful at 328 bhp, paired with a great mistake-proof gearbox and second-nature clutch with a firm, easily modulated bite.
Were there a “Yeehaw!” category in the ratings, the G37S Sport would top the chart. Like its predecessor, the G becomes wildly tail-happy when driven aggressively with the traction/stability control defeated, fun on the street and an exercise in oversteer mitigation on the track. “Who knew that a modern car would oversteer so readily?” queried Bornhop rhetorically. Actually, we really like that trait, but its chassis imprecision, not so much—there’s a dose of understeer on turn-in that morphs to oversteer as power is applied, lending a slightly ragged, two-stage feel to transitions. Nevertheless, once you’ve learned its quirks the G37S Sport is a very capable machine, with excellent fixed-caliper brakes clamping the largest rotors of the group through R-Spec pads (a $370 option).
Having the longest wheelbase here pays dividends in rear passenger space, but a couple of us had front-seat head room issues...we kept repeatedly pushing the seat adjuster in an effort to lower ourselves in the car. Some appreciated the simple elegance of the interior, while others judged it too plain; in any case, there are well-delineated groupings of buttons for both ventilation and sound systems; and the analog clock and brushed aluminum surround finish things off nicely. Interestingly, the G has both a touch screen and infotainment knob/button interface, but most needed to rock slightly forward in the seat to reach them. The entire gauge binnacle adjusts with the steering column, a nice touch that reminds us of the Porsche 928.
Exterior styling of the G ranked second lowest, but if you like the Organically Grown school of design, this is one of your classier interpretations. There’s a lot of goodness here, with a generous roster of standard features for the lowest as-tested price in the comparison—by more than $4000.
4th Place: Acura TL SH-AWD
Photos | Video
Points: 354.6
Lap Time: 1:01.51
If the TL were a judged Olympic event...say, halfpipe snowboarding...it would receive high technical marks but take a hit on style. Most of us just haven’t warmed up to the TL’s somewhat thick-looking overall proportions, tapered tail and chromed beak of a grille, especially as this body style followed the universally admired third-generation model. Inside, it’s as if the TL is trying too hard to convey a high-tech image, and the result is a lot of clutter, especially with the exaggerated gauge shrouds and busy center stack. “Too many buttons with too much fragmentation,” said Kim.
Yet it’s quite surefooted on the road, partly due to its sticky Michelin Pilot Sport PS2 tires and Super Handling All-Wheel Drive, which through a combination of side-to-side torque transfer and overdriving the outside rear wheel, effectively reduces the dreaded push. By virtue of being able to get on the gas sooner, it was slightly quicker than both the 335i and G37S Sport around the track, despite having the poorest power/weight ratio of the test. “The SH-AWD really helps with power-on exits,” said Bornhop, “dramatically reducing understeer but not to the point of creating fun oversteer.” Its brakes, although generating the shortest stopping distances of the four, use noticeably smaller rotors (12.6 in. up front) and generate the least confidence through pedal feel.
The TL’s VTEC-enhanced engine is a smooth-revving gem, and its shift linkage’s action is delicate and well defined, perhaps a little frail-feeling compared to the others. All the while, the V-6 seems soft on torque down low, and the clutch lacks a solid engagement feel. Everyone agreed that the TL’s electrically assisted steering was the least communicative. “The steering is numb and overly assisted,” said Bailey. The TL did ace the Seats category with its amply bolstered buckets that offer great support without compromising comfort. An especially high liftover threshold reduces its trunk’s usefulness, but there’s generous volume within.
There are a lot of other things to like about the TL. Its larger size offers roomy accommodations in the back seat; its ELS audio system is exceptional; the list of standard equipment is impressive; and the ride quality is among the best. And its handling is hard to fault from a clinical standpoint, as it flat goes where you steer it, albeit in a slightly robotic way. More driver involvement through better-weighted, crisper steering would go a long way toward making the TL the complete package. And about that styling...
0­–40 mph 3.0 2.3 2.6 2.6
0­–10 mph 0.3 0.2 0.3 0.4
1st Place - Audi S4 Quattro
Photos | Video
Points 394.0
Lap time: 1:00.41
Apologies to DiCaprio, Winslet, Cameron, et al., but the S4 Quattro is truly one of those “I’m king of the world!” cars. Its addictive blend of power, grip, agility and style is enough to make you shout from the bowsprit...or at least from its generously bolstered high-back driver’s seat.
First off, it’s a straight-line rocket, the only car here to crack 13 seconds in the quarter mile. Its direct-injected 3.0-liter V-6 is supercharged using the same 4-lobe high-helix Roots technology as the ZR1 Corvette, and the result is near-instantaneous throttle response, cannonball slugs of low-end torque and a yogurty smoothness right to redline. “More potent than I expected,” said Bailey.
Its drivetrain also drew high praise, the standard Quattro all-wheel drive augmented by the Sports Rear Differential (part of the optional $3950 Audi Drive Select package) that provides the same type of torque-vectored yaw control as the Acura. But the Audi goes one better, with a more natural handling feel and a wider range of throttle-induced rotation. “The diff really does make the S4 feel like a rear-driver on exit,” said Bornhop, “a well-controlled one in stark contrast to the G37.” Of course, the wide 255-mm Dunlops play an essential part in controlling the mass, as the S4 weighs in at over 2 tons, the portliest of the bunch. It’s not quite as fluid and lithe as the BMW in its handling balance, but it’s a truly satisfying and effective tool for neatly clipping apexes, whether on a back road or racetrack. Around Streets of Willow, it beat the second-quickest car, the TL, by 1.1 sec.
By virtue of Audi Drive Select, the S4’s throttle response, damping, steering and diff action can be adjusted independently, and the Comfort setting no doubt helps to ace the Ride category in our subjective ratings. Steering is sharp and brimming with road feel, and brake pedal firmness and ease of modulation were judged to be the Infiniti’s equal.
The S4 also knocks it out of the park in styling. Inside, those high-back seats look and feel fantastic, and just-so bright metallic accents really set off the sporty gauges and center console buttons. Said Bailey, “I particularly like the MMI interface with its little joystick in the controller knob.” But in this sort of car, who wants to set the parking brake with the push of a button, followed by the squawk of a laboring electric motor? Please, Audi, a proper mechanical handbrake would fit the S4’s character much better.
So the question remains: Is the S4 the perfect sports sedan? Close, but the shifter—while solid-feeling and a joy for everyday use—hangs up on the 2–3 change when really rushed. Golfers won’t like the narrow (yet deep) trunk because you can’t put your clubs in laterally. Rear seat room is tight. And then there’s that high price, with more than $12,000 in options alone. But as you can see in the final points tally, the S4 Quattro comes about as close to perfection as (a lot of) money can buy.
2nd Place - BMW 335i Sport
Photos | Video
Points: 379.9
Lap Time: 1:01.8
As optioned, this BMW is about as pure as a modern sports sedan can be—lightest of the group; fitted with the M Sport package with its firmer suspension, wider tires, sports seats and fat-rimmed steering wheel; and equipped with a bare minimum of infotainment gadgets (the first test BMW in recent memory not to have the iDrive system). And the 335i’s singular focus comes through with the most information-laden steering (“The wheel feels directly connected to the front tires,” offered Kim) and suspension tuning and damping that allow for carving wide, predictable arcs at the limit, unperturbed by mid-corner bumps. “This car, like other Bimmers, just does what the driver expects it to do,” offered Bornhop. For the hardest driving, we wish it had a limited-slip diff as inside wheelspin reduced our throttle-oversteer options a little.
Its 3.0-liter twin-turbo straight-6 is seriously good too—smooth, eager to rev, its only real vice being some turbo-lag softness at lower rpm. “It doesn’t have a lot of deep-down torque; I’m sure Steve Dinan could fix that easily enough,” offered Bailey. Impromptu roll-on tests (4th gear, starting at 60 mph) against the G37 had the Infiniti jumping ahead initially, reeled in by the BMW once the turbos had spooled. The shifter feels positive in the slightly notchy, rubberized way that BMWs have had for decades, and clutch take-up is second nature. And the sliding-caliper brakes, though not as rock-solid as the Audi’s or Infiniti’s, returned decent pedal feel and fade resistance.
Appearance-wise, the 335i cuts a dashing figure with its M Sport fascias and sills, halo headlight rings and the best-looking wheels of the lot. Inside, we wish the dash matched the exterior’s sportiness, its second-trimester bulge adopted from the 7 Series, but the dimpled-leather M-badged wheel and shift knob do help matters. Controls are direct, gauges are no-nonsense, sightlines are clear and overall, it’s an environment that seems to say, “Hey, you’re no Nelson Piquet, but I’ll help you achieve your personal best.” Aside from the dash, we would change suppliers for the standard-issue radio with its murky orange markings and row of identically sized buttons.
So in the final tally, it’s close but no cigar for the 335i, but in your own automotive universe, cigars may be highly overrated. Not to denigrate its considerable technology, but the 335i is appealingly old school in its approach—a pure rear-driver with power, poise and precision.
3rd Place - Infiniti G37S Sport
Photos | Video
Points: 358.3
Lap time: 1:01.96
Entering 2010 with a minor facelift (look hard at the headlights and relocated fogs), the G37 feels like an old, familiar friend, with a few rough edges. “The G37 has so much potential,” said Kim. “If only...that’s what I found myself saying whenever I drove the car.” Yes, the once-fabled VQ V-6 engine is showing its age, far thrashier near redline than the others, sending sizzling vibrations though the shift knob and seat. Yet it’s still a torquey and likable engine, the second most powerful at 328 bhp, paired with a great mistake-proof gearbox and second-nature clutch with a firm, easily modulated bite.
Were there a “Yeehaw!” category in the ratings, the G37S Sport would top the chart. Like its predecessor, the G becomes wildly tail-happy when driven aggressively with the traction/stability control defeated, fun on the street and an exercise in oversteer mitigation on the track. “Who knew that a modern car would oversteer so readily?” queried Bornhop rhetorically. Actually, we really like that trait, but its chassis imprecision, not so much—there’s a dose of understeer on turn-in that morphs to oversteer as power is applied, lending a slightly ragged, two-stage feel to transitions. Nevertheless, once you’ve learned its quirks the G37S Sport is a very capable machine, with excellent fixed-caliper brakes clamping the largest rotors of the group through R-Spec pads (a $370 option).
Having the longest wheelbase here pays dividends in rear passenger space, but a couple of us had front-seat head room issues...we kept repeatedly pushing the seat adjuster in an effort to lower ourselves in the car. Some appreciated the simple elegance of the interior, while others judged it too plain; in any case, there are well-delineated groupings of buttons for both ventilation and sound systems; and the analog clock and brushed aluminum surround finish things off nicely. Interestingly, the G has both a touch screen and infotainment knob/button interface, but most needed to rock slightly forward in the seat to reach them. The entire gauge binnacle adjusts with the steering column, a nice touch that reminds us of the Porsche 928.
Exterior styling of the G ranked second lowest, but if you like the Organically Grown school of design, this is one of your classier interpretations. There’s a lot of goodness here, with a generous roster of standard features for the lowest as-tested price in the comparison—by more than $4000.
4th Place: Acura TL SH-AWD
Photos | Video
Points: 354.6
Lap Time: 1:01.51
If the TL were a judged Olympic event...say, halfpipe snowboarding...it would receive high technical marks but take a hit on style. Most of us just haven’t warmed up to the TL’s somewhat thick-looking overall proportions, tapered tail and chromed beak of a grille, especially as this body style followed the universally admired third-generation model. Inside, it’s as if the TL is trying too hard to convey a high-tech image, and the result is a lot of clutter, especially with the exaggerated gauge shrouds and busy center stack. “Too many buttons with too much fragmentation,” said Kim.
Yet it’s quite surefooted on the road, partly due to its sticky Michelin Pilot Sport PS2 tires and Super Handling All-Wheel Drive, which through a combination of side-to-side torque transfer and overdriving the outside rear wheel, effectively reduces the dreaded push. By virtue of being able to get on the gas sooner, it was slightly quicker than both the 335i and G37S Sport around the track, despite having the poorest power/weight ratio of the test. “The SH-AWD really helps with power-on exits,” said Bornhop, “dramatically reducing understeer but not to the point of creating fun oversteer.” Its brakes, although generating the shortest stopping distances of the four, use noticeably smaller rotors (12.6 in. up front) and generate the least confidence through pedal feel.
The TL’s VTEC-enhanced engine is a smooth-revving gem, and its shift linkage’s action is delicate and well defined, perhaps a little frail-feeling compared to the others. All the while, the V-6 seems soft on torque down low, and the clutch lacks a solid engagement feel. Everyone agreed that the TL’s electrically assisted steering was the least communicative. “The steering is numb and overly assisted,” said Bailey. The TL did ace the Seats category with its amply bolstered buckets that offer great support without compromising comfort. An especially high liftover threshold reduces its trunk’s usefulness, but there’s generous volume within.
There are a lot of other things to like about the TL. Its larger size offers roomy accommodations in the back seat; its ELS audio system is exceptional; the list of standard equipment is impressive; and the ride quality is among the best. And its handling is hard to fault from a clinical standpoint, as it flat goes where you steer it, albeit in a slightly robotic way. More driver involvement through better-weighted, crisper steering would go a long way toward making the TL the complete package. And about that styling...
Time to speed
Acura TL SH-AWD Audi S4 Quattro BMW 335i Sport Infiniti G37S Sport
Acura TL SH-AWD Audi S4 Quattro BMW 335i Sport Infiniti G37S Sport
0­–120 mph 19.2 16.0 17.3 17.4
0­–110 mph 15.813.3 14.4 14.6
0­–100 mph 13.111.0 11.7 12.3
0­–90 mph 10.7 8.9 9.6 10.0
0­–80 mph 8.5 7.3 7.9 8.3
0­–70 mph 6.85.9 6.3 6.7
0­–60 mph 5.2 4.5 4.7 5.1
0­–50 mph 4.0 3.4 3.7 3.9
0­–40 mph 3.0 2.3 2.6 2.6
0­–30 mph 1.8 1.5 1.8 1.8
0­–20 mph 1.0 0.8 1.1 1.1
0­–10 mph 0.3 0.2 0.3 0.4
