Audi A4 v BMW 320i v Lexus IS250 v Mercedes C200 Kompressor
07-24-08, 04:38 AM
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Audi A4 v BMW 320i v Lexus IS250 v Mercedes C200 Kompressor
Luxury-tax dodgers: Audi A4 v BMW 3 Series v Lexus IS250 v Mercedes C-Class
Richard Blackburn , The Sydney Morning Herald, July 21, 2008
These four models may be top-end but they are cheap enough to avoid the luxury car tax hike. Drive put them to the test.
The cars that sneak under the Government's so-called "envy" tax are medium-sized, volume-selling models: the Mercedes-Benz C-Class, the BMW 3 Series, the Lexus IS250 and the most recent addition, the all-new Audi A4.
There was a time, not so long ago, when mention of an Audi or Lexus in the corridors of BMW or Mercedes-Benz would have been met with a sniff or a condescending smirk, but both are now grudgingly recognised as growing threats.
The 3 Series and C-Class outsell the Audi and the Lexus by roughly two to one, so the newcomers are not there yet but they have become big enough nuisances for Mercedes and BMW to take notice of them.
In fact, the impact on the two established players has been great enough to force them to do the unthinkable and discount: the new entry-level C-Class was effectively $10,000 cheaper than the model it replaced, while BMW recently started selling automatic 320i models for the same price as manuals (they used to cost an extra $2600).
The segment is extremely responsive to new model launches. Compared with the same periods last year, sales of the recently revised C-Class have rocketed threefold in the first six months of this year, while the new Audi, which went on sale in April, had a 62.5 per cent jump in sales last month.
In contrast, sales of the three-year-old 3 Series are down by 8.7 per cent and the IS250 sales are static.
So have the buyers got it right?
Before we get out the measuring tape, a word of warning: luxury cars at this level are like project homes. The entry-level price is attractive but if you make alterations to the standard layout, you'll pay through the nose.
A fully loaded version of any of these cars can cost between $80,000 and $100,000. While all the base models are below the tax threshold, some of the cars on this test have options that take them well above it.
How they compare
Audi A4, 1.8T Price: $53,500
The new A4 continues a growing trend among car makers towards "evolutionary" (read inoffensive) styling changes from model to model.
The approach may disappoint some but the conservative lines of the new A4 appear to have hit the spot with buyers.
The cabin of the new A4 would be very familiar to owners of the old model, which is no bad thing because Audi interiors are just about the best in the business: clear, easy-to- read instruments, logically laid-out controls and quality surfaces finished with the eye for detail you'd expect from a luxury brand.
The leather seats are both supportive and comfortable, although you do have to pay extra for electric adjusters.
Rear seat room is more generous and the boot is a good size, although there is a space-saver tyre under the floor. Inexplicably, there's no auxiliary audio input for MP3 players.
The big changes to the new Audi are beneath the skin. Stung by constant criticism (stoked by its German rivals) that the Audi's nose-heavy, front-wheel-drive layout compromises its roadholding, Audi has gone all out to get a better balance in the new model. The suspension has been revised and the engine positioned lower and further back in an attempt to make the car more agile through corners.
The results? While the A4 is no slouch dealing with the twisty stuff, it still can't match its German rivals and the Lexus for road-holding. It is highly competent but not as engaging as the other three.
The steering is also inconsistent; at times it is heavy at low speeds, while at highway speeds it can feel too light and twitchy.
Our test car had Audi's adjustable suspension system, which costs an extra $3200 and allows you to select from three settings: comfort (for soaking up inner-city potholes), standard and dynamic (for more enthusiastic driving).
The difference is noticeable at highway speeds, with the comfort and standard settings doing a good job of soaking up imperfections in the road surface. But at low speeds the suspension can jar over potholes, more so than the Mercedes and Lexus.
The A4's new 1.8-litre turbocharged petrol engine feels a little underdone but when teamed with the continuously variable transmission, it moves the Audi along deceptively well. The car does, however, hesitate at launch and the front wheels struggle for traction on quicker take-offs. The continuously variable transmission also takes some getting used to, as you don't get the kick-down and gear changes you get with normal automatics.
In our uphill, three-aboard test, the Audi was, however, line-ball with the V6-powered Lexus and the C-Class, which has a larger, more powerful supercharged four-cylinder.
It is also the most frugal of this group, using just 7.4 litres per 100km, compared with 7.9L/100km for the BMW, 8.4L/100km for the C-Class and 9.1L/100km for the Lexus.
At freeway speeds, the Audi feels like a luxury car should; quiet and refined, with minimal road and wind noise.
BMW 320i Price: $55,900
The 3 Series was the country's top-selling luxury car last year, accounting for roughly one in three sales in its segment. But the arrival of the C-Class has put an end to that and BMW has hit back by updating its petrol engine, making the automatic transmission standard and running a special finance offer last month.
It's a reflection of the fact that the current 3 Series model, which was launched in 2005, is starting to look a little long in the tooth. A midlife freshening is just around the corner.
Even in revised form, the 115kW four-cylinder engine (BMW added another 5kW in January) provides lacklustre performance in this company. The 3 Series was roughly five seconds slower in our acceleration test, despite a smooth-shifting six-speed automatic and an engine willing to rev.
It's a shame because the BMW is the most agile car of the group. The steering is sharp and accurate, while the car sits flat and feels composed through corners. It is screaming to be pushed harder.
The trade-off for the impressive handling is a sometimes rough ride. The run-flat tyres have very little give in them, which means you feel every bump in the road. You also get tossed from side to side over corrugations, which can get tiring and irksome. There's also a fair bit of road noise, especially on coarse road surfaces.
Inside, the layout is understated and uncluttered. Some testers thought it a little spartan, others liked the clean dash design. One thing everybody agreed on was that storage space is stingy. The centre console bin is practically useless and the user manual doesn't fit in the glovebox. BMW says the less storage space, the less temptation there is to clutter up the cabin.
The test car was an Executive model with BMW's innovations package, which costs $2500 and includes satellite navigation and the complicated i-Drive system for operating the air-conditioning, audio and sat nav. We prefer the standard layout. It may not look as flash but is less frustrating.
The front seats have good thigh and side support, although passengers complained the cushions were a bit flat and hard. Rear leg and headroom is good but you can't fit your feet under the front seats. The rear seat split-folds and has a ski port. The boot is narrow but deep and there is no spare wheel under the floor.
Mercedes-Benz C200K Price: $57,090
The C-Class is proof that even at this end of the market, buyers appreciate value. Sales are up by a stratospheric 295 per cent in the first six months of this year, catapulting the C-Class to best-seller status. The sharper pricing was a big factor in Drive's decision to make it a narrow class winner over the IS250 in last year's Car of the Year awards.
But has the quest for better value delivered a car built to a price? In some respects, the answer is yes.
The Mercedes cabin feels the least luxurious in this group. The surfaces don't have the quality look or feel of the others and the faux-leather seats (they're actually a vinyl material) don't feel up-market.
The dash has a pop-up cover over the screen in the middle and when it's open, it looks untidy.
There's nothing wrong with the ergonomics in the Mercedes, all the instrument readouts are legible and the dials and stalks in the right place, it just doesn't scream luxury.
The driver's seat is comfortable and supportive, with automatic adjustment for the seat back, but it has only a manual lever to slide it back and forth.
The centre console bin is as tiny as the BMW's but the glovebox is chilled.
The back seat is reasonably comfortable but leg room is just OK and if you want a split-fold seat, it'll cost you an extra $600.
The boot is large with a wide opening and there's a full-sized alloy wheel under the floor.
If the first impressions aren't overwhelmingly positive, the Mercedes claws back brownie points when you turn the key.
The 1.8-litre supercharged four-cylinder, while a little sluggish off the mark, shifts the C-Class efficiently. An extra gear (it has a five-speed auto) would improve performance, fuel consumption and quietness at cruising speeds.
Buyers are entitled to expect a six-speed auto in a luxury mid-sized sedan. After all, you get one in a Ford Mondeo for a fraction of the price.
The engine can get a little raucous under hard acceleration and the supercharger whine is noticeable. The C-Class also develops wind noise at freeway speeds.
Its ride, though, is the best by a decent margin, soaking up bumps and irregularities with a minimum of fuss. You can also choose between two suspension settings, comfort and sport, although our testers struggled to feel the difference.
Overall, the Mercedes feels solid and stable. The steering, while not as communicative as the BMW, is predictable and confidence-inspiring.
The C-Class grips well through corners but doesn't feel as agile as the lighter, sharper 3 Series. It does, however, have the Audi's measure in this regard.
It may not excel in every regard but the C-Class is a solid all-rounder that does nothing poorly.
Lexus IS250 Price: $56,990
The IS250 was the car that set the cat among the pigeons. Well-priced and impeccably built, it tested buyers' loyalty to a German badge when it went on sale at the end of 2005.
In its first full year on sale, it beat both the C-Class and A4 in the sales race and won its category in the Drive Car of the Year awards.
Jump into the driver's seat and it is easy to understand why. For a start, the seat itself is fully electric, heated and cooled. The cabin has a quality feel to it, with soft-touch plastics, a classy-looking instrument panel with easy-to-read dials and a decent-sized centre storage bin.
The Lexus is unique in this company because it has a V6 engine, albeit a small-capacity 2.5-litre unit. The engine puts out 153kW, which means it is comfortably the most powerful of the four. But that figure is deceptive because the Lexus's extra bulk (it weighs between 80 kilograms and 180 kilograms more than the Germans) dampens its off-the-line performance. In the 0-100kmh sprint it was line-ball with the Mercedes and Audi.
But on the open road, the V6 and six-speed automatic transmission come into their own. It is a relaxed cruiser and, because it doesn't have to rev as hard, feels quieter and more refined. On the freeway, the IS250 is easily the quietest car.
The suspension is somewhat on the firm side and can get a bit busy at low speeds on uneven roads but the reward is an engaging driving experience.
Sharp handling is not, generally, a Lexus forte but the IS250 is fun to drive. The steering gives plenty of feedback, while the car feels agile and composed through corners. It may not be in the BMW class for grip and poise but it has a better compromise between confident handling and a comfortable ride.
It's a pity, then, that the fun factor only extends to those in the front seat. The rear of the Lexus cabin is cramped and a little claustrophobic. It is not as wide across the rear bench as the others and leg room is the tightest of the four. The boot is also small, has a space-saver spare under the floor and only provides ski port access to the cabin.
The Verdict
These four are the bread-and-butter models of some of the best car makers on the planet, so there are no duds among them.
They each have impeccable safety credentials, excellent road manners and quality craftsmanship.
If you are looking for a car with razor-sharp handling, the BMW wins the contest. But lacklustre acceleration and a choppy ride means it misses the gong here.
The IS250 has plenty going for it. It has V6 power, is well-equipped and well-built, and comes with Lexus's reputation for reliability and excellent customer service. And it's fun to drive. The lack of rear leg room and its relatively thirsty engine relegated it to third overall in this contest.
That leaves the Mercedes and the Audi. The C-Class is the better drive and feels more solid and composed on the open road but the Audi is well-equipped, frugal and beautifully presented.
The A4 is not perfect. Its road manners aren't exceptional and the more expensive models don't offer the best value; this honour goes to the cheapest model.
But, overall, it offers the best balance of value for money and luxury at a price that evades the taxman's net.
Richard Blackburn , The Sydney Morning Herald, July 21, 2008
These four models may be top-end but they are cheap enough to avoid the luxury car tax hike. Drive put them to the test.
The cars that sneak under the Government's so-called "envy" tax are medium-sized, volume-selling models: the Mercedes-Benz C-Class, the BMW 3 Series, the Lexus IS250 and the most recent addition, the all-new Audi A4.
There was a time, not so long ago, when mention of an Audi or Lexus in the corridors of BMW or Mercedes-Benz would have been met with a sniff or a condescending smirk, but both are now grudgingly recognised as growing threats.
The 3 Series and C-Class outsell the Audi and the Lexus by roughly two to one, so the newcomers are not there yet but they have become big enough nuisances for Mercedes and BMW to take notice of them.
In fact, the impact on the two established players has been great enough to force them to do the unthinkable and discount: the new entry-level C-Class was effectively $10,000 cheaper than the model it replaced, while BMW recently started selling automatic 320i models for the same price as manuals (they used to cost an extra $2600).
The segment is extremely responsive to new model launches. Compared with the same periods last year, sales of the recently revised C-Class have rocketed threefold in the first six months of this year, while the new Audi, which went on sale in April, had a 62.5 per cent jump in sales last month.
In contrast, sales of the three-year-old 3 Series are down by 8.7 per cent and the IS250 sales are static.
So have the buyers got it right?
Before we get out the measuring tape, a word of warning: luxury cars at this level are like project homes. The entry-level price is attractive but if you make alterations to the standard layout, you'll pay through the nose.
A fully loaded version of any of these cars can cost between $80,000 and $100,000. While all the base models are below the tax threshold, some of the cars on this test have options that take them well above it.
How they compare
Audi A4, 1.8T Price: $53,500
The new A4 continues a growing trend among car makers towards "evolutionary" (read inoffensive) styling changes from model to model.
The approach may disappoint some but the conservative lines of the new A4 appear to have hit the spot with buyers.
The cabin of the new A4 would be very familiar to owners of the old model, which is no bad thing because Audi interiors are just about the best in the business: clear, easy-to- read instruments, logically laid-out controls and quality surfaces finished with the eye for detail you'd expect from a luxury brand.
The leather seats are both supportive and comfortable, although you do have to pay extra for electric adjusters.
Rear seat room is more generous and the boot is a good size, although there is a space-saver tyre under the floor. Inexplicably, there's no auxiliary audio input for MP3 players.
The big changes to the new Audi are beneath the skin. Stung by constant criticism (stoked by its German rivals) that the Audi's nose-heavy, front-wheel-drive layout compromises its roadholding, Audi has gone all out to get a better balance in the new model. The suspension has been revised and the engine positioned lower and further back in an attempt to make the car more agile through corners.
The results? While the A4 is no slouch dealing with the twisty stuff, it still can't match its German rivals and the Lexus for road-holding. It is highly competent but not as engaging as the other three.
The steering is also inconsistent; at times it is heavy at low speeds, while at highway speeds it can feel too light and twitchy.
Our test car had Audi's adjustable suspension system, which costs an extra $3200 and allows you to select from three settings: comfort (for soaking up inner-city potholes), standard and dynamic (for more enthusiastic driving).
The difference is noticeable at highway speeds, with the comfort and standard settings doing a good job of soaking up imperfections in the road surface. But at low speeds the suspension can jar over potholes, more so than the Mercedes and Lexus.
The A4's new 1.8-litre turbocharged petrol engine feels a little underdone but when teamed with the continuously variable transmission, it moves the Audi along deceptively well. The car does, however, hesitate at launch and the front wheels struggle for traction on quicker take-offs. The continuously variable transmission also takes some getting used to, as you don't get the kick-down and gear changes you get with normal automatics.
In our uphill, three-aboard test, the Audi was, however, line-ball with the V6-powered Lexus and the C-Class, which has a larger, more powerful supercharged four-cylinder.
It is also the most frugal of this group, using just 7.4 litres per 100km, compared with 7.9L/100km for the BMW, 8.4L/100km for the C-Class and 9.1L/100km for the Lexus.
At freeway speeds, the Audi feels like a luxury car should; quiet and refined, with minimal road and wind noise.
BMW 320i Price: $55,900
The 3 Series was the country's top-selling luxury car last year, accounting for roughly one in three sales in its segment. But the arrival of the C-Class has put an end to that and BMW has hit back by updating its petrol engine, making the automatic transmission standard and running a special finance offer last month.
It's a reflection of the fact that the current 3 Series model, which was launched in 2005, is starting to look a little long in the tooth. A midlife freshening is just around the corner.
Even in revised form, the 115kW four-cylinder engine (BMW added another 5kW in January) provides lacklustre performance in this company. The 3 Series was roughly five seconds slower in our acceleration test, despite a smooth-shifting six-speed automatic and an engine willing to rev.
It's a shame because the BMW is the most agile car of the group. The steering is sharp and accurate, while the car sits flat and feels composed through corners. It is screaming to be pushed harder.
The trade-off for the impressive handling is a sometimes rough ride. The run-flat tyres have very little give in them, which means you feel every bump in the road. You also get tossed from side to side over corrugations, which can get tiring and irksome. There's also a fair bit of road noise, especially on coarse road surfaces.
Inside, the layout is understated and uncluttered. Some testers thought it a little spartan, others liked the clean dash design. One thing everybody agreed on was that storage space is stingy. The centre console bin is practically useless and the user manual doesn't fit in the glovebox. BMW says the less storage space, the less temptation there is to clutter up the cabin.
The test car was an Executive model with BMW's innovations package, which costs $2500 and includes satellite navigation and the complicated i-Drive system for operating the air-conditioning, audio and sat nav. We prefer the standard layout. It may not look as flash but is less frustrating.
The front seats have good thigh and side support, although passengers complained the cushions were a bit flat and hard. Rear leg and headroom is good but you can't fit your feet under the front seats. The rear seat split-folds and has a ski port. The boot is narrow but deep and there is no spare wheel under the floor.
Mercedes-Benz C200K Price: $57,090
The C-Class is proof that even at this end of the market, buyers appreciate value. Sales are up by a stratospheric 295 per cent in the first six months of this year, catapulting the C-Class to best-seller status. The sharper pricing was a big factor in Drive's decision to make it a narrow class winner over the IS250 in last year's Car of the Year awards.
But has the quest for better value delivered a car built to a price? In some respects, the answer is yes.
The Mercedes cabin feels the least luxurious in this group. The surfaces don't have the quality look or feel of the others and the faux-leather seats (they're actually a vinyl material) don't feel up-market.
The dash has a pop-up cover over the screen in the middle and when it's open, it looks untidy.
There's nothing wrong with the ergonomics in the Mercedes, all the instrument readouts are legible and the dials and stalks in the right place, it just doesn't scream luxury.
The driver's seat is comfortable and supportive, with automatic adjustment for the seat back, but it has only a manual lever to slide it back and forth.
The centre console bin is as tiny as the BMW's but the glovebox is chilled.
The back seat is reasonably comfortable but leg room is just OK and if you want a split-fold seat, it'll cost you an extra $600.
The boot is large with a wide opening and there's a full-sized alloy wheel under the floor.
If the first impressions aren't overwhelmingly positive, the Mercedes claws back brownie points when you turn the key.
The 1.8-litre supercharged four-cylinder, while a little sluggish off the mark, shifts the C-Class efficiently. An extra gear (it has a five-speed auto) would improve performance, fuel consumption and quietness at cruising speeds.
Buyers are entitled to expect a six-speed auto in a luxury mid-sized sedan. After all, you get one in a Ford Mondeo for a fraction of the price.
The engine can get a little raucous under hard acceleration and the supercharger whine is noticeable. The C-Class also develops wind noise at freeway speeds.
Its ride, though, is the best by a decent margin, soaking up bumps and irregularities with a minimum of fuss. You can also choose between two suspension settings, comfort and sport, although our testers struggled to feel the difference.
Overall, the Mercedes feels solid and stable. The steering, while not as communicative as the BMW, is predictable and confidence-inspiring.
The C-Class grips well through corners but doesn't feel as agile as the lighter, sharper 3 Series. It does, however, have the Audi's measure in this regard.
It may not excel in every regard but the C-Class is a solid all-rounder that does nothing poorly.
Lexus IS250 Price: $56,990
The IS250 was the car that set the cat among the pigeons. Well-priced and impeccably built, it tested buyers' loyalty to a German badge when it went on sale at the end of 2005.
In its first full year on sale, it beat both the C-Class and A4 in the sales race and won its category in the Drive Car of the Year awards.
Jump into the driver's seat and it is easy to understand why. For a start, the seat itself is fully electric, heated and cooled. The cabin has a quality feel to it, with soft-touch plastics, a classy-looking instrument panel with easy-to-read dials and a decent-sized centre storage bin.
The Lexus is unique in this company because it has a V6 engine, albeit a small-capacity 2.5-litre unit. The engine puts out 153kW, which means it is comfortably the most powerful of the four. But that figure is deceptive because the Lexus's extra bulk (it weighs between 80 kilograms and 180 kilograms more than the Germans) dampens its off-the-line performance. In the 0-100kmh sprint it was line-ball with the Mercedes and Audi.
But on the open road, the V6 and six-speed automatic transmission come into their own. It is a relaxed cruiser and, because it doesn't have to rev as hard, feels quieter and more refined. On the freeway, the IS250 is easily the quietest car.
The suspension is somewhat on the firm side and can get a bit busy at low speeds on uneven roads but the reward is an engaging driving experience.
Sharp handling is not, generally, a Lexus forte but the IS250 is fun to drive. The steering gives plenty of feedback, while the car feels agile and composed through corners. It may not be in the BMW class for grip and poise but it has a better compromise between confident handling and a comfortable ride.
It's a pity, then, that the fun factor only extends to those in the front seat. The rear of the Lexus cabin is cramped and a little claustrophobic. It is not as wide across the rear bench as the others and leg room is the tightest of the four. The boot is also small, has a space-saver spare under the floor and only provides ski port access to the cabin.
The Verdict
These four are the bread-and-butter models of some of the best car makers on the planet, so there are no duds among them.
They each have impeccable safety credentials, excellent road manners and quality craftsmanship.
If you are looking for a car with razor-sharp handling, the BMW wins the contest. But lacklustre acceleration and a choppy ride means it misses the gong here.
The IS250 has plenty going for it. It has V6 power, is well-equipped and well-built, and comes with Lexus's reputation for reliability and excellent customer service. And it's fun to drive. The lack of rear leg room and its relatively thirsty engine relegated it to third overall in this contest.
That leaves the Mercedes and the Audi. The C-Class is the better drive and feels more solid and composed on the open road but the Audi is well-equipped, frugal and beautifully presented.
The A4 is not perfect. Its road manners aren't exceptional and the more expensive models don't offer the best value; this honour goes to the cheapest model.
But, overall, it offers the best balance of value for money and luxury at a price that evades the taxman's net.
07-24-08, 07:15 AM
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Anytime, guys. 
All great cars here, all worthy of their price tag in my opinion. If I could, I would like to have a Lexus IS350, Audi A4 3.0 TDI, MB C320 CDI and a BMW 335i in my garage!
All great cars here, all worthy of their price tag in my opinion. If I could, I would like to have a Lexus IS350, Audi A4 3.0 TDI, MB C320 CDI and a BMW 335i in my garage!
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