From the April 1998 issue of Car and Driver.
Executive sedans at the $60,000-plus altitude cruise in rarefied atmosphere. Their owners are a demanding lot. They are obviously well-to-do, but value still figures prominently in their purchase decision. More opulent and expensive sedans boasting V-12 engines, flying-lady hood ornaments, and stratospheric prices exist for the money’s-no-object status seekers. But within the automotive troposphere, an executive demands comfortable accommodations, strong performance, driving pleasure, and a level of features and amenities that justify the car’s lofty price and set his or her car apart from the merely great mass-market automobiles.
Only the world’s best automakers compete at this level. We rounded up four from the old world—the Audi A8, the BMW 740iL, the Jaguar XJ8, and the Mercedes-Benz S320—and pitted them against the best sedan available from Japan, the Lexus LS400. Sadly, no American sedans compete in this price range.
It is on these flagship cars that manufacturers trot out their latest and greatest technological and safety advances, many of which eventually trickle down to bread-and-butter cars. Side airbags, stability-enhancement systems, xenon headlamps, navigation systems, solar-powered ventilation systems, and other high-tech hardware are among the features that adorn the five cars we’ve gathered for this test.
Although most owners in this price class still drive themselves, the five vehicles appearing in this test are high enough on the demographic scale that they invite that very old-school badge of wealth: the chauffeur. As such, rear-seat space and amenities are of great importance at this price point. Of the five blue-bloods we corralled for this test, three (the BMW, the Jaguar, and the Mercedes-Benz) have that limo look and ride on stretched wheelbases. The two other (the Audi and the Lexus) achieve their spaciousness without recourse to long-waisted bodywork.
Of the five, only the aluminum-bodied Audi A8 4.2 Quattro is a real newcomer, bringing its novel body structure, four-wheel drivetrain, and lusty 4.2-liter V-8 engine to bear against the big-buck players. Soldiering on in familiar sheetmetal, the Jaguar XJ8 Vanden Plas boasts a new V-8 powerplant inherited from the XK8 coupe, along with new suspension and electrical systems and all the wood and leather British craftsmen could fit into the longer-than-standard 202.7-inch body (which, by the way, makes it second only to the Benz in length).
Just a few years into its latest remake, the 1998 Lexus LS400 flaunts new variable valve timing under the hood, which substantially improves engine performance. It also features a new vehicle skid-control system (called VSC), and a resculpted front end with optional high-intensity-discharge xenon headlights.
Various upgrades have attended the BMW 740iL since its 1995 redesign. The latest of these include an inflatable tubular head-protection system for front-seat passengers, optional side airbags for rear-seat passengers, an improved dynamic stability-control system (a new yaw sensor greatly improves its ability to prevent a spin), and a navigation system.
The Mercedes-Benz S320, which is now getting a little long in the tooth as well as in the body, joins this company by way of its lofty $70,128 base price. That price dictated that this car be the only non-V-8 in the group. (The V-8-powered S420 starts at $78,581.) For 1998, the Benz S320 acquires brake assist (which applies full braking when it senses fast pedal operation), an adaptive service monitor to determine maintenance intervals, and a passenger airbag that deactivates itself when a Benz baby seat is installed. Add these to the comprehensive array of engineering innovations included in every S-class car, and they help offset the S320’s power deficit.
Which of these super sedans is best able to meet the needs and caprices of the captains of American industry? Read on and see.
5th Place: Mercedes-Benz S320
The Mercedes finished in fifth place largely because buyers on a $70,000 budget are stuck with just six cylinders’ worth of Mercedes-Benz S-class. As such, the S320 suffers a 54-to-72 horsepower deficit in this company. Our long-wheelbase test car also sports the largest and heaviest body, as well as the highest base price—$70,128. (The shorter model saves $3531 and 20 pounds.) We weren’t surprised to learn that the bestselling S-class model is the $93,561 S500.
HIGHS: Stability, space, undoubted engineering excellence.
LOWS: Modest engine power, dated styling, spartan interior appointments.
VERDICT: Too expensive, and needs more motor to play in this band.
Despite its price and power handicaps, the big Benz continued to impress us with its vaultlike structure and superb high-speed behavior. The 3.2-liter engine produced the slowest test figures, lagging the pack by at least 1.3 seconds and 6 mph in the quarter-mile, but the short-geared, torque-optimized six tugs the car around town with surprising verve. Okay, attack a mountain road with it, and you’ll be revving the bollocks off it, and you’ll encounter a gaping gear-ratio canyon between second and third gears. Nonetheless, the gear-selector strategy is still the best available, and the car performs adequately in settings appropriate to its role.
The chassis also does an admirable job of keeping this 4400-pound behemoth on track. The big Benz steered accurately—if somewhat numbly—and felt stable—if less than responsive—in all conditions we encountered. Hard cornering rolled the front tires so far over that we buffed the letters off the sidewalls, but in doing so, the S320 managed to score second best on the skidpad, registering 0.80 g.
If it’s space you’re after, the Benz has it. Voluminous up front, it tied with the BMW for the greatest amount of rear-seat space with three seat testers aboard, although they declared it to be less comfortable back there than in all but the Audi. The interior is less inviting than in some of the others because its big, bland planes and surfaces lack interesting detail and are scaled a little larger than life. Even Mercedes’s renowned ergonomics fall short of perfection. The seat adjustment “pictogram” switch, the standard of the industry, is partly obscured by the door handle. Although packed with such features as self-closing doors and a rain-sensing wiper system, the S320 feels like a stripper. All of which leaves us hoping that the new-for-1999 S-class will be prettier and priced lower.
1998 Mercedes-Benz S320
228-hp inline-6, 5-speed automatic, 4400 lb
Base/as-tested price: $70,128/$70,128
C/D TEST RESULTS
60 mph: 8.7 sec
1/4-mile: 16.7 sec @ 87 mph
100 mph: 22.8 sec
130 mph: 62.6 sec
Braking, 70–0 mph: 184 ft
Roadholding, 300-ft-dia skidpad: 0.80 g
C/D observed fuel economy: 16 mpg
4th Place: Jaguar XJ8 Vanden Plas
If it looks luxurious and it smells luxurious, well, it probably is luxurious. Unless, of course, space is a necessary component of luxury. And in this company, we think it is. Unfortunately, that’s the XJ8’s most glaring deficiency: It just isn’t quite big enough. Oh, sure, this is the Vanden Plas model, which has a wheelbase some five inches longer than that of the normal Jag and a rear door clearly longer than the original designer intended. Nonetheless, that low-slung and stylish roofline which stands the Jag three to five inches shorter than the others, dictates cramped packaging. So the driver’s position is tight for tall people, the front footwells are cramped, and headroom is at a premium.
HIGHS: Styling and interior decor provide ample allure.
LOWS: Poor space efficiency for a Jaguar on a stretch.
VERDICT: The new engine and chassis give this cat another nine lives.
Not surprisingly, the Jag scored lowest in the group in our two-passenger back-seat test, although its wide, flat backrest accommodated three shoulders abreast without overlapping, helping it outscore both the Audi and the Benz for comfort.
That’s the downside. The upside is a car with a great view down its sculpted hood and a clear view all around. Beautiful wood veneers, thick pile carpeting, and aromatic Connolly hides enfold the occupants as a melodic 4.0-liter V-8 wafts the car along on a soft, quiet suspension. So soft, in fact, that you detect the merest suggestion of float at the rear when driving alone in the car, causing one to wonder what that will mean in the corners.
Well, the XJ8’s new spring and damping rates, its new variable-assist steering rack, and its superb Pirelli P4000 tires made it feel completely at home in the twisty, hilly bits. Its 60.0-mph speed through the lane change test was 2.1 mph faster than the next best, the Lexus. Endowed with steering that feels natural and organic, a transmission that is unconfused about its mission, and a suspension that is simultaneously supple and disciplined, the Jag inspires confidence. It is also more sensitive to transitions than the BMW or the Benz, and it will rotate more willingly than either of them.
As long as you switch the automatic stability-control system off, that is. ASC controls wheelspin by retarding engine torque. We found that on dry roads it trims too much power, unbalancing the car into pronounced understeer. The brake pedal has unnecessarily long travel, as does the strange J-pattern gear selector, which manually selects gears in a counterintuitive forward-for-downshifts pattern.
Ergonomics are improved in this-generation Jaguar, but some functions remain inscrutable. How to toggle between the digital odometer and trip meter, for example. Also, it’s difficult to insert and turn the ignition key without triggering the windshield wiper/washer stalk. It’s not perfect, but the XJ8 has considerable charm and style, and it’s the next-to-least expensive car on offer in this group. That’s a seductive combination.
1998 Jaguar XJ8 Vanden Plas
290-hp V-8, 5-speed automatic, 3980 lb
Base/as-tested price: $66,367/$67,223
C/D TEST RESULTS
60 mph: 6.8 sec
1/4-mile: 15.3 sec @ 93 mph
100 mph: 17.8 sec
130 mph: 42.0
Braking, 70–0 mph: 187 ft
Roadholding, 300-ft-dia skidpad: 0.79 g
C/D observed fuel economy: 15 mpg
3rd Place: Audi A8 4.2 Quattro
Now, here’s a car whose pedigree had us anticipating a strong finish in this contest. Equipped with an all-aluminum body, an alloy V-8 of generous displacement, a five-speed automatic with Tiptronic, and an all-wheel-drive Quattro system to put the action down, we expected something spectacular.
HIGHS: A buff new body, all-wheel traction, and a sensational interior.
LOWS: A little slower than we’d expected, less dry-pavement grip than we’d like.
VERDICT: Very sweet in its sweet spot but doesn’t like to be hurried.
What we discovered is that the Audi is a very nice car, but that it manifests some paradoxical elements. It’s a large car, almost as long as the BMW and almost as wide as the Benz, but its size is effectively camouflaged by its elegant styling. Aluminum construction gives the A8 the second-lowest curb weight, at 3980 pounds (tied with the Jag). Inside the car, the occupants are surrounded by probably the most stylish trappings of the class, yet the ambience for the driver is more sporty than luxurious. It’s an extremely well-equipped car—the only one with four standard side airbags and sound-absorbing glass all around. Rear-seat comfort and space are on par with the Lexus (with two rear occupants), and the ride is quiet and smooth.
The sound from the 300-horsepower V-8 is stirring; it’s burbly at low revs, hard and manic at high revs. But despite having the most advantageous power-to-weight ratio of any car here, tall gearing and friction in the four-wheel-drive system slowed the A8 to fourth place at the drag strip. Other disappointments: Its skidpad performance, at 0.78 g, is the worst of the group, as is its 192-foot stopping distance from 70 mph. We blame the all-season Goodyear Eagle LS tires, which seem mismatched to the car’s chassis.
You see, whereas the A8 feels taut, lithe, and nimble at moderate speeds, it begins to feel less composed and less integrated as cornering speeds rise. Those Goodyears start howling early as understeer sets in, and the car pushes relentlessly if you attempt to pick up the pace. The car also becomes increasingly difficult to drive smoothly. Whereas the BMW and Jaguar retain a fluidity of function even at their limits, the Audi becomes nebulous and discombobulated. In extremes, it seems to have neither the compliance nor the body-motion control of the best cars in this class. The A8 4.2 Quattro is a technological tour de force, and if you live where it snows a lot, this is probably the best choice. Drivers who spend all their time driving within the Audi’s “sweet spot,” below eight-tenths of its capacity, will think it’s a peach. At the limit on dry roads, however, we found the A8 to be a chore. Hence, its third-place ranking.
1998 Audi A8 4.2 Quattro
300-hp V-8, 5-speed automatic, 3980 lb
Base/as-tested price: $67,565/$71,032
C/D TEST RESULTS
60 mph: 7.1 sec
1/4-mile: 15.4 sec @ 93 mph
100 mph: 17.6 sec
130 mph: 41.8
Braking, 70–0 mph: 192 ft
Roadholding, 300-ft-dia skidpad: 0.78 g
C/D observed fuel economy: 16 mpg
2nd Place: BMW 740iL
In the quest for the hearts and minds of the voters on this panel, the BMW easily cornered the hearts. The minds, however, had a tough time with a base price that is $13,562 higher than that of the Lexus. Equipped as they were for this test (both with expensive navigation systems), the BMW costs 10 grand more than the LS400.
HIGHS: Beautifully integrated chassis, strong engine, communicative steering, loads of rear-seat space.
LOWS: Shocking sticker price.
VERDICT: One of the world’s best cars, and priced accordingly.
What price excellence, readers? The BMW is probably the finest piece of chassis tuning you’ll ever encounter in a luxury car. This is a plush car that rides as quietly along the highway as the benchmark for these things, the LS400. Then it comes alive in your hands as you commit it to the canyon. The steering is firmly weighted, perhaps a touch too isolated, but it aims the nose with the precision of a vernier gauge, and its action is bionically linear. Even during hard driving, the new stability-control system proved helpful and unobtrusive.
The BMW’s ride motions are gracefully damped, and the car feels fluid and alive, even when you’re leaning hard on the 235/60HR-16 Michelins (which are the biggest tires in this group). The 4.4-liter V-8 waffles quietly most of the time, but it utters an awesome ripping snarl when working hard, and it propels the 4260-pound 740iL to 60 mph in the same time it takes the 3980-pound Jaguar to do it (6.8 seconds).
Front passenger space is generous, and the rear passengers enjoy the best space and comfort in this group of cars. The rear cabin even has those little movable footrests, just like a Mercedes 600 Pullman. Our notebooks recorded few complaints: among them, grumbles about the lack of a center console box under the peculiar sliding armrest and an interior that feels more functional than luxurious. Furthermore, we thought its navigation system was less intuitively obvious to operate and less versatile than the one in the Lexus.
Still, the imperfections are few, and the rewards to both driver and passengers are many. Only its price kept the big Bimmer out of the No. l spot. Then again, maybe you get what you pay for.
1998 BMW 740iL
282-hp V-8, 5-speed automatic, 4260 lb
Base/as-tested price: $68,175/$70,850
C/D TEST RESULTS
60 mph: 6.8 sec
1/4-mile: 15.2 sec @ 94 mph
100 mph: 17.3 sec
130 mph: 35.0 sec
Braking, 70–0 mph: 183 ft
Roadholding, 300-ft-dia skidpad: 0.81 g
C/D observed fuel economy: 15 mpg
1st Place: Lexus LS400
What can you say about a car that turns in the best acceleration and braking numbers, the second-quickest lane-change results, the quietest overall sound-meter performance, and is priced about 10 grand less than everything but the Jaguar?
HIGHS: Incomparable refinement, impeccable build quality, unbeatable value.
LOWS: Not very intimate in its tactile responses.
VERDICT: An almost perfect recipe for the luxury car.
You can say it’s the winner. You can also say it’s not everybody’s cup of tea, given that the levels of refinement and isolation are so good that its communication with the driver is subtle rather than sensual. Even there, Lexus has sought to improve matters. For 1998, the engineers made changes to the car’s steering to provide a more positive interaction with the driver. They also modified the suspension to provide better body-motion control.
There never was much wrong with the car’s suspension geometries and components, and it still attacks a winding road with surprising poise and ability. A new vehicle skid-control system works quite well, although it steps in a bit more officiously than the BMW’s system does. It’s also a pity the thing beeps at you when it’s working, as this encourages the driver to switch the system off.
Most notable among the car’s new attributes is the response that greets the throttle at low- and mid-range engine speeds. Courtesy of Lexus’s VVT-i continuously variable valve-timing system, the 4.0-liter V-8 now pulls like a locomotive without having to spin like a dervish.
The controls are still lighter to the touch than those you find in the European competition, but this-generation LS400 has moved some way toward BMW in the way it has been sharpened and tightened. It would have been a mistake for Lexus to forsake the luxury-car attributes that so shocked the world’s premium car manufacturers, so it hasn’t. The almost eerie quietness and relaxed, detached sense of isolation are still there. So are the quality materials and the meticulous fit and finish.
The LS400’s drivetrain is silken and flawless, the brakes strong and fade-free, and the car even uses fuel at a more miserly rate than its rivals. As Frank Markus noted in the logbook: “This car checks all the boxes on most luxury-car buyers’ shopping lists.” Not surprisingly, therefore, it also checks into first place.
1998 Lexus LS400
290-hp V-8, 5-speed automatic, 3960 lb
Base/as-tested price: $54,613/$60,869
C/D TEST RESULTS
60 mph: 6.4 sec
1/4-mile: 15.0 sec @ 96 mph
100 mph: 16.4 sec
130 mph: 31.9 sec
Braking, 70–0 mph: 172 ft
Roadholding, 300-ft-dia skidpad: 0.79 g
C/D observed fuel economy: 16 mpg
Source: Reviews - aranddriver.com
