Sport & Polish
The Age
Friday June 16, 2000
This time last year, the Lexus IS200 was all-new to the prestige/luxury car market, making it an obvious focal point of a giant, seven-car Prestige Drive comparison test.
In that road test it came out on top, impressing us with its on-road dynamics and athletic feel, characteristics that give the baby Lexus an obvious sporty flavor.
A year on and many of the revised or new models in this market segment offer variants with similar sporty overtones, giving us the opportunity to pit last year's prestige car winner against a fresh batch of rivals. Last time around we drove automatics, but in keeping with the sporty emphasis we chose manuals this time; for the Lexus we also opted for the sports-pack version, which comes with larger wheels and tyres.
The facelifted Audi A4 range arrived soon after our last Prestige Drive magazine hit the streets, and the leader of the mainstream A4 range, the 1.8-litre Turbo quattro, was the obvious candidate to test, as it now comes with a more powerful 132-kilowatt engine. It also received mechanical and equipment upgrades to further enhance the package.
The Peugeot 406 has undergone a significant rethink, which saw a new look inside and out, and with its traditionally strong ride/handling balance complimented by a 3.0-litre V6 coupled to a manual transmission, it begged to be included.
Volvo's smallest car, the Dutch-built 40 Series, has also been tweaked, with the car's suspension coming in for some attention and equipment levels improved. In sporty T4 guise it has a high-performance turbo that pumps 147kW and a very healthy 300 newton-metres of torque from the car's 1.9-litre, four-cylinder engine.
The Volkswagen Bora is the only all-new member of this group. Based on the Golf, it adds a boot rather than a hatch, and more aggressive front-end styling. Under the bonnet things get interesting, with a
2.3-litre V5 engine. VW is keen to promote this car as a sporty prestige model, and the engine's 110kW power peak, and perhaps more importantly, its 205Nm of torque, help make a convincing case.
In keeping with the type of cars gathered for this comparison, the Drive team took them north of Melbourne to the Driver Education Centre of Australia (DECA) in Shepparton for some fast but very wet laps of a closed road circuit, and then on to a foggy Mount Buller, before tackling the high country. All up the cars covered close to 1000 kilometres each.
Price and equipment
None of the cars in this category could be described as "poverty pack" models. All look after their occupants by offering dual front and front-side airbags as well as ABS anti-lock brakes.
As for comfort and convenience features, all come with remote locking, power windows and mirrors, climate-control air-conditioning and a stereo system with at least a single disc CD. All have alloy wheels.
At $45,990 the Bora is the cheapest car here, and with a decent list of features it is a clear winner in terms of value. There is not much missing from the Bora when compared with its rivals. It comes with 16-inch alloy wheels, cruise control, leather seats, wood trim, a chunky leather-bound steering wheel and a trip computer.
Of the others, it's a pretty close thing between the $54,564 Volvo T4 (the price has already been GST-adjusted), the $54,900 Peugeot and the $59,770 Lexus.
The 406 misses out on the leather seat trim but makes up for this in part by offering power adjustment (but no memory function) as well as nifty rain-sensing windscreen wipers that automatically adjust for the amount of moisture hitting the screen. The other unusual feature is a rear sun blind, which is simple to use and very effective at keeping rear-seat passengers cool. Cruise control is also part of the package, but the single-disc stereo is a similar unit to the one found in a $19,990 Pulsar.
The Volvo T4 makes an obvious sporty statement, coming standard with a body kit that includes a neat rear spoiler. Traction control is also part of the package. Inside, it gets leather trim, but power seat adjustment is on the options list. Otherwise the car matches most of the features of the others around this price category, with cruise control and a single-disc CD player included.
At $59,770 the Luxury option-packed IS200 (which also came with a $2467 sunroof) has its focus firmly on driver enjoyment; the car comes with 17-inch wheels and tyres, slightly firmer suspension, a sophisticated differential and some sport-look items such as drilled pedals, seat heaters and a power-operated driver's seat.
Other highlights include an in-dash six-stack CD player and traction control. However, it misses out on a trip computer and cruise control, items that should be included at this price.
Audi, like Volvo, has already introduced GST-adjusted pricing, but even with this saving the A4 Turbo quattro is still the most expensive car here. Priced at $60,900, the car we tested also came with the optional 17-inch wheels and tyres and a sunroof, adding a further $7000 to the price. To compensate, the car does come with a fine stereo system, cruise control, leather trim and, of course, the all-wheel-drive system.
VW Bora V5 *****
Peugeot 406 SV ****
Lexus IS200 Sports ****
Volvo S40 T4 SE ****
Audi A4 1.8T quattro ***
Performance
As you might expect from cars with sporty pretensions, all five offer decent performance, but, interestingly, they produce it in a variety of ways. Both the Audi and Volvo use turbocharged four-cylinder engines to crank out the kilowatts; the Peugeot has a 3.0-litre V6, the Lexus an in-line 2.0-litre six that powers the rear wheels, and the front-drive Bora sits somewhere in the middle, offering a 2.3-litre five-cylinder powerplant.
With 132kW of power and a good dollop of torque spread liberally throughout its rev range - its 235Nm peak is available from 2000rpm to 4600rpm - the Audi has plenty of poke on tap. Combine this with a sweet-shifting, five-speed manual gearbox, and its engine/transmission combination is hard to beat.
Despite a reasonably beefy kerb weight of 1420 kilograms - no doubt the quattro all-wheel-drive system takes its toll here - Audi claims a
0-100kmh time of a brisk 7.9 seconds, a figure that is substantially quicker than all but the Volvo.
Punch the engine hard and it's happy to hit the red line, remaining subdued and refined while doing it.
However, like many turbo powerplants, this one produces a dull and uninspiring exhaust note. If it's a sweet engine note you're after, then the Peugeot's 3.0-litre V6 could fit the bill, as it develops a lovely burble over 4000rpm. With 144kW it has plenty of top-end, and while its torque peak of 267Nm does not come in until 4000rpm, it is not often found wanting down low, despite its tall gearing.
What does let it down, however, is a poor gearchange, with the rather light, loose and flimsy feel to the lever taking much of the enjoyment from the driving experience. The Pug claims a 0-100kmh time of 8.2 seconds.
Of the others, it's a tight race for performance honors, with each winning and losing points for different reasons. The refinement and smoothness of the Lexus engine again impressed, with its 2.0-litre, in-line six-cylinder providing the most turbine-like of power deliveries.
But it gives the impression of being artificially strangled, as you can easily bounce the engine off the rev limiter just when the powerplant is getting into its stride. It sounds as if it could rev for at least another 1000rpm.
It could also do with more grunt, developing 114kW and a rather weak 195Nm at a high 4600rpm, making it the slowest car here.
To mask its lack of mid-range punch, Lexus has fitted a six-speed manual gearbox that works well, apart from a rather long and sticky one/two change.
Trying to keep up with the rest of the cars on test meant whoever was driving the Lexus was doing a lot more gear changing than those in the other cars. Lexus quotes 9.5 seconds for the 0-100kmh dash.
Volvo claims a 0-100kmh time of 7.3 seconds for the T4, which packs a turbo 1.9-litre four-cylinder with 147kW and 300Nm under the bonnet.
Our experience with the car shows that this feels about right, with low-speed torque giving plenty of off-the-line urge. It's also quick when overtaking, and with all that torque it is never wanting. The gearchange works well enough, but the throw is too long to be considered sporty.
Engine noise lets the Volvo down; it's by far the most raucous of the bunch. It's too rowdy for this company. It also struggles to put its power down, developing lots of wheelspin when pushed, despite a standard traction control system.
The five-cylinder Bora is close to the Lexus in output, producing the weakest power figure of 110kW, but it does make up some ground with 205Nm at 3200rpm.
Combine this with a trim kerb weight of 1345 kilograms, and the Bora is fairly quick (VW quotes 0-100kmh in 9.1 seconds). But it's not an engine you can be lazy with; you soon discover that it does lack some mid-range performance. It's important to be in the right gear. The gearbox brings no serious complaints, although like the Pug's, it has a slightly flimsy feel to it. But the five-cylinder engine is smooth and produces a slightly unusual but subtle exhaust beat.
Audi A4 1.8T quattro ****
Peugeot 406 SV ****
Lexus IS200 Sports ***
Volvo S40 T4 SE ***
VW Bora V5 ***
On the road
On a rain-soaked DECA driver training track the Audi A4 was always expected to shine, and it didn't disappoint. Its quattro drivetrain enabled the car's power to be fed to the tarmac with little fuss. The car's optional 17-inch rubber no doubt helped here. The multi-link front and rear suspension allowed the driver to dial in either under or oversteer at will, and combined with strong brakes and well-weighted steering it made the Audi the pick of the bunch. On the open road little changed, with the A4 remaining our favorite. The ride is compromised slightly by the bigger, optional wheels, the car taking on a slight harshness on initial impact, and it also develops more tyre roar than the standard model and its rivals.
The Lexus also came with 17-inch rubber, and on the track proved to be a handful. We found it quite willing to swing its tail at the slightest provocation, a trait that can easily unsettle the inexperienced.
Away from the track things improved, with the IS200 displaying a neutral to slightly understeer stance, proving that it is quite capable of covering large distances quickly and comfortably. Its 17-inch rubber developed less road roar than the Audi's. The suspension is quite soft, relying on firm and well-chosen shock absorbers to do most of the fine-tuning work. Overall, it is supple and comfortable, but it lacks some of the subtlety of control demonstrated by the Audi. Its pin-sharp steering is the pick of the bunch.
Peugeot has a reputation for fine ride and handling, and the 406 didn't let us down. It's like the Audi in that the driver could set up the 406 for both under and oversteer, with the car's chassis feeding lots of information back to the driver as it went about its business. On the road, it also proved to be an entertaining and well-sorted package, with only the steering, which offers variable power assistance, displaying a bit of inconsistency and unwanted kickback over bumps. The ride is quite soft, comfortable and generally quiet. The car's front pillars generated noticeable wind noise.
The Bora's slightly humble Golf origins ensure that this is the only car to come with a live rear axle and it is noticeable, with the back end lacking the suppleness of the others and the car tending to crash and jump over pock-marked tarmac.
The VW's ride is on the firm side, yet the Bora develops some noticeable body roll.
Throw the Bora at a corner and it will respond with safe and predictable understeer, but it lacks the entertainment value of the Audi, Lexus or Peugeot. The steering again does a good if not outstanding job of informing the driver about what is going on at the tyre/road contact point. Like the Pug, it develops some kickback over rough patches.
Hard charging and the Volvo just don't mix. Point the S40 at a corner and its nose will run very wide in a display of stubborn understeer. Combine this with lots of wheelspin and it's fairly obvious that the whole front-end of the car needs a good rethink - a facelifted S and V40 arriving in August will hopefully deliver just that. The front-end lacks compliance; the Volvo was the first to lift its wheels as it crested the undulations built into the DECA track. On the road things are better, with the understeer feeling more reassuring than annoying, but it is still far too easy to spin the wheels. The ride is a little on the firm side, and the well-weighted steering is totally devoid of feel. The car also loses marks for the amount of tyre and suspension noise it generates.
Audi A4 1.8T quattro *****
Lexus IS200 Sports ****
Peugeot 406 SV ****
VW Bora V5 ***
Volvo S40 T4 SE ***
Packaging
The Audi's combination of a well-laid-out and upmarket dash (there is little difference in the quality of the first-rate materials and dash layout from those found on the $200K-plus A8), decent interior space, comfortable supportive seats and a well-thought-out driving position is hard to ignore. Only the three-spoke wheel, which hides some of the instruments, and the overly complex markings on the speedo take away from the pleasure of being cosseted in the driver's seat of the A4 Turbo quattro.
With a sunroof in place, rear headroom for anyone over 1.8 metres tall is marginal, although legroom is fine; the rear centre position gets a lap-only seatbelt. The boot is well trimmed, large enough and the back seat folds to accommodate long items.
The IS200's dash in comparison looks like the designers were trying just a bit too hard. The watch face-inspired instruments, the touches of chrome and the wave-effect trim panels are just a little over the top. The car is also let down by borrowing a few switches and knobs from more humble Toyotas. But the quality is there and the driving position very good.
The front seats, however, are too flat, and the steering wheel rake adjustment too limiting, as it offers just a few preset positions. Rear seat head and legroom are better than the Audi's.
The Volvo always gives the impression of being a small car, but surprisingly it offers decent space in the back, with the car's plush and aromatic leather chairs making this a comfortable place to be.
Rear headroom is average but legroom is fine, although the sweep of the rear roof pillar does not make it particularly easy to get in and out.
The car's dash looks a little old hat, and the big centre section does eat into front legroom.
With its fine attention to detail and quality plastics and wood trim, the Bora will satisfy most buyers in this class, but its narrow cabin limits it to a four-seater and the overly firm and rather slippery leather-covered seats do take a bit of getting used to.
Rear legroom is fine, but like the Volvo, it's not the easiest to get in to the back, with the small door opening hindering access.
Up front there is little to complain about, although you do tend to sit rather high, giving the impression you're perched on rather than in the seats. We also found the "dead" pedal for your clutch foot was positioned too close to the driver.
It may offer the biggest rear seat and comfortable and supportive seats front and back, but the 406 comes last in this category. It's let down by a compromised driving position that punishes those with long legs, forcing them to sit closer to the wheel than is ideal, making finding the ideal wheel/body relationship almost impossible. The driver's footwell is a bit cramped.
It also lacks a bit of the quality look and feel of its rivals, with the dash layout (complete with its cheap-looking wood and coarse-grain "elephant's bum" plastic) doing nothing to convince us that this is an upmarket machine. The rather crude-looking air-conditioning switches and poorly-positioned cruise control stalk that repeatedly gets mistaken for the indicator only add to the disappointment. It does, however, win the boot battle, offering a wide and deep cargo area.
Audi A4 1.8T quattro ****
Lexus IS200 Sports ***
Volvo S40 T4 SE ***
VW Bora V5 ***
Peugeot 406 SV **
Second thoughts
Alfa-Romeo 156
A cheaper alternative to some of its German opposition, but that doesn't mean the 156 lacks style and flair. Its 2.0-litre twin-spark engine has ample performance and is a better bet than the more expensive 2.5-litre V6 version.
BMW 3-Series
Widely regarded as the benchmark to which others aspire, the E46 3-Series comes in sedan and coupe forms. Cheapest is the $51,500 318i. Notable for good RWD handling, solid construction and unbeatable pose value. Look out for pricey replacements for the M3 and convertible within a year.
Citroen Xantia
An altogether sharper looking beast than the Xsara; its hydropneumatic suspension gives the legendary ride and handling qualities of older-style Citroens. The four-cylinder Exclusive model costs $45,990 and the V6 is a whopping $53,000.
Mercedes-Benz C-class
There's an all-new C-class out later this year; engine choices include 1.8-litre four, a couple of V6es, a diesel and even a thumping 4.3-litre V8 in the AMG model. Whichever way, you'll get typically solid Benz engineering and excellent ride.
Saab 9-3
Bigger than similarly priced rivals and with a decent amount of turbo grunt, the 9-3 makes excellent buying if outright handling finesse is not on the agenda. There's a three-door, a five-door, a convertible and a few different performance levels.
VW Passat
The Passat is big and sensible and possesses that indefinable luxury aura in a gracefully subtle sedan body. There's a number of engine options, and all models are cheaper than the slightly smaller Audi A4. Go for the 1.8-litre four, the perkier turbo or the V6 with or without 4WD.
Conclusion
Audi A4 1.8T quattro
It may be the most expensive car here, made even more so by some desirable options, but if it's an upmarket car with fine on-road dynamics and strong performance you're looking for, then it's hard to go past the Audi. Its turbo engine is lag-free and refined, and the quattro system allows you to exploit the power no matter what the conditions. Its well-laid-out dash and high levels of quality also ensure that it provides the right touch of luxury. ****?
Lexus IS200 Sports
Last year's winner is certainly not disgraced in manual sports-pack form. Its fine, well-controlled ride, entertaining handling and delicate, pin-sharp steering ensure that this is a fine driver's car. But it is let down by its overly fussy and therefore slightly cheap-looking interior and a very refined and smooth engine that cries out for more power and torque. That it also lacks cruise control and a trip computer smacks of penny pinching. ****
Peugeot 406 SV
If it's space you're after, then the 406 should top this comparison, as it offers generous amounts for both passengers and luggage. But the compromised driving position and the slightly downmarket look and feel of the car's interior let it down. On the up side, the French car maker has again demonstrated that its on-road dynamic credentials are first-rate. The car's 3.0-litre V6 is a fine, strong powerplant, but driving pleasure is dulled by the vague, long-throw gearchange.
***?
VW Bora V5
By far the cheapest car in this group, this Golf-based VeeDub is an attractive proposition, as it lacks little in terms of equipment and for the most part it delivers a good and solid on-road driving experience. Its firm ride and live rear axle let it down, and the V5 engine could do with more mid-range punch, but it is smooth and quiet enough. Its lack of width means it is also a bit on the small side. ***?
Volvo S40 T4 SE
There is much to like about the Volvo; its strong, turbo engine and comfortable, plush and aromatic leather seats come to mind. However, as a driver's car it doesn't cut it, with the car's front end bamboozled by the power and torque. Generous amounts of understeer limit driver enjoyment. Refinement is compromised, as the powerplant is too noisy when pushed. Overall, it lacks the polish of its opposition. An updated model is due soon. ***
Checklist
Make and model Audi A4 1.8T quattro Lexus IS200 Sports Luxury
Peugeot 406 SV Volkswagen Bora V5 Volvo S40
T4 SE
Body style 4-door sedan 4-door sedan 4-door
sedan 4-door sedan 4-door
sedan
Price $60,900 $59,770 $54,900
$45,990 $54,564
Price as tested $67,900 $62,237 $54,900
$45,990 $54,564
Options fitted 17-inch wheels, sports sunroof none
none none
seats, sunroof
Insurance (RACV) $800* $770*
$645 $745 $595
Warranty 3-year, unlimited km 3-year, 100,000km
2-year, unlimited km 3-year, 60,000km 2-year,
unlimited
km
Mechanicals
Engine 1.8-litre turbo 4-cylinder 2.0-litre in-line
6-cylinder 3.0-litre V6 2.3-litre V5 1.9-litre
turbo
4-cylinder
Power (kW) 132kW at 6000rpm 114kW at 6200rpm
144kW at 5500rpm 110kW at 6000rpm 147kW at
5500rpm
Torque (Nm) 235Nm at 2000-4600rpm 195Nm at 4600rpm
267Nm 4000rpm 205Nm at 3200rpm 300Nm at
2400-
3600rpm
Fuel con. (L/100km) 13.2 12.0
12.2 10.9 11.7
Driven wheels All Rear Front
Front Front
Transmission 5-speed manual 6-speed manual 5-speed
manual 5-speed manual 5-speed
manual
Front suspension Wishbones, lower Double wishbone,
MacPherson struts, MacPherson struts,
MacPherson
struts,
L-arms, anti-roll bar anti-roll bar anti-roll bar
anti-roll bar anti-roll bar
Rear suspension Multi-link, Double wishbone,
Multi-arm, Torsion beam, M ulti-link,
anti-roll bar anti-roll bar
anti-roll bar anti-roll bar anti-roll
bar
Wheels 16 x 7.0-inch alloy 17 x 7.0-inch alloy
15 x 6.5-inch alloy 16 x 6.5-inch alloy 16 x 6.5-inch alloy
Tyres 205/55 215/45 205/60
205/55 205/50
Dimensions
Kerb weight 1420kg 1362kg 1455kg
1343kg 1321kg
Length 4479mm 400mm 4598mm
4376mm 4483mm
Width 1733mm 1720mm 1765mm
1735mm 1719mm
Height 1415mm 1420mm 1404mm
1446mm 1392mm
Wheelbase 2617mm 2670mm 2700mm
2513mm 2550mm
Turning circle 11.1m 10.2m 11.4m
10.9m 10.6m
Fuel tank (litres) 60 70
70 55 60
Features
Air-conditioning yes yes
yes yes yes
Remote central locking yes yes yes
yes yes
Power windows yes yes yes
yes yes
Power mirrors yes yes yes
yes yes
Front airbags yes, 2 yes, 2 yes, 2
yes, 2 yes, 2
Side airbags yes, front only yes, front only yes,
front only yes, front only yes, front
only
Anti-lock brakes yes yes
yes yes yes
Traction control no yes
no no yes
Stability control no no
no no no
Cruise control optional??? yes (automatic trans. only)
yes yes yes
CD player yes, 10-stack yes, in-dash 6-stack yes,
single yes, 6-stack yes, single
© 2000 The Age