gavriil

$70,000 Luxury Sedans

Featured in This Comparo

Audi A8L
BMW 745i
Jaguar XJ8
Lexus LS430
Mercedes-Benz S430
Volkswagen Phaeton

We test six sedans for those who can plunk down $100,000 and say, 'Keep the change.'

BY PATRICK BEDARD
PHOTOGRAPHY BY AARON KILEY
December 2003


Let's just say that a guy who engineers for himself a $197.2 million retirement package as head of the New York Stock Exchange probably doesn't see himself in a Hyundai. So we're thinking large this month, inspired by the appetites of Dick Grasso. What's a good set of wheels for those make-do days when the chauffeur is off?

Has there ever been a better time to be a fat cat? At roughly 70 large, we have three all-new sedans for 2004, another that's been nicely upgraded, yet another that was so radically redesigned for 2003 we still haven't, uh, forgiven the maker, and finally, an aging S-class Mercedes-Benz. God knows Mercedes-Benzes don't have to be new to get respect.

Aluminum is fashionable this season—two of the new guys have light-alloy bodies. One of them even manages to be impressively light. The V-8 Jaguar XJ8 steps off the scale, fully dressed, at 3838 pounds. New money could pretend otherwise in this beauty; the look is an evolution of the svelte shape that's been winning admirers since it first appeared on the XJ6 in the late 1960s. We should all age so handsomely.

At first glance, you get more aluminum for your bucks in the Audi A8L, a hefty 4483 pounds' worth. In fact, you get more beef, too, some of it invested in the Quattro all-wheel drive, more in the 19-inch tires at each corner, and behold those brake rotors sized to cover manholes. Basic black sheetmetal never looked more potent. Imagine the Terminator in a tuxedo; the Dick would gain six inches putting on this one.

Another way of downplaying shiny new cash, at least in theory, is to drive a Volkswagen. With chrome VW emblems the size of salad plates on each end, the Phaeton feigns humility. Just don't let anyone near enough to see the opulent wood and leather lining of the passenger compartment. Yes, compartment is the right image, kind of the last step up before having your own private railroad car. Although prices have yet to be announced, VW spokesmen estimate $69,800 for the example we tested. And they're famous for their low-balls.

Over the years, BMWs have earned an impressive number of top spots in our comparison tests. But for its all-new 7-series last year, the Munich automaker abruptly changed its winning formula, away from endearing machinery toward an off-putting immersion in control knobbing. The 4.4-liter V-8 is stronger than ever, the chassis packs admirable refinements, but there's this interface problem. Still, we happily offer second and third chances to anything wearing a BMW label. Let's give forgiveness one more try.

Nobody, on the other hand, has ever been put off by a Lexus, except masochists. The LS430 treats everybody right. This carmaker puts its efforts into creature comforts and hides the technology behind sumptuous leather. Although this four-door has been around since 2001, upgrades for the new model year include a six-speed automatic, headlights that point where you steer, knee airbags for front occupants, and optional climate-controlled seats both front and back. For those times when Mr. Grasso chooses to be driven, there's an even better feature, the optional Ultra Luxury package, which elevates back-seat accommodations to the expectations of any Third World dictator. For only $11,320 extra, why not?

Of course, dictators are known to prefer Mercedes-Benzes. And the S430 has been pleasing princes, pashas, and potentates since late in the last century. Well, pleasing those willing to forgo the big-V-8 hustle of the S500 and S600, that is. Given Grasso's current employment status—call him hooted into retirement—we reckon he's in less of a hurry.

But the moderate engine is hardly matched by moderation in price—this Benz is the heavyweight of our bunch at $87,975.

Putting aside the public pickle he's been in recently, you could argue that Grasso is still one of the luckiest guys on the planet. This staff doesn't choose new cars for just any mega-mogul. But inquiring minds insist on knowing: What would Dick Grasso drive?

Very well. Let the auditions begin.

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Sixth Place
Mercedes-Benz S430

The clout of the three-pointed star and the upright Benz grille continue undiminished, but this S-class sedan wearing them is showing its age. The 275-hp V-8 is outgunned by all the others, leaving the S430 in the dust in nearly every acceleration test, and yet ahead of only the Volkswagen in fuel economy. Our 2003-model test car was hobbled with an old five-speed automatic; the 2004 S430—unavailable for this test—gets seven cogs, trumping the six-speeds in the rest of the field. The five-speed is slow to make part-throttle downshifts when you begin to up the pace, and the brakes seem to ignore a great deal of the early pedal travel. Don't bother me, the Benz seems to say.

Still, there are high spots. The brilliant console shifter is in the manumatic mode whenever it's in D. Bump the lever left for downshifts, right for upshifts, or hold briefly to the right for a quick default back up to D from any gear.

This Mercedes was also endowed with road grip exceeded only by that of the BMW. Both were equipped with optional sport suspensions and special-purpose tires. On this car, that means 245/45-18s in front and 265/40-18s in back, both ends labeled Michelin Pilot Sport. In addition to the $5100 initial cost of the tire-and-bodywork package, there will always be a certain inconvenience associated with this larger-in-back tire sizing—the spare can never be right for both ends of the car.

What's the extra road grip worth? Three cars in the group stand above the others, having braking distances of 169 feet or better, and skidpad adhesion above 0.82 g. The grippy trio—Mercedes, BMW, Audi—all wore summer tires. The downside is that the tread wears away faster, and the tires are not suitable for temperatures near freezing or below. Being a New Yorker, Grasso would need a change of shoes for his northern winters. Even when switching is not a financial burden, it's a nuisance.

The summer-shoes Benz gave a first-rate account of itself as it slipped through the lane-change test at 57.4 mph, 1.7 quicker than the next-best Audi, and 4.3 better than the slow-guy Lexus. When pushed, the S430's steering response had the athletic tautness we expect of performance tires. Most of the praise for this car came during brisk driving.

The Benz ranked last for driver comfort—the driving position is high and awkward—and barely ahead of the Audi for rear comfort. Thigh support back there is lacking almost completely. And we never made friends with the climate control.

For a chart-topping $87,975, we can hold our applause.

Highs: The clever shifter that's always in manumatic, the way the wood drapes in ribbons across the dash and doors, the lusty note of the V-8.

Lows: Obtuse HVAC controls, gimme-a-minute attitude of the automatic (the brakes, too), awkward driving position.

The Verdict: Fading talent at an ambitious price.


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Fifth Place
Volkswagen Phaeton

Apart from shocking folks with its chutzpah—a 70-grand Volkswagen!—the Phaeton widens eyes on a few other fronts. The interior is magnificent. So much honey-colored wood burl so artistically shaped! We can't decide which we like best: sitting up front close to the action as the motorized wood-grain shutters majestically swing up to reveal the dashboard vents, or lounging in back for proper perspective on the long, curving sweeps of furniture along the flanks.

Or maybe it's the fine chrome detailing of the instrument cluster that fascinates, or the center-stack mosaic of flush-fitting buttons.

Some of these details look better than they work. The small gauges can't convey their information at a quick glance. Flush buttons, even large ones, are tricky to find by feel alone. The Phaeton scored behind all but the BMW for ergonomics.

The Phaeton is a lot of VW, 5028 pounds' worth. Never mind that it issues from the same corporate loins as the Audi A8L and shares the same aluminum V-8—this is a steel car. Add to that 4MOTION, and the scales groan.

The extra 545 pounds over the Audi is offset by more power (335 hp versus 330) and a shorter axle ratio (3.65:1 versus 3.32). They're neck and neck to 60 mph. The VW slips behind only 0.1 second and 1 mph in the quarter-mile. On the skidpad, the VW actually outperforms the Audi by a tick, darn good considering its four-season tires.

By a wide margin, we disliked the steering. It's light, which is okay if the effort builds in proportion to cornering forces. It doesn't. So you need to sandpaper your fingertips like a safecracker to feel what's happening.

Another surprise: The ride is quite harsh, and the body jiggles after impacts. We couldn't love the seats, either. The adjustment controls in front are complex, rather like first-class on British Airways, but not all of us could find a sweet spot. In back, the seat itself is okay, but the seemingly vast legroom narrows to the Strait of Hormuz on the size-12 Reeboks. Plus, the ride is even shakier back there.

Fun to drive? Not really, but there's lots of marveling at certain behavioral details. You can hear, and feel, the drive-by-wire controller playing the throttle even when your foot doesn't move, apparently smoothing the engine's torque quirks. It's slick at matching engine revs when you lever down a gear. And we can't remember ever shuttling a power shade under a sunroof before.

Let's just say this ain't your father's Volkswagen.

Highs: Queen Mary detailing inside, jewelrylike instrument cluster, silent operation of powered wood shutters that conceal parts of the dash.

Lows: So many seat buttons chasing such an elusive comfort spot, body quivers follow each bump, having to agree with VW lawyers before making basic control adjustments.

The Verdict: You ain't seen it all until you've beheld a $70,000 VW.


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Fourth Place
Audi A8L

Basic black really works on this car. Let the shape talk. It's long and assertive. The proportions are powerful. Those tall wheels, 19-inchers, say fast forward. Why the long rear doors? Who's in there? So mysterious. Should you stare or avert your gaze? It's gotta be a movie star at the wheel, or a hit man—for sure, somebody important.

Grasso? Let 'im through!

This Audi will get respect, even for those with sagging poll numbers.

You might be thinking: same engine as the Phaeton, and all-wheel drive... Is this the big VW in a different shirt? No, forget that idea. It's a different car, in both body and behavior. The A8L has a much sportier, more athletic stride. It rides firmly, responds quickly, and makes jock sort of noises over the road. You hear the tires. And the wind. And the V-8 when you leg it. That part sounds especially thrilling. This is luxury that's proud to be a car, which is different from the Phaeton's way, which is more like a beautifully built shipping container for people.

The cockpit feels like a place for driving. The seat is big and firm and supportive without being confining. The suspension makes reassuring motions. The steering gives confident path control. The dash shapes and textures are pleasing. The computer screen folds away behind a panel in the dash, leaving no trace except for the button that will summon it once more. That's curious, because we never found a way to seek radio frequencies without the screen.

Performance, by most measures, was average for the group. Zero to 60 in 6.5 seconds will keep you toward the front of most packs, but the BMW, the Jaguar, and the Lexus are a shade quicker.

More troubling, we think, is ride quality. Even though the body structure is entirely different from the Phaeton's, they both shake after impacts. We have the sense of some significant mass being a little loose in its moorings. A few squeaks and rattles, too.

Space for rear passengers is very good, but we liked the Audi seat shape least of all. The backrest ramps forward at the bottom, pushing the editorial butt into a bad-posture place. "Oddly shaped" applies to the outside door handles as well. The backside feels angled in a way that slides your fingers off the handle when you pull.

Bottom line, the Audi is our first choice as something to stand beside for photos. When the numbers are all added, however, it earns just 178 out of 220 possible points, ahead of the VW by a clear margin but one point behind that German we still can't forgive.

Highs: Looks large and in charge, like Mr. Universe in a tuxedo; eye-pleasing interior, too.

Lows: A bit of a ruffian over bumps, followed by too many jiggles in the body structure; plenty of road noise, too.

The Verdict: Beautiful to look at, but disappointing in conversation.

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Third Place
BMW 745i

This is a driver's car for geeks with pixel-deprivation anxiety—can't bear being out of sight of a screen (see sidebar, "Who Asked for the Lawyer Screen"). If it went back to a friendlier way of dealing with people, we'd love it.

It has winning moves, thanks in part to a strong engine and the optional $3200 Sport package (which includes a sport suspension and summer tires). Path accuracy of the steering is mostly very good, but the 19-inch Michelins are pulled off the line by road irregularities. Different-sized drivers can all find a happy working relationship with the controls. The big, solid dead pedal for the left foot is placed just right.

By a small yet repeatable margin, it outruns all the others. Zero to 60 mph clocks 0.3 second ahead of the second-best Lexus. It clears the quarter-mile 0.2 second and 1 mph up on the No. 2 Jaguar. And it grips the skidpad at 0.87 g, better than the second-best Mercedes by 0.02 g.

The BMW earned top marks for stopping—163 feet from 70 mph, four feet better than the summer-tired Benz. Fuel economy on our 750-mile test trip was 19 mpg, right on the group's average.

Ride is reassuringly firm in front, and hang-on stiff in back, by far the roughest of the bunch. BMW has gone to an adaptive suspension—road sensing, you might say—to limit certain suspension trade-offs. In turns, it resists big roll angles, then softens in straights to ease the head-toss motions associated with roll-resistant suspensions. We think that part works very well. It also does a nice job of limiting the impact noise of the tires. But the vertical accelerations felt by rear passengers are just plain unkind.

We don't think dignitaries will ever be happy back there. The door armrests fade away just at the point where you need them most, and there's only a single vanity mirror centered over the tunnel. It swivels, requiring vanities to wait their turns.

The 745i is also less appealing than all the others in its interior design. It's solemn inside, maybe even gloomy. The wood is stained so dark it masks the grain. The center cockpit shapes and details put priority on access to the odious control knob. And the screen, with its relatively fine print and odd abbreviations, is hard to decipher, practically impossible with polarized sunglasses. Moreover, it's tediously slow to load new menus.

Do you get the idea this is the car we love to disparage?

Highs: Big power when you want it, poise on the back roads, unlimited legroom up front.

Lows: In-your-face contrariness of ordinary cockpit controls, bad-dream location of steering-wheel shift buttons, pulling our gaze off the road to look at the &@*# screen.

The Verdict: So relentlessly high-tech even the dashboard wood looks virtual.

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Second Place
Jaguar XJ8

Even after a hard look, it would be easy to mistake this for an older model. Jaguar stepped into deep don't-do back in the 1980s when it "modernized" the replacement for the original XJ6. Square headlights? Digital gauges? Crisp fenders? Would-be customers held their noses. After years of mea culpas and face-lifting back to '70s grandeur, the just-replaced sedan finally got The Look back. Now Jaguar restates it in aluminum, with just enough letting out at the seams to get big-car space in the back seat.

Jaguar always saw its cars as roadgoing sports jackets. An intimate cockpit was part of the deal, a narrow space for the driver with the console right up close, and a low roof. The theme carried on to the rear, style and grace with four doors.

The new XJ8 is remarkably faithful to that original idea. The driver's space is still narrow. The wood and leather surroundings seem close and personal. The market insists on a useful back seat for its $64,595, and the XJ8 delivers, but there's less leg and foot space than in the others. The old headroom shortage has finally been cured, however.

Even though the ride quality back there is quite good, and sound is nicely muted, you shouldn't think, even for a minute, that Jaguars are about back seats. This new car never forgets its sporty DNA. The steering is light and quick and very sharp. You point it down the road by instinct, and it knows where to go. It's quick to your spurs, too, lively, eager. The six-speed flicks down readily. The V-8 reads your mind. This car feels spirited in a way that the others never match.

Light weight is always its own celebration. F = ma is not subject to negotiation. With less m than the others, and 294 horsepower worth of F from the aluminum 32-valver, the XJ falls just behind the BMW in 0-to-100 sprints and in the quarter-mile. On our test trip, it tied the Lexus for best fuel economy, at 21 mpg.

The cockpit is quiet and peaceful. The body never jiggles. Nothing upsets this car, although it does get tentative, even nervous, at speeds nearing three digits.

This Jaguar has a purity about it that's missing in the others. It's not stuffed with distractions in the way the Phaeton is, or annoyances like the BMW. It's a car, with a simple presentation of those things you need to be comfortable, and no froufrou. Yes, it scored lowest on our Features/ Amenities rating. No power-folding mirrors, no "parking assist" to sound a beeper as your bumper nears some object.

A gizmo-free luxury car? What a brave and wonderful idea.

Highs: Confident in its Jaguarness; light and agile and quick on its feet, with a cockpit computer that knows its place.

Lows: Steering gets nervous in rainy high-speed cruising, there's a longish pedal stroke before serious braking begins, cockpit is rather intimate for such a big car.

The Verdict: Traditional Jaguar flavor expressed in 21st-century alloys.

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First Place
Lexus LS430

If you just walked up and asked, we'd say this is not a Car and Driver sort of car. But like gravity, the Lexus kept pulling on us. It's so confident. It does so many things beautifully. It's like the salesman who never quits, and finally, you find yourself agreeing with him.

"Yeah, why didn't I think of that?"

The Lexus ride is unmatched in this group. There's a switch on the dash that lets you make it a little worse if you must. Go ahead, if more sinew in the suspenders makes you think handling is better.

If you really want muscles, opt for the sport suspension with 18-inch summer tires. The 17s on the test car were quick to moan when pushed. Skidpad grip was weakest of all, 0.73 g. But don't confuse that with stumbling behavior. This is an agile dancer wearing slippery shoes.

It's best that you have a light touch on the controls when you hustle. The steering and the brakes are almost delicate in their feel. You must caress them. And when you do, the responses come with precision. Still, this sedan is at its best on the expressway. The steering knows exactly where straight ahead is, and the faster you go, the more it locks onto that heading.

Acceleration is brisk: second best to 60 mph; third in the quarter, at 95 mph, as it showed taillights to three of the four Germans. Yet its fuel economy on our trip tied the Jag's at 21 mpg, topped the Audi's, BMW's, and Benz's by 2 mpg, and bettered the VW's by 4. All that plus the sound of ripping silk when you toe into the power. Oh, yes.

Power, though, is something you take for granted in this class. It's the Lexus interior that keeps amazing. Are pleasure palaces this fine? The Ecru leather is so soft ($1460). The seat is such a perfect shape, and amazingly, it feels that way for every driver. The wood grain is so radiant, so expressive, so intricate and self-illuminating . . . how often must you change the batteries?

Unlike Jaguar, Lexus mounts a full-frontal gizmo attack, particularly with the optional Potentate package ($11,320) that turns the back seat into hedonist heaven. There's a power slider that puts you into recline, heaters and coolers in the cushion, a tingler/tickler somewhere in the backrest to give you that Magic Fingers massage, plus cup holders, window shades, light dimmers, door closers, a refrigerator, your own back-seat air conditioner, and—are you ready?—an "optical deodorizer." We forgot to test it! Well, the back seat is just not our promised land.

But if Dick Grasso is buying, yes, thanks, we'll have one in Cypress Pearl, and have his people call our people as soon as it's ready.

Highs: Gorgeous interior details, whipped-cream ride, silky shifts, rear-seat accouterments to dazzle the most demanding potentate.

Lows: Tires eager to squeal, brakes eager to make big whoa instead of deft modulations, never very involving on the back roads.

The Verdict: The next step up from silk underwear.

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Who Asked for the Lawyer Screen?

None of the cars in this test will give you full control until you agree with their company lawyers. In some, you must do so every time you start up. The screen opens with a warning that such devices in cars are unholy distractions. You must click on "I agree."

Navigation systems work best when they show you where to go; that means some sort of display.

Does any other in-car feature need such detailed visuals? Probably not (forget e-mail in cars). Yet the latest luxo crop has become screen dependent, to the point of ruination in the 7-series BMW.

"It wouldn't be that bad if they changed a few things." That's from the staff's most ardent 745i defender. The majority of us think iDrive, as BMW calls its computer interface, needs a clean-sheet redesign.

BMW tried to take over control of HVAC, audio, chassis settings, trip info, navigation, etc., with a screen. You make your choices with a single knob that turns, toggles, and clicks; it's a mouse substitute. Worse yet, the company forced ordinary controls into some contortion of the knob thing; for example, you must select the part of the seat you want to adjust by pressing a button, then twist or toggle a knob to make it move. Okay, but what was wrong with the old way?

In fact, the 745i has buttons and rockers scattered about the dash that let you adjust HVAC and do very basic radio/CD changes without using iDrive. But they're so haphazard in their logic that they only add to the annoyance.

We've given iDrive 18 months to persuade us. It failed. Now the F is in ink. Fearless prediction: The 745i will take a beating on resale.

BMW's pickle is made worse by the fact that it's all by itself at the irritating extreme. The Jaguar and the Lexus are very friendly; they have touch screens, surely the easiest input method, and they provide full HVAC and entertainment control without the screen. In fact, you needn't agree with their lawyers if you don't use the navigation.

Audi and VW are almost as screen-centric as BMW, but they have a critical improvement: Separate buttons, well-labeled, bring up the various menus. Their graphics are also vastly superior to BMW's. We find them relatively easy to operate, particularly the VW's.

Like Jaguar and Lexus, Mercedes doesn't force you to use the system for trivial jobs, but the basic controls operate on their own quirky logic.

The lawyers are right: Screens are distracting. And the friendliest cars depend on them the least. —PB

gavriil

I was reading the article today at the San Fran airport and I remember the 745 being the quickest with 6.0 for the 0-60 and 14.6 for the 1/4 and everyone else pretty much between 6.3-6.7 secs. The S430 did 7.2 if I remember correctly.

Though as it says here, the 745 might be bumped to 4.8 liters and 400 HP.

http://www.acura-cl.com/forums/showt...hreadid=114365

TypeSAddict

I think they made the right choice. The Lex offers the most features, the friendliest interior, the best quality, best reliability, and lowest price. It's styling is boring as hell, but I think that there are more important factors.

gavriil

Lowest price was offered by the Jaguar. The LS had the lowest base price.

ItalianStallion

MB needs to face the music. the S430 is not even close to competitive at that price range.

gavriil

Totally agree.

95gt

I just think if i was to spend that much i would have to get the A8. Man everytime i see one on the road i have to do a doubletake. They are so classy looking.

LS430 is sweet as hell inside though, have to bow down that that.

S class = get 500 or 600 or don't get it at all. (AMG of course as well)

phil2

here is my take

Phaeton is most pimp interior of all but it is a VW and americans wont pay that for vw

LS 430 is almost the full package cept for looks

s430...what a joke

a8 is hot but underpowered

745i is also hot, but the body is an aquired taste

and lastly the jag is still a ford

Maximized

I have to give Jaguar my respect for doing something smart...reducing weight. When are these stupid car manufacturers going to realize that massive amounts of hp isn't the way to make fast, responsive vehicles. The A8L is nearly 400 lbs more than its predicessor

SleekSilver

In my opinion Id take the benz, debadge S430 on the back and ride bling bling... But Im a mercedes fan anyway, but I do love the big lex.

Chaptorial

Yeah i read this in the magazine the other day. Wouldn't mind taking any of those babys.

AcuraFan

Well, I don't know...how are MB's sales figures on this car compared to the competition. I have a feeling these cars sell quite well in which case MB has no "music" to face. The car might not live up to C&D's standards but a car that sells is a car that sells.

heyitsme

s-class =2025
ls430=1739

i don't see anything all that desirable about the ls other than its a dependable car, like paying 70k for a loaded avalon.

Black CL-S 4-Life

I can't agree with C&D on this one, no way the Jag should have finished ahead of the VW and A8.
Also why wasn't the Q45 not included in this test???

AcuraFan

How would you know? Have you driven all of these cars to make an informed conclusion?

proaudio22

I agree w/ some of the others. While the S430 still isn't anything to call home about, it still sells. I would rather have the E55 AMG. Really tho, if you compare the S55 AMG to any of these, I think the outcome would be diff, also at a diff price tune. The thing Mercedes has going is the name. Who cares if the S55 costs over $100K you now have better accelerationg, braking, etc than any of the others - and it says Mercedes on it. For this price range tho, I'd rather have an E55 and call it a day.

Black CL-S 4-Life, the Q45 is nice (my friend drives his moms sometimes) but it's a $50K car, not $70K. There is no comparison here, not to mentiont he Q is slow for it's size/engine.

Ashburner

My grandparents have had a new LS since I think 1991. They absolutely love them and I have to agree. This is the pimpest Lexus yet! You sit in the back seat and you would've thought you've died and gone to heaven!

Black CL-S 4-Life

Now I haven't but I have driven the S430, LS430 and the A8.:P
My friend's dad has a 02 Jag XJR and the build quality was no where near the others.

cusdaddy

The new Jag is a complete redesign. It's a totally different car and supposedly light years beyond the old model when it comes to build quality, body strength and performance.

And in regards to the it's a Ford comment, this Jaguar was designed totally by the Jaguar employees. I remember reading Ford had no part in this car's development as with the S and X class models

K99ac30cl

well he is my opinion
audi....very nice lookin very classy.....but depriciates very fast and i dont see the big deal over the others
Jaguar...me and my family personally love them and we looked at one but they always did have electrical problems and now that they are owned by ford..........
VW....Pimpest car outta all of them i love it but no way in hell people in this country are gonna spend 70-110(yes $110k was the msrp at the vw dealership) FOR A VW!!!!!!!!!!!!!!!!
BMW....imo all bmw's r goin down the drain (except for x5)...they arent what they were 3-5 years ago.....priced way to high for what u get.......styling is your own opinion
Benz....personally never get a s430 ever!!!!!!!!!!! in my nieghborhood there is a new 2004 e500, 2001 s500, and a 2002 s430........s430 is the worst outta all of them the e500 got pretty mush everything the s430 got and more......but the s500 is pimp!!!!
Lexus......we own one 1999 lexus ls400.......we looked at the others car and just thought the lexus was the best with all the best............

pimpscls

sweeet

scalbert

My mother recently purchased an '04 XJ8 and I am impressed with it thus far. The interior is impeccable and traditional Jaguar. The traditional styling is one car that always looks good. IMO, the XJ series has the distinction of being one model that doesn't look old ten years later.

But what got me was the driving dynamics. It feels more powerful than it is as the ZF 6AT does a great job. The steering was quick and handled reasonably well for a car in this class.

My mother had debated on waiting for the new STS to debut in a year or so; I helped her make the decision and move on the Jaguar as it will always look good.

gavriil

These are the comments that really disappoint and sadden me. You really ougta read more about this new generation XJ car. I have even read European mags which love A8s usually that wrote that this new XJ shows the Germans how it's done.

gavriil

1SICKLEX

I've always been a fan of the XJ. THey really put alot of good work into the new model. But it looks EXACTLY like the old one, just taller. THis is a good and bad thing. They took Audi's aluminum strategy and really made good use of it, instead of the overweight A8. The interior is gorgous. Great work Jag!

Red Nj-s

I would get the Bimmer.

fahoumh

Wow, someone finally decided to put an XJ into a luxury sedan comparison. I drove the new XJ just prior to its official release and I have to say that it is light years beyond the '99 VDP we had. It makes sense that it finished as high as it did.

This isn't completely accurate because all XJ's have rear parking aid as being standard and front parking aid as being optional for $250

IMO, Jaguar has finally caught up with MB and BMW in terms of technology but is still a gentleman's car.

Nice review...thanks for posting, gav.

KavexTrax

'04 LS430 MSRP 55k! are you kidding me!>!?@?!



utterly amazing for that price.

1SICKLEX

Loaded at 70k. Show how utterly overpriced the others are (cept the Jag)