The softly tuned, well-controlled double-wishbone suspension works well at damping bumps into oblivion, but allows the body to lean noticeably in more spirited cornering. Despite this, the Acura, aided by its Michelin Energy MXV4 tires, turned in surprisingly good handling figures, with a 63.3-mph slalom and 0.83g skidpad-second and third best, respectively.
If the TL lacks anything, perhaps it's personality. Several drivers found its clean but innocuous styling and pleasantly neutral driveability slightly bland in comparison with some of the more expressive competitors. For those luxury-car buyers who revel in a cocoonlike driving experience, though, this hardly qualifies as a serious distraction.
BMW 325I
BMW's 3-Series has garnered a lot of praise since its third generation debuted for '92, and it's currently the company's best-selling model line. Little wonder: The 325i sedan carries forth the BMW tradition proudly, at an accessible price. It's a purebred sport sedan with nimble handling and an eager powerplant that loves curvy backroads. Plus, its base price of $31,450 is the lowest of the group. With leather ($1450), an onboard computer ($500), automatic transmission ($975), and metallic paint ($474), its as-tested sticker came in at $36,420.
If you're looking for cushy and cuddly, look elsewhere. The rear-drive 325i is set up for the driving enthusiast. From its sport-tuned suspension and firm seats to the functional Teutonic interior styling (the only one without woodgrain trim), the BMW is smartly lean and purposeful. From behind the wheel it feels solid, tight, and super-responsive.
Inside, however, its dimensions are noticeably smaller than the others', as reflected in its EPA subcompact size classification. This is most apparent in the leg- and shoulder-room measurements, which are some of the slimmest of the group. Although the trunk's cargo capacity is easily the smallest of our six, nice touches include an integrated toolbox in the lid and articulating hinges that don't intrude into the cargo space. Stepping up to a larger BMW requires a jump to the $36,500 525i (leather, wood, and an onboard computer add another $3450).
It's in the twisties that the 325i really shines. With its precise steering, superbly tuned suspension, and neutral 51/49 weight distribution, the BMW carves up corners faster than an electric knife goes through a Thanksgiving turkey. This controllable, confidence-inspiring attitude is reflected in its grippy skidpad mark of 0.84 g.
The 325i's 2.5-liter 24-valve DOHC inline-six delivers only moderate peak output-189 horsepower and 181 pound-feet of torque-as compared with the latest midluxury offerings. Still, helped by its light 3164-pound curb weight, the BMW runs 0-60 mph in just 8.0 seconds, equal to the Millenia S and only 0.3 second behind the group-quickest I30 t. Although there's a noticeable lack of oomph down low, dipping into the throttle in the upper rev ranges brings lightning-quick response. On the flip side, four-wheel discs with ABS haul it down from 60-0 mph in a short 124 feet-the best of the pack.
For '96, the 325i will become a 328i, thanks to a displacement bump to 2.8 liters. The resultant 25 extra pound-feet of torque (206 total) should remedy the lack of low-end guts and further reinforce the BMW sedan's reputation as a sports car with four doors.
Infiniti I30 T
Infiniti's brand-new I30, which fits into the division's lineup between the J30 and the G20, is based on the same platform as the Nissan Maxima, Motor Trend's '95 Import Car of the Year. The uplevel I30 comes through with all of the goodness that won us over to the Nissan, yet succeeds in establishing a personality of its own.
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