For our test, we received the sporty Touring model (designated by the "t"), which rings in at a $32,720 base price. The Touring package adds a sport-tuned suspension, a rear spoiler, 215/60HR15 tires, forged aluminum wheels, a viscous limited-slip differential, and heated front seats and mirrors. With destination charges and the sole option of an automatic transmission ($1000), the as-tested price rings in at $34,200, the second lowest in the group.
The front-drive I30 t's serious performance capabilities are masked by a warm, comfortable ambiance. Inside, it's the most spacious of the group and the only one to earn an EPA classification of midsize. In fact, the Infiniti offers the most-generous measurements in every interior dimension except rear legroom, where it's second to the Acura by 0.9 inch. General ergonomics were rated as good; demerits centered on the positions of the seat controls and a lack of lateral seat support.
Despite its semi-sporty suspension, the I30 feels plush, compliant, and relatively softly sprung. Most bumps are absorbed with minimal fuss, although on some sections of freeway, the ride got a little choppy over expansion joints. The rack-and-pinion steering is accurate and linear, although some drivers found it somewhat numb and overly light in more-aggressive driving.
Make no mistake, though: The I30 t is an impressively capable sport sedan. Its 3.0-liter 24-valve DOHC V-6 delivers a smooth, flat torque curve that, despite middle-of-the-pack peak-output specs, topped the field in acceleration while maintaining the stingiest fuel economy (21/28 city/highway EPA mpg). Its Goodyear Eagle RS-A tires helped it to the best skidpad mark (0.86 g). Plus, the I30 was third in 60-0-mph braking with 127 feet, only three feet behind the group-leading 325i.
Visually, its Maxima bloodlines are evident only in the roofline and doors, with the rest of the body exhibiting pure Infiniti sheetmetal. This was the area, however, that drew the heaviest criticism, with our testers finding its lines uninspired and its front end somewhat clumsy at engendering the Q45 look.
The I30 didn't stir up the same kind of driving passion among our testers as did, say, the Maxima SE; yet it's arguably a class-leading sedan with a rare and impressive combination of roominess, comfort, and performance.
Lexus ES 300
It's hard to believe that the front-drive ES 300 is already a four-year veteran of the luxury wars. Introduced for the '92 model year, it quickly became one of the benchmarks of the midluxury class and remains a sedan against which other automakers measure their products. Last year, the Lexus was the top-selling vehicle of this group and made the top 10 in the J.D. Power Initial Quality Survey.
As with the BMW 325i, age hasn't diminished the ES' visage. With its clean lines and distinctive front-end treatment, the Lexus remains one of the best-looking sedans of our group. In addition, the interior still pampers with comfortable seating, a contemporary dash layout, and large, user-friendly controls. It also provides a generally impressive level of sound isolation, though our test car had an annoying wind whistle in the area of the driver-side A-pillar. Where the ES' age begins to show, however, is in its space utilization, which in the past few years has become one of the strongest focuses among new entries. While most of its dimensions remain competitive, the ES comes up shorter in headroom and rear legroom than any of the newest entries-the I30, the 3.2TL, and the Millenia.
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