From the May 2017 issue

Sport-utilities have been eating into the premium-mid-size-sedan market share for years, but even though these sedans are outsold by their SUV counterparts two to one, the upscale three-box isn’t dead just yet. It still accounts for nearly 190,000 annual sales in the U.S. and the players are almost too numerous to compare. Almost.

So, before the four-door sedan goes the way of the sedan chair, we thought we’d investigate the proliferation of turbocharged and supercharged six-cylinders in the premium-mid-size-sedan segment. Much sportier than an SUV, these cars ideally blend ­luxury vibes and sporting driving dynamics into a perfect daily driver. Winning this test comes down to how well a car balances each side of that ledger.

Eight candidates met our initial criteria, though we decided that Lincoln’s new ­Continental is more of a luxury car than a sports sedan. The Genesis G80 Sport, a G80 with the larger G90’s 365-hp twin-turbocharged V-6, would likely have played well here, but it doesn’t go on sale for a few more months. Of the six that remained, there are only five in this test: We asked for a Maserati Ghibli at the eleventh hour, and the only one available (a loaded S Q4 touching $100,000) was deemed too expensive.

Of the five competitors, one of the newest is the 396-hp ­Mercedes-AMG E43 4MATIC. Based on the new E-class, the E43 occupies the divide between the 241-hp turbocharged four-cylinder of the E300 and the 603-hp twin-turbocharged V-8 in the E63 S. An E43 begins at $73,325, but our test car tallied up a test-high tab of $91,175. Of that total, we could easily have eliminated $7830 by forgoing the optional Cardinal Red paint, metallic in­teri­or trim, blacked-out exterior trim, ventilated front seats, AMG steering wheel, and the Burmester stereo. None of these extras increases the E43’s inherent appeal, and none of them alters the driving experience.

View Photos Crossover sport-utility vehicles might have stolen the sales thunder from sports sedans, but that does nothing to lessen our affection for the class. MARC URBANO

At the other end of the price scale is the Audi A6 3.0T Quattro. Undefeated in its previous two comparison tests, the A6 underwent a mid-cycle refresh for 2016 that brought new front and rear fascias, Apple CarPlay compatibility, and in-car Wi-Fi. New for 2017 is the Competition package that brings a sport suspension, a torque-vectoring rear differential paired with wheels and tires borrowed from the S6, seven extra horses for the supercharged V-6 (for a total of 340), and the interior and exterior flair of the S6. In fact, we debated including the 450-hp V-8–powered S6, which can be had for less than $80,000, but decided to keep the test to six-cylinder models. While the A6 is beginning to feel its age, forgoing the S6 makes the Audi the least expensive car in this melee, with an as-tested price of $72,175.

No test of this segment would be complete without a BMW 5-series. Redone for 2017, the seventh-gen 5-series now goes by the internal code G30 and, in 540i guise, features the latest BMW inline-six, the 335-hp single-turbo B58. The 540i’s starting price is the lowest of the group at $57,445, but piling on the packages and individual options inflates the price to an as-tested $82,610. As with the Mercedes, it’s fairly easy to bring down the Bimmer’s sticker by skipping extras such as the $4200 Bowers & Wilkins audio system, $750 remote-control parking, $650 ceramic controls, and $600 soft-close doors. And we’d happily save the $190 it costs to make it possible to wave your hand at the instrument panel to adjust the volume.

View Photos MARC URBANO

Redesigned last year, the Jaguar XF now finds itself in its first comparison test. The second-gen XF bears more than a passing resemblance to its predecessor, but it’s the Jag’s aluminum-intensive unibody that’s unique in this segment. We do find it a bit strange that the liberal use of aluminum doesn’t extend to the XF’s steel doors and trunklid. Under the hood is a supercharged 3.0-liter V-6 that’s basically the brand’s V-8 engine minus a couple of pistons. To fight the good fight, Jaguar sent us the XF S with all-wheel drive. In S guise, the output of the V-6 rises from 340 horsepower to 380. All in, our XF S ran $77,535.

And finally, a fair look at this segment would have to include the Cadillac CTS V-Sport. A former 10Best winner and the most power­ful of this quintet, with a 420-hp twin-­turbocharged 3.6-liter V-6 underhood, the Cadillac’s handling is as sharp as its sheetmetal. To get the features and price up to parity with the others, we opted for the Premium trim level that starts at $71,790. Add in the $3000 Carbon Black package that brings Recaro seats and blacked-out wheels and trim, plus a few other options, and the total comes to $75,885.

With five dressed-up sedans and no place to go, we decided to head toward the warmth of Palm Springs, California, to shake them down in the mountains that border the sleepy town. After several days and nearly 1000 miles, these five four-doors with so much in common on paper revealed their vastly different personalities.

If this Jaguar triggers déjà vu, it’s because the new XF looks a lot like the old XF. Undeniably familiar, the Jag is long and lithe, and it gets its luxury message across with gentle forms and striking proportions. It ties the Cadillac for top marks in exterior styling. The same story continues inside. There’s a new 12.3-inch screen with virtual gauges, and a 10.2-inch touchscreen that is both intuitive and faster-acting than its predecessor’s and Cadillac’s CUE. But the architectural basics of the previous XF’s interior carry over, which makes the new car seem old beyond its years.

The XF’s fountain of youth is just around the next corner, however. On the right road, the XF sloughs off its old skin and begins to bristle with vitality and personality. The steering wakes up under duress, and despite having all-season tires, the least skidpad grip, and the longest stops from 70 mph in the test, the XF had no ­trouble keeping up with the group. When pressed, the Jaguar exhibits handling poise and a flow that eludes even the BMW.

View Photos The Jaguar XF's body contours flow as gracefully as the car itself along twisty roads. We wish its V-6 and interior fittings were as refined. MARC URBANO

The hard saddles up front seem overly firm at first, but after a few minutes they yield and support. Even in two-tone Light Oyster and Jet Black, though, Jaguar’s choice of hide isn’t particularly soft or rich-looking. The same can be said of the rest of the interior. The materials aren’t commensurate with the nearly $80,000 price, and then there’s the visible bit of foam between the windshield and the instrument panel that cannot be unseen once you see it. Speaking of seeing things, the fuzzy digits on the head-up display look as if they’re being projected through a glass of bourbon.

We never really warmed up to the supercharged V-6. It idles with a slight shake, and, although it only puts out a moderate 74 decibels at full chat, the Jag lacks the snarl of the other V-6s or the polish of the BMW inline-six. No complaints about power, although the XF’s zero-to-60-mph time of 5.0 seconds only outpaced that of the Audi.

The Jaguar finished six points behind the BMW, but the two cars couldn’t be more different. Combining the strengths of both would likely create a comparison-­test-winning sports sedan.

Above all else, BMW remains an engine company. It’s right there in the name. If someone told us there was a V-12 under the hood of the 540i, we’d be inclined to believe it. In this group, the BMW inline-six distinguishes itself with an uncanny smoothness and refinement that escapes the V-6s. There’s almost no perceptible difference in vibration between idle and 6000 rpm. We’d go so far as to call it electric-like, considering that its 68-decibel purr at maximum acceleration is the same number recorded in a Tesla Model S.

On paper, the engine may be the least powerful of the group, but the eight-speed-­automatic 540i took third in the zero-to-60 run with a time of 4.7 seconds while returning this test’s best fuel economy at 22 mpg.

View Photos We expected a lot more sportiness from the new 5-series, certainly when equipped with two handling packages. Instead, it's simply a very nice luxury car. MARC URBANO

The BMW’s interior design and execution are attempts to convince you that you bought the V-12. Impossibly soft, ivory-­colored nappa leather covers the 20-way massaging seats that are part of the $1600 Luxury Seating package. The longest wheelbase in the group—117.1 inches—pays back with a spacious rear seat that makes the 540i the limo in attendance. A comically thick M Sport steering wheel is the only clue inside that this BMW has any sporty pretensions.

BMW absolutely aced the luxury part of the assignment. Where the 540i gives up ground to the rest of the group is primarily in chassis tuning and steering feel. Even with two handling packages—the $2600 M Sport package, which adds staggered Goodyear Eagle F1 Asymmetric 3 summer tires on 19-inch wheels and lowers the car 0.4 inch on stiffer springs, and the $3200 Dynamic Handling package that brings electromechanical anti-roll bars that keep the body flat in corners and automatically adjusts the electronic shocks—the BMW withholds the steering and chassis information we crave.

View Photos MARC URBANO

More communication through the steer­ing wheel would be a great start; the word “numb” was used repeatedly in every editor’s notes. Fixing the steering to provide more feedback is necessary, but there’s also a lack of handling poise that isn’t very BMW-like. As the tires approach their ­limits, the 540i lets go abruptly. The other vehicles are altogether more fluid when the breakaway begins, and without the steering feedback to warn you of impending slip, it’s easy to push the BMW’s chassis too far.

Part of the problem is that there isn’t much grip here compared with the rest of the sports sedans in this group. Despite rolling on summer rubber, the BMW barely outstuck the Jaguar’s less aggressive all-season tires. Executive editor Aaron Robinson summed it up best: “This car is a zombie; it moves without a pulse. Had more scary situations in it than others just because I was overdriving the tires and didn’t realize it.”

For those who want the Rolls-Royce of the group, look no further. For buyers who value having the word sports in front of the word sedan, there are better choices.

A comparo winner three years ago, the A6 is beginning to go grayer than our A6’s Florett Silver paint. Since we last compared the A6, horsepower is up 30 to 340, but even with the added power, the A6 is the second-­least-powerful car of the group and was the slowest to 60 mph at 5.2 seconds.

What we loved about the Audi hasn’t changed: The whole car exhibits a fuss-free character that’s endearing, from the secure handling that errs on the side of understeer to the unobtrusive engine that never calls attention to itself. The ergonomics and driver comfort are excellent, and the steering wheel is a joy to grip tightly. Moving a hand to Audi’s MMI controller makes quick work of complicated tasks, such as phone pairing and entering a destination into the navigation system.

View Photos This generation of A6 is nearing the end of its life, but it remains a comfortable, attractive, reasonably priced luxury sedan that's plenty fun to drive. MARC URBANO

Now five years old, the A6’s interior is no longer the benchmark in the class. Age spots, such as the tacked-on head-up-­display projector, are noticeable, but the rest of the interior is maturing gracefully and it all works and feels right.

Light steering effort makes chasing down the others easy in the A6; simply point the nose and pin the throttle. At the skidpad, the Audi posted 0.93 g, matching the Cadillac for the best in the test. Fortunately, adding the Competition package doesn’t negatively affect the ride, either. The A6 has just the right amount of compliance to straddle the narrow band between luxury and sportiness.

Brimming with quiet competence, the Audi didn’t draw effusive praise, but we also didn’t find much to complain about. That’s a recipe for a midpack finish.

If the BMW could swap out its roundel for a flying lady, the Cadillac could definitely trade the wreathless crest for a Lotus badge. Not only is the 4025-pound CTS the lightest in the group, it also earned top marks in the chassis and fun-to-drive cat­egories. Associate online editor Joseph Capparella called it “the only car here that fully comes alive in your hands.”

Capparella is right. More so than the others, the Cadillac delivers a clear picture of what’s happening at the tires through the steering and the cement buckets that are the Recaro seats. Next to the Audi, the BMW, and the Mercedes, with their digitized demeanors, you enjoy a deep vinyl groove in the Cadillac.

View Photos Powerful, frisky, and relatively lightweight, the Cadillac CTS V-Sport is the most fun-to-drive car in the class. Now about that luxury part . . . MARC URBANO

And as with vinyl, a few pops and buzzes come through. Little is filtered out of the CTS experience, and that shows up as tire, road, and engine noise. At full throttle, the Cadillac V-6 is by far the loudest at 84 decibels, and even though its 66 decibels at 70 mph is very quiet, it’s the highest number here.

It’s not just the Caddy’s raw spirit that reminds us of a Lotus. The build-quality issues of our CTS test car would make Elise owners feel right at home. On day one, we noticed that the clip holding the C-pillar trim had pulled out, leaving the edge of the metal frame dangling. On day two, the top part of the driver’s-side door molding began striking the rear door, and the check-engine light lit up due to an oil-pressure sender fault. Inside, there were a few creaks from the right-front door panel, though to be fair, the Jaguar and the Mercedes also had some door rattles.

Relative to the others, the Cadillac’s rear seat is the smallest and the CUE infotainment system has the least attractive interface. Fuel economy for the CTS came in behind the others at 18 mpg, 4 mpg below the BMW. All that matters, of course, but the Cadillac’s moves and acceleration, combined with the satisfaction that comes from driving it, transcend those flaws. It’s by no means perfect, but at one point during our drive, every editor expressed a desire to own the Cadillac.

Heavily optioned, the E43 bore the highest as-tested price ($91,175) in the test, which is an amount of money that could buy you a 640-hp Cadillac CTS-V, as contributing editor John Pearley Huffman pointed out at every opportunity. In the scoring, the Mercedes lost points for its price, but it came out ahead in many other categories. Had it come to us without the $7830 in frills that didn’t add anything to the E43’s inherent goodness, it would’ve really run away from the competition.

One option we probably would not pass up is the $1100 Acoustic Comfort package that increases sound deadening throughout the floor and doors while adding an acoustic laminate to the windshield and side windows. We’d guess that this package is largely responsible for the 63-decibel near-silence at 70 mph. On the interstate, there’s almost no road or wind noise. Kick up the speed to 100 mph and it’s still a hushed 71 decibels. Along with the group’s most solid structure, the Mercedes has on-road refinement that puts it in its own league, if not its own century.

View Photos The E43 is a perfect balance of sportiness and luxury. You could drop $8000 of our test car's option load and not feel as if you're missing a thing. MARC URBANO

Silence is golden, but the Mercedes is a winner because its moves nearly match the Cadillac’s. Answering your right foot in sport mode, the twin-turbo V-6 fills the cabin with as warm a 76 decibels as you’ll hear in this class. Even next to the supercharged engines from Audi and Jaguar, the Mercedes 3.0-liter feels responsive and free of any turbo lag. Thanks in part to standard all-wheel drive, the Mercedes launches hard and posts a best-in-test 4.2-second run to 60.

AMG seems to equate heavy steering with sportiness, and the E43’s takes a bit more muscle than the others, but it’s also accurate and forthcoming with feedback. We’d like to see what an E43 would be like on the standard 19-inch wheels. On the optional 20-inchers, occasional impacts make it through; a taller sidewall might have damped them. Shod with the latest-­generation Pirelli P Zeros, the Mercedes put up a solid 0.92 g on the skidpad, just behind the Audi and the Cadillac.

View Photos MARC URBANO

Even when not using the massaging function—part of the comprehensive $7300 Premium 3 package—the E43’s seats were deemed the most comfortable and the best at holding you in place during aggressive cornering. As with the BMW, Cadillac, and Jaguar, the Mercedes features digital gauges. And although we’d like its screens to be better integrated into the instrument panel, it has the clearest and best graphics of the bunch. Robinson, who is not known for being merciful, wrote, “If Mercedes has been guilty of cheaping out in the past, all is forgiven with this car.”

A clear winner despite its lofty as-tested price, the E43 nails both the sport and luxury sides of the equation. It’s almost binary in this respect: completely docile when ­hustled down a freeway, and eager, aggressive, and steadfast in corners. The E43 is a truly modern machine, a thoroughly 21st-century sedan in a group that still has a few toes stuck in the past.

2017 Audi A6 3.0T Competition 2017 BMW 540i 2017 Cadillac CTS V-Sport 2017 Jaguar XF S AWD 2017 Mercedes-AMG E43 4MATIC Vehicle Price As Tested $72,175 $82,610 $75,885 $77,535 $91,175 Base Price $68,550 $57,445 $61,690 $67,195 $73,325 Dimensions Length 194.2 in 194.6 in 195.5 in 195.0 in 194.6 in Width 73.8 in 73.5 in 72.2 in 74.0 in 73.2 in Height 57.8 in 58.2 in 57.2 in 57.4 in 57.0 in Wheelbase 114.6 in 117.1 in 114.6 in 116.5 in 115.7 in Front Track 64.1 in 63.0 in 61.4 in 63.2 in 64.1 in Rear Track 63.7 in 63.9 in 61.7 in 62.8 in 62.9 in Interior Volume F: 51 cu ft

R: 46 cu ft F: 55 cu ft

R: 44 cu ft F: 55 cu ft

R: 42 cu ft F: 55 cu ft

R: 45 cu ft F: 52 cu ft

R: 46 cu ft Trunk 14 cu ft 19 cu ft 14 cu ft 19 cu ft 13 cu ft Powertrain Engine supercharged DOHC 24-valve V-6

183 cu in (2995 cc) turbocharged DOHC 24-valve inline-6

183 cu in (2998 cc) twin-turbocharged DOHC 24-valve V-6

217 cu in (3564 cc) supercharged DOHC 24-valve V-6

183 cu in (2995 cc) twin-turbocharged DOHC 24-valve V-6

183 cu in (2996 cc) Power HP @ RPM 340 @ 6500 335 @ 6500 420 @ 5750 380 @ 6500 396 @ 6100 Torque LB-FT @ RPM 325 @ 2900 332 @ 1380 430 @ 3500 332 @ 4500 384 @ 2500 Redline / Fuel Cutoff 6250/6250 rpm 7000/7000 rpm 6500/6500 rpm 6800/6800 rpm 6250/6350 rpm LB Per HP 12.5 12.2 9.6 11.2 10.8 Driveline Transmission 8-speed automatic 8-speed automatic 8-speed automatic 8-speed automatic 9-speed automatic Driven Wheels all rear rear all all Gear Ratio:1/

MPH Per 1000 RPM/

Max MPH 1 4.71/5.9/37

2 3.14/8.8/55

3 2.11/13.1/82

4 1.67/16.5/103

5 1.29/21.4/128

6 1.00/27.6/128

7 0.84/32.8/128

8 0.67/40.6/128 1 5.00/5.2/36

2 3.20/8.1/57

3 2.14/12.2/85

4 1.72/15.1/106

5 1.31/19.9/139

6 1.00/26.0/155

7 0.82/31.7/155

8 0.64/40.7/155 1 4.60/5.6/36

2 2.72/9.5/62

3 1.86/13.9/90

4 1.46/17.8/116

5 1.23/21.1/137

6 1.00/26.3/171

7 0.82/31.6/165

8 0.69/37.6/160 1 4.71/5.3/36

2 3.14/7.9/54

3 2.11/11.8/80

4 1.67/14.9/101

5 1.29/19.3/128

6 1.00/24.9/128

7 0.84/29.7/128

8 0.67/36.7/128 1 5.35/4.9/31

2 3.24/8.0/51

3 2.25/11.5/73

4 1.64/15.8/100

5 1.21/21.5/131

6 1.00/26.0/131

7 0.86/30.2/131

8 0.72/36.0/131

9 0.60/43.3/13 Axle Ratio:1 2.85 2.93 2.85 3.23 3.07 Chassis Suspension F: multilink, coil springs, anti-roll bar

R: multilink, coil springs, anti-roll bar F: multilink, coil springs, anti-roll bar

R: multilink, coil springs, anti-roll bar F: struts, coil springs, anti-roll bar

R: multilink, coil springs, anti-roll bar F: control arms, coil springs, anti-roll bar

R: multilink, coil springs, anti-roll bar F: multilink, air springs, anti-roll bar

R: multilink, air springs, anti-roll bar Brakes F: 14.0-inch vented disc

R: 13.0-inch vented disc F: 14.7-inch vented disc

R: 13.6-inch vented disc F: 13.6-inch vented disc

R: 12.4-inch vented disc F: 13.8-inch vented disc

R: 12.8-inch vented disc F: 14.2-inch vented, cross-drilled disc

R: 14.2-inch vented disc Stability Control fully defeatable, traction off, competition mode fully defeatable, traction off, launch control fully defeatable, traction off, competition mode fully defeatable, traction off, competition mode fully defeatable, competition mode Tires Pirelli P Zero

255/35R-20 97Y Goodyear Eagle F1 Asymmetric 3 ROF

F: 245/40R-19 98Y

R: 275/35R-19 100Y Pirelli P Zero Run Flat

F: 245/40R-18 93Y

R: 275/35R-18 95Y Pirelli Cinturato P7 All Season

255/35R-20 97H M+S Pirelli P Zero

F: 245/35R-20 95Y

R: 275/30R-20 97Y C/D Test Results Acceleration 0–30 MPH 1.8 sec 2.0 sec 1.7 sec 1.9 sec 1.6 sec 0–60 MPH 5.2 sec 4.7 sec 4.5 sec 5.0 sec 4.2 sec 0–100 MPH 12.3 sec 11.1 sec 10.3 sec 12.3 sec 10.7 sec 0–120 MPH 18.2 sec 16.3 sec 14.9 sec 18.5 sec 15.9 sec ¼-Mile @ MPH 13.7 sec @ 105 13.2 sec @ 109 12.9 sec @ 112 13.5 sec @ 104 12.8 sec @ 109 Rolling Start, 5–60 MPH 5.6 sec 5.6 sec 5.2 sec 5.4 sec 5.3 sec Top Gear, 30–50 MPH 2.4 sec 2.5 sec 2.6 sec 3.0 sec 2.8 sec Top Gear, 50–70 MPH 3.1 sec 3.2 sec 3.3 sec 4.2 sec 3.5 sec Top Speed 128 mph (gov ltd) 155 mph (gov ltd, mfr's claim) 171 mph (drag ltd) 128 mph (gov ltd) 131 mph (gov ltd) Chassis Braking 70–0 MPH 159 ft 168 ft 157 ft 181 ft 161 ft Roadholding,

300-ft-dia Skidpad 0.93 g 0.87 g 0.93 g 0.86 g 0.92 g Weight Curb 4242 lb 4071 lb 4025 lb 4271 lb 4287 lb %Front/%Rear 55.3/44.7 52.3/47.7 51.8/48.2 51.2/48.8 54.5/45.5 Fuel Tank 19.8 gal 18.0 gal 19.0 gal 19.5 gal 23.8 gal Rating 91 octane 91 octane 91 octane 91 octane 91 octane EPA Combined/City/Hwy 24/21/29 mpg 24/20/30 mpg 18/16/24 mpg 23/20/28 mpg 21/18/25 mpg C/D 850-Mile Trip 21 mpg 22 mpg 18 mpg 19 mpg 21 mpg Sound Level Idle 36 dBA 38 dBA 43 dBA 40 dBA 41 dBA Full Throttle 71 dBA 68 dBA 84 dBA 74 dBA 76 dBA 70-MPH Cruise 64 dBA 64 dBA 66 dBA 64 dBA 63 dBA

Tested by David Beard, Tony Quiroga, and Aaron Robinson in California City, CA

Final Results Max Pts. Available 2017 Mercedes-AMG E43 4MATIC 2017 Cadillac CTS V-Sport 2017 Audi A6 3.0T Competition 2017 BMW 540i 2017 Jaguar XF S AWD Rank 1 2 3 4 5 Vehicle Driver Comfort 10 9 8 9 8 8 Ergonomics 10 8 7 9 8 7 Rear-seat Comfort 5 4 3 4 5 4 Rear-seat Space* 5 5 4 5 4 5 Trunk Space* 5 2 3 3 5 5 Features/Amenities* 10 10 8 6 9 7 Fit and Finish 10 9 6 8 10 7 Interior Styling 10 8 7 8 8 7 Exterior Styling 10 8 9 7 8 9 Rebates/Extras* 5 0 1 0 1 1 As-tested Price* 20 15 19 20 17 19 Subtotal 100 78 75 79 83 79 Powertrain 1/4-mile Acceleration* 20 20 20 16 18 17 Flexibility* 5 2 3 4 3 4 Fuel Economy* 10 9 6 9 10 7 Engine NVH 10 9 7 8 10 7 Transmission 10 9 8 8 9 8 Subtotal 55 49 44 45 50 43 Chassis Performance* 20 19 20 20 18 16 Steering Feel 10 9 9 7 6 7 Brake Feel 10 9 9 8 8 8 Handling 10 9 10 8 6 8 Ride 10 9 8 9 7 8 Subtotal 60 55 56 52 45 47 Experience Fun to Drive 25 22 24 20 17 20 Grand Total 240 204 199 196 195 189

* These objective scores are calculated from the vehicle's dimensions, capacities, rebates and extras, and/or test results.

This content is created and maintained by a third party, and imported onto this page to help users provide their email addresses. You may be able to find more information about this and similar content at piano.io