Swell-Weather Droptops: 1995 Compact Luxury Convertible Comparison

From the November 1994 issue of Car and Driver.Compromise has become a dirty word. In 1994, it means giving in and not getting what you want. In your marriage. In the courtroom. In Congress. Even in the Oval Office. In the living room, with your sister commandeering the TV’s remote control. In your life. With cars, though, compromise can also mean getting a little of everything. Consider the Saab 900SE Convertible, the BMW 325i Convertible, and the Audi Cabriolet as evidence. Look at what you get with these compromises: closed-car comfort in the rain and cold and top-down fun in the sun. Athletic road moves and a ride that won’t pulverize vertebrae. Slippery top-down looks to drool over and a business-like top-up guise that won’t suggest you’re trolling full-time. An intimate driver-oriented cockpit and room to carry four adults and your luggage. (Okay, you’ll have to pack lightly.)One luxo four-passenger convertible is missing from our lineup: the $82,298 Mercedes E320 Cabriolet. In our book, getting a little of everything also means getting a price that’s attainable. These three cars sell for $40,000 and change. Hardly cheap, but not at the far end of the cosmos. We could have selected less costly four-cylinder versions of the Saab and BMW (see sidebar), but in this group, that would have been like comparing apples with . . . crabapples.Each is a four-seat convertible with a fully lined, automatic power top. The only manual tasks are unlatching it at the header and pressing a button on the console.Conspiracy theorists inspecting these apples would likely accuse Saab, BMW, and Audi of corporate collusion, because these are remarkably similar cars. Each comes with a small six-cylinder engine mated to an automatic transmission with a sport shifting mode that raises upshift and downshift points for livelier driving. Each is a four-seat convertible with a fully lined, automatic power top. The only manual tasks are unlatching it at the header and pressing a button on the console. The car does the rest, and that includes finishing off the job by putting an automatic boot cover in place. More Convertibles From the ArchiveOther standard equipment features shared by the three cars include air conditioning, leather seating, power locks and windows (with a nice one-button feature that lowers all four windows at once), an anti-theft alarm, and alloy wheels.We subjected these beauties to the usual workout at Chrysler’s proving grounds. Then it was off to the twisting ribbons of asphalt surrounding Traverse City, Michigan, for some back-road aerobics. Much of Michigan is as topographically exotic as a mall parking lot, but not this area in the north. There are low hills and verdant valleys and uncluttered vistas. And cherries. Our test roads snaked through orchard after orchard, including some owned by Cherry Bay Orchards, reportedly the largest producer in the U.S., with 1000 acres of fields and an output of five million pounds of cherries a season.The locals seemed to favor the cherry-red Saab. We approached the three drop-tops with more open minds and concluded the f0llowing.3rd Place: Audi Cabriolet Audi’s first stab at a convertible in this market is a good one: it soothes the eyes whether the top is up or down, it goes down the road impressively, and it is fun to drive. The problem is that for the same money, the two competitors are more proficient at all these tasks.
The Cabriolet’s 172 horsepower should be sufficient to motivate 3396 pounds. Yet this car feels slow. It’s saddled with a syrupy step-off from standstill, and accel­eration to 60 mph is the slowest of the three (9.7 seconds). The automatic’s gearing is tall, and it becomes frustrating in tight corners. Get on the gas pedal as you exit a corner, for example, and a downshift to second gear is followed by a yawning gap in power. HIGHS: Brooks Brothers looks, well-mannered ride and handling, a wind blocker for good hair days.
LOWS: Sluggish performance, light on amenities.
VERDICT: A dyed-in-the-wool conservative, for better and for worse.
This relative lethargy is regrettable because the Audi’s handling is quite com­posed and drama-free. Let’s go to what our test drivers wrote in the logbook: “Benign and predictable. Car simply goes where’s it’s pointed.” “Even with its softer suspension, the Audi always feels secure, even at a breakneck pace.” The tires confine the excitement, serving up only 0.73 g of grip. Yet the transmission shifts smoothly, and down­shifts never lurch the steering wheel on this front-wheel-driver. “This car is a good choice for those with a heart con­dition,” concluded one editor. It’s easy to relax behind the wind­shield, especially if you splurge for Audi’s $370 interior windscreen. This rectangular mesh screen on frames fits across the rear seating area (behind the front headrests) to help block drafts. For cold climes, this is a must-have option that extends the top-down season. It’s so effective when raised that you can carry on a conversa­tion with a front-seat pas­senger at freeway speeds without shouting. On the downside, the mesh can partly obscure your vision out the rear-view mirror. And, of course, it precludes any back-seat passengers. The snug-fitting top com­plements the Audi 90’s clean lines. Twist the T-handle on the header, touch the button, and it disappears under the boot cover in 21 seconds. The manually adjusting seats look simple and sup­port well. Editors also appreciated how Audi dressed up the Cabriolet’s rather stark interior with real walnut panels. But compared with the other cars, this angular five-year-old cockpit still appears dated. And although the formal interior looks spacious, this is in fact the least roomy car of the three, and it has the tightest trunk room. The trunk offers a ski-sack pass-through for long items.The Audi is like the person you’ll always find at tony East Coast parties: mannerly, well-bred, and good-looking, but perhaps suffering from a few too many restrained years spent at Choate or Andover. We like a convertible with more flash and dash. 2nd Place: BMW 325i Convertible The genes of the superlative 3-series coupe and sedan are obvious in the 325i Convertible: it will offer enough speed and handling to delight any enthusiast. But these abilities are not commensurate with the BMW’s higher price—$44,672. Price is the main factor that cost it the top spot and ended the 3-series’ undefeated string of com­parison-test victories at Car and Driver.This car is testimony to the benefits of rear-wheel drive. Its steering is sharp and effortlessly predictable and its dynamics are dead-on—qualities that let you make good use of the BMW’s 0.80 g of grip. Push it to the edge and the 325i barely breaks a sweat. The brakes are strong but sensitive, as if you were reaching down and gripping the four discs with your own hands.HIGHS: Slinky lines, flypaper grip, precision handling, and a slick driveline.
LOWS: A big-dollar jock among renaissance men.
VERDICT: A driver’s delight at a premium price.The driveline is a delight as well, with a smooth flow of power and an automatic transmission that knows exactly what gear it wants. The BMW’s 189-horse­power in-line six makes the most of its 2.5 liters, but it must work against 3496 pounds, the heav­iest weight of the group, which helps explain the BMW’s mid-pack acceleration to 60 mph of 9.1 seconds. At least the weight is put to good use: there’s little cowl shake over broken roads, and doors slam with the thud of the closed-­bodied cars. If you can slam them, that is: closing the doors and trunk lid requires a hefty pull, hardly in keeping with this car’s dear price. More 3-series Convertible Reviews From the ArchiveThe controls, on the other hand, all work with precision. Our flimsiness detec­tor registered only two glitches: a frail plastic glovebox door, and little plastic trim plates on each side of the boot cover that hide the top linkage (on every 3-series convertible we’ve sampled, they’ve come off their tracks). Some of the BMW’s poundage can be attributed to the optional rollover protec­tion system. It consists of two steel hoops hidden behind the rear headrests, which ratchet upward instantly if sensors indicate the possibility of a rollover. (They pop up with a bang even in an emergency lane-­change maneuver, we discovered.) It’s a $1390 option that deserves serious consideration. The only other manufacturer to offer this kind of system is Mercedes-­Benz, on its four- and two-seat convertibles. But we know what they cost. The header release on the BMW works the same as on the Audi. It wins the top­down race, at only 18 sec­onds until the boot cover clicks shut. But despite this car’s raked windshield, it’s windier in here with the top down than in the other two cars. (We later learned that BMW dealers offer a wind­screen like the Audi’s for $405.) With the top up, the usual convertible air-rush noise is reduced by power windows that auto­matically press tightly against their top seals when the doors are closed.
Some features that are standard on the Saab cost extra on the BMW, causing its price to elevate faster than those roll bars on red alert. Heated front seats and mir­rors are $450, and the trip computer is $430. The limited-slip differential costs another 530 clams. And don’t forget $600 for a seat upgrade and different alloy wheels. The final sticker on our test car was a weighty $44,672. Still, the 325i’s score of 91 in the Over­all Rating is not to be sneezed at, and its enthusiasm for tackling curvy roads is nothing short of marvelous. For the price, though, we expected a little more, espe­cially when a competitor offers most of the BMW’s fun and more of other things that make enthusiasts smile for less at the finance-and-insurance desk. 1st Place: Saab 900SE Convertible Saab’s been making convertibles (with the help of sunroof and convert­ible specialist ASC of Michigan) since 1986. After eight years and one model change, this is obviously familiar terri­tory for the Trollhättan manufacturer. The Saab may not offer the precise con­trol of the BMW, but it serves up its own entertainment and it’s a winner in the conveniences and features that make an expensive convertible a plea­sure to drive.For 1995, the all-new 900 convertible has shed the rather awkward profile of its predeces­sor for some truly classy contours. The curves continue inside the car, where Saab uses color in fab­ric and plastic to break up the monotony that often characterizes stark European interiors. HIGHS: Thoughtful interior, progressive styling, and clever engineering that answers every question.
LOWS: The chassis and driveline need a bit more refinement.
VERDICT: Beauty, brawn, brains: an easy-to-like convertible that pushes all the right buttons.But this car’s expensive feel goes past its rich colors and curvy quarter panels. The Saab has standard-equipment features that the others don’t even offer as options. The power front seats have memory for the driver. Traction control makes this front-wheel­-driver ready for any weather. The auto­matic climate control has answers for all situations: pop the roof and it switches from automatic to a manual mode. Unlike the other convertibles, the Saab’s rear seats fold down for increased cargo capacity, and the front headlamps have wipers with their washers. The rear-seat passengers even have their own courtesy lamps. All of which is included in the 900SE’s $39,544 base price.The Saab’s steering isn’t endowed with the laser-lock authority of the BMW, but the underpinnings deserve more credit. Perhaps due to the Saab’s 257-pound weight advantage, the suspension imparts a light, maneuverable feel to the car’s han­dling that’s quite endearing. Whatever it may lack in steering, the Saab makes up for in power. The SE’s DOHC 2.5-liter V-6 produces only 170 horsepower—but when unleashed, the lighter Saab leaves its two European competitors gagging on driver dandruff. The 0-to-60-mph dash takes a mere 8.6 seconds, a half-second less than the BMW needs. And more than one editor noticed the 900SE’s zesty low-end torque. The V-6 needs sound advice, how­ever. When floored, it “gets moany,” wrote one writer. “Nice thrust, but sounds wimpy,” added Editor Smith. There were also occasional complaints about the transmission, which some­times hunts for the right gear. Saab 900 Convertible Test From the ArchiveThe Saab’s top makes odd coffee­-grinder noises and loses the race to the boot at 30 seconds. That could result in a few honking drivers at a quick stop­light top-drop. Nonetheless, the 900SE earned the highest rating in the catch-all “convert-abilities” category, in which the editors assess how well the car works solely as a convertible. The Saab comes with a glass backlight. Unlike the plastic windows in the other cars, it has an effec­tive grid defroster and will stay clear throughout its life.Roll up the windows with the top down and the Saab is almost as quiet as the Audi. (Heresy, according to Editor Smith, who thinks topless convertibles look silly with the windows up.) Saab’s excellent factory sound system will drown out leftover buffeting; a trunk-mounted remote CD changer is standard equipment.The Saab may not offer up all the acro­batics of the BMW, but it provides more than enough of them for grins. At the same time, it dominates the group with thought­ful touches, clever features, and expansive equipment—all at a lower price than its competitors. Which makes this convertible cherry-red even behind the paint.SpecificationsSPECIFICATIONS
1995 Audi Cabriolet
Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 2-door convertible
PRICE

Base/As Tested: $40,080/$40,960
ENGINE
SOHC 12-valve V-6, iron block and aluminum heads, port fuel injection
Displacement: 169 in3, 2771 cm3
Power: 172 hp @ 5500 rpm
Torque: 184 lb-ft @ 3000 rpm
TRANSMISSION
4-speed automatic
CHASSIS

Suspension, F/R: struts/live axle
Brakes, F/R: vented disc/vented disc
Tires: Michelin MXV4 M+S
195/65HR-15
DIMENSIONS

Wheelbase: 100.6 in
Length: 176.0 in
Width: 67.6 in
Height: 54.3 in
Passenger Volume, F/R: 47/24 ft3
Trunk Volume: 7 ft3
Curb Weight: 3396 lb
C/D TEST RESULTS

60 mph: 9.7 sec
1/4-Mile: 17.2 sec @ 83 mph
100 mph: 26.0 sec
120 mph: 47.0 sec
Rolling Start, 5–60 mph: 10.3 sec
Top Gear, 30–50 mph: 5.3 sec
Top Gear, 50–70 mph: 6.8 sec
Top Speed: 126 mph
Braking, 70–0 mph: 189 ft
Roadholding, 300-ft Skidpad: 0.73 g
C/D FUEL ECONOMY

Observed: 22 mpg
EPA FUEL ECONOMY
City/Highway: 18/26 mpg
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1995 BMW 325i Convertible
Vehicle Type: front-engine, rear-wheel-drive, 5-passenger, 2-door convertible
PRICE

Base/As Tested: $39,942/$44,672
ENGINE
DOHC 24-valve iline-6, iron block and aluminum head, port fuel injection
Displacement: 152 in3, 2494 cm3
Power: 189 hp @ 5900 rpm
Torque: 181 lb-ft @ 4200 rpm
TRANSMISSION
4-speed automatic
CHASSIS

Suspension, F/R: struts/multilink
Brakes, F/R: vented disc/disc
Tires: Goodyear Eagle GS-N
P225/55VR-15
DIMENSIONS

Wheelbase: 106.3 in
Length: 174.5 in
Width: 67.3 in
Height: 53.1 in
Passenger Volume, F/R: 48/26 ft3
Trunk Volume: 9 ft3
Curb Weight: 3496 lb
C/D TEST RESULTS

60 mph: 9.1 sec
1/4-Mile: 17.0 sec @ 84 mph
100 mph: 24.3 sec
120 mph: 49.4 sec
Rolling Start, 5–60 mph: 9.6 sec
Top Gear, 30–50 mph: 4.6 sec
Top Gear, 50–70 mph: 5.7 sec
Top Speed (gov ltd): 127 mph
Braking, 70–0 mph: 170 ft
Roadholding, 300-ft Skidpad: 0.80 g
C/D FUEL ECONOMY

Observed: 23 mpg
EPA FUEL ECONOMY
City/Highway: 20/28 mpg
—
1995 Saab 900SE Convertible
Vehicle Type: front-engine, front-wheel-drive, 5-passenger, 2-door convertible
PRICE

Base/As Tested: $39,544/$40,377
ENGINE
DOHC 24-valve V-6, iron block and aluminum heads, port fuel injection
Displacement: 152 in3, 2498 cm3
Power: 170 hp @ 5900 rpm
Torque: 167 lb-ft @ 4200 rpm
TRANSMISSION
4-speed automatic
CHASSIS

Suspension, F/R: struts/multilink
Brakes, F/R: vented disc/disc
Tires: Pirelliu P4000
195/60VR-15
DIMENSIONS

Wheelbase: 102.4 in
Length: 182.6 in
Width: 67.4 in
Height: 56.5 in
Passenger Volume, F/R: 50/34 ft3
Trunk Volume: 12 ft3
Curb Weight: 3239 lb
C/D TEST RESULTS

60 mph: 8.6 sec
1/4-Mile: 16.7 sec @ 85 mph
100 mph: 23.7 sec
120 mph: 49.3 sec
Rolling Start, 5–60 mph: 8.9 sec
Top Gear, 30–50 mph: 3.9 sec
Top Gear, 50–70 mph: 5.1 sec
Top Speed: 132 mph
Braking, 70–0 mph: 184 ft
Roadholding, 300-ft Skidpad: 0.77 g
C/D FUEL ECONOMY

Observed: 23 mpg
EPA FUEL ECONOMY
City/Highway: 18/25 mpg
C/D TESTING EXPLAINED
Source: caranddriver.com