We Tested Three Luxury Convertibles in 2004, and Came Up With One Surprise Winner

[This story originally appeared in the June 2004 issue of MotorTrend with the headline "Air Force Three."] On the list of life's most soul-nourishing pleasures, driving a top-down convertible has to rank right up there with eating free Beluga caviar or hitting the channel-changer the moment Dr. Phil appears on TV.

To our minds, any convertible is wonderful-"We never met a convertible we didn't like," to paraphrase, uh, I think it was Kenny Rogers-but some convertibles are obviously more wonderful than others. Case in point, the three plush, new four-seat imports gathered here.

Now into its second model year, Audi's A4 Cabriolet is the senior citizen of the trio. Compared with the chunky cabrio Audi sold without anyone noticing from 1994 to 1998, the new car is sleeker, roomier, and, Audi says, 112 percent stiffer structurally. Two engines are available: a 170-horsepower, turbocharged 1.8-liter four and a 30-valve, 3.0-liter V-6 making 220 horsepower. Each is offered only with a continuously variable transmission. Base price in front-drive form (for 2004, Audi also offers its quattro all-wheel-drive system with the six) is $42,520.

The Mercedes-Benz CLK320 Cabriolet is new for 2004. Based on the svelte coupe Mercedes launched last year, the new CLK320 Cabriolet powers its rear wheels with a 215-horsepower, 3.2-liter V-6 running through a five-speed automatic (Mercedes also offers a CLK500 with a 302-horsepower, 5.0-liter V-8, and a rip-snorting CLK55 AMG with a 5.5-liter V-8 cranking out 362 horsepower). Base price for the ragtop CLK320 is a cool $52,770.

Saab's new 93 Convertible also made its debut this year. Like the coupe model unveiled for 2003, the new Convertible rides on GM's global Epsilon platform (underpinning for such cars as the Chevy Malibu and the upcoming Pontiac G6). Thanks in part to this stout foundation, the new 93, like the Audi, has made big strides over its predecessor in bending and twisting stiffness-a nearly 200-percent improvement, Saab says. Driving the front wheels is a high-pressure turbo 2.0-liter four kicking out 210 horses. Saab offers two 93 drop-top variants: the Arc (with 16-inch wheels and a five-speed manual) and the uplevel Aero, with 17-inch rims and a six-speed manual. Our test car was an Arc (base price: $40,690) equipped with the optional five-speed automatic transmission ($1250).

There are differing approaches within this trio-the Mercedes is the lone rear-driver; the Saab features a turbocharged four-cylinder compared with the naturally aspirated sixes of the other two; the Mercedes six is an SOHC design versus the Audi's DOHC, five-valve-per-cylinder layout-but in many ways these three alfresco two-doors appear to have studied at the same school.

Each car is within 10 horsepower and eight pound-feet of torque of the other; each boasts a fully lined, fully automatic one-button top with an electrically heated glass rear window; and each is equipped with such standard features as electronic stability control, leather seats, power everything, automatic climate control, and rollover-protection devices that automatically deploy if the car senses it's about to turn turtle.

To discern the best of these three comparably armed new sun machines, we headed east for a two-day romp in the mountains surrounding eternally sun-drenched Palm Springs. And immediately encountered rain. But after an unplanned afternoon of roof-leak tests (all passed), the sun finally broke through, and we were able to wring out our three players on dry mountain twisties.

With the rain and the exhaust echoes a memory, here's how they finished.

The Players

Three new players in the premium four-seat convertible class-the Audi A4 Cabriolet ($46,735), the Mercedes-Benz CLK320 Cabriolet ($54,910), and the Saab 93 Arc Convertible ($45,614)-drop their tops and show us what they’ve got.

The Game

Miles of Interstate, ribbons of twisting mountain switchbacks, and an afternoon of slinging in the rain in sunny Palm Springs.

Third Place: Saab 93 Arc Convertible

The new 93 begins revving up your senses even before you twist the ignition key, from the aggressive posture of its deep front air dam and rakish lines to a cupholder that artfully twirls out of the dash as if to say, "In this car we do everything with panache."

Though it's down two cylinders to the other players, the Saab's turbo four delivers enough boosted muscle to launch the car from 0 to 60 mph in 7.2 seconds-a dead heat with the Audi and the Mercedes. What it doesn't deliver is the relaxed smoothness of the two sixes; you can hear the whistle of the hard-working turbo whirling away when you're in hustle mode-especially with the top down. Happily, Saab has all but eliminated the full-throttle torque steer that made the steering wheel of a previous-generation turbo 93 feel about as serene in your hands as a freshly caught marlin. In the new Convertible, one hand is enough to adjust for the trace of full-power tugging that comes through the steering wheel.

The structure of the new car is vastly improved over its predecessor-"The Saab is hewn of granite compared with, say, a Chrysler Sebring," noted one logbook entry. But our test drivers agreed that the 93 falls short versus its premium competitors. "Considerably less rigid than the Mercedes," wrote one driver. "The steering wheel quivers over rough roads, as does the rearview mirror." Noted another tester: "You're more aware of road imperfections in the Saab than in the others."

The Saab's handling takes some getting used to-the steering is quick off-center, almost nervous in its responsiveness-but the 93 managed to post a second-best 0.78g skidpad performance and a runner-up lap in our figure-eight test. From the logbook: "More stable and planted than the CLK during spirited cornering. The steering has a lot of gain off-center-it's easy at first to dial in too much lock when entering a corner. But once you've adjusted to the responsiveness, the handling is actually pretty good. The chassis hangs on without drama."

With the exception of that gee-whiz cupholder, the Saab's cabin is a bit of a disappointment. "Interior doesn't seem very posh," was one comment. "All-black coloring, matte-finish wood, and faux metal trim do little to dress things up." Wrote another tester: "Controls are harder to figure out in the Saab than in the others-the radio, for instance, is way more complicated than it needs to be."

And while we liked the style of the center-console handbrake lever-it's stealthily integrated so that it resembles the fixed grab handle on the passenger side-when we released the brake, it often pinched our fingers. We also judged the Saab's cabin to be the noisiest and windiest when we made back-to-back comparisons with tops down and no windblockers in place behind the front seats (Saab offers a fold-up windblocker as a $495 dealer accessory). A nice Saab feature is a separate climate-control mode that automatically engages whenever the top is dropped.

With options added to put the Saab's equipment on a par with the Audi's-including automatic transmission, six-disc CD changer, and Xenon headlights-our 93 Convertible test car stickered for $45,614, a $1121 advantage over the A4. But given the Saab's less-than-rock-solid structure, its four-cylinder powerplant, and its somber cabin, that advantage seems to disappear. Summed up one editor: "It's hard to imagine an unbiased customer test-driving both the Saab and the Audi and deciding to go for the Swede."

Our Take: Saab 93 Arc Convertible

Quick Fact

Saab suffers from dark, monotone cabin with unintuitive control layout. Cool “stealth” parking-brake lever offers pinched fingers.

What’s Hot

• Svelte styling
• Energetic character
• Trio’s lowest price

What’s Not

• Structural shimmies
• Too-quick turn-in
• Dour cabin

Don’t Miss

Climate control automatically shifts into manual mode with top down

Bottom Line

A feature-packed performer that feels unpolished against its refined rivals

Second Place: Mercedes-Benz CLK320 Cabriolet

With an as-tested price of $54,910, the CLK320 is by far the costliest player in our trio. It looks expensive: The body combines classic design cues with fine tailoring, and the interior is luxuriously dressed in creamy leather, polished burled walnut, and bright metallic accents. And it feels expensive: The structure is as solid as a bowling ball, road noises are well-isolated, and the engine churns out smooth, tranquil torque.

The CLK topped the voting in ride quality. "Most luxurious ride in the group," noted one logbook entry. "Supple even over most freeway imperfections and barely a quiver from the structure," was another. "This thing exudes richness."

The Benz's bias toward ride plushness exacts a price in responsiveness and handling performance, though. At the test track, the CLK posted the group's poorest numbers in the slalom, on the skidpad, and in our figure-eight lap-not by a large margin, mind you, but enough that we could feel the difference in the mountains. "More body roll than in the others, with slower, less-communicative steering," was one entry. "Definitely feels greasier than the Audi in corners. Makes me feel a bit less confident of where the CLK's limits are," wrote another driver. Said a third driver more candidly: "Steers like a boat compared with the other two."

Despite being the "low-tech" entry in the group, the CLK's SOHC, three-valve-per-cylinder V-6 earned top marks from everyone. "Really stirring snarl when you're winding out this 90-degree six--one of the nicest V-6 engine notes I can recall," wrote one editor. "The engine is so smooth you need to watch the tach when holding a gear with the Touch Shift transmission-the six is eager to spin along right at the redline," offered another. Straight-line performance, as noted previously, was hood-ornament-to-hood-ornament with the Saab and the Audi. "The CLK feels lively enough with the six to make you reconsider the knee-jerk instinct to buy the V-8 CLK500," wrote one tester.

The CLK's cabin is a fine place to spend time. With the top down, we observed little wind or road-noise intrusion, with or without the standard pop-in rear-seat windblocker. The top mechanism did prove obstinate on a few occasions, refusing to drop down until we'd perfectly secured the ski pass-through and cleared away any luggage in the trunk that might get in the way of the folded roof. Otherwise, the Benz was all manners and polish. Excellent seats, lustrous materials, and superb fit and finish all combine to remind you why you spent so much green to sit here-as do the Benz's many standard luxury features, including arms that automatically extend from behind the doors to hand you your seatbelt, a potent eight-speaker Bose audio system (with a stylish subwoofer tucked between the rear seats), a power tilt/telescoping steering column, and even power window switches for rear-seat passengers.

One option that seemed frivolous was the Mercedes Keyless Go system. Do you really need to spend $1040 just so you can start your car by pressing a button with the key still in your pocket?

The CLK320 is big on comfort, big on powertrain refinement, small on rewarding handling, and big on price. Too big on price, we think, in light of its sportier and less costly competition.

Our Take: Mercedes-Benz CLK320 Cabriolet

Quick Fact

CLK is loaded with luxurious touches, including rear-seat subwoofer, Keyless Go starter-button in shifter, and robotic seatbelt arms.

What’s Hot

• Luxurious personality
• Velvety ride
• Thrilling engine sounds

What’s Not

• Slow steering
• Skittish limit handling
• Lofty sticker

Don’t Miss

Only in the Benz do rear-seat passengers get their own window controls

Bottom Line

A premium luxo-cruiser for a premium price

First Place: Audi A4 Cabriolet 3.0 CVT

A few hours into our mountain drives, it became clear that this one wasn't even going to be close. In almost every category-exterior styling, cockpit design, handling, fun-to-drive, value-the name that kept coming up during our driver swaps was "Audi."

The body isn't a direct copy of the A4 sedan, but instead has a longer hood, unique taillights, and some cues borrowed from the TT (including headlights backed with black). The result is a real looker: lean, muscular, elegant, with just enough modern detailing to excite the eyes (notice the brushed aluminum of the windshield surround). The cockpit is even better, featuring superb seats, a clean and stylish dash layout, tasteful use of wood trim and metallic accents, and such welcome details as a switch on the driver's door that lowers all four windows with one touch. Top-down, the cabin is exceptionally quiet, too. Logged one driver: "With the optional windblocker in place, it's hard to recall a convertible that's more calm and tranquil at 80 mph. Maybe the Mercedes SL. Certainly none under $50K."

The continuously variable transmission is a surprise in this lofty price class (CVTs are more common in economy cars), but we quickly realized that it's a sweet partner to the refined and responsive 3.0-liter six. "Infinite ratios-I love it!" wrote one tester. Another logbook entry: "The powertrain feels happy running hard. By simply popping the shifter over into the manumatic gate, the CVT holds revs extremely well during spirited driving. I didn't even shift it. The kick-down switch will still prompt a ratio change when needed, so in manumatic mode the CVT ends up feeling more like a normal five-speed auto." Our only criticism was that, due to the constant "slipping clutch" sound of the CVT (and the odd sensation of hearing the engine note holding steady while speed continues to build), the Audi doesn't deliver the thrilling aural crescendos some enthusiasts may crave.

The A4's handling drew raves. "By far the easiest and most satisfying of the trio to drive hard," wrote one editor. "Steering is smooth and direct-the A4 goes exactly where you point it, and the chassis is both grippy and stable in corners." Stated another: "The tires never squeal, and I haven't noticed any stability-control intervention, despite running pretty darned hard. A very nice piece of work." Our seat-of-the-pants impressions were borne out at the test track, where the A4 topped our handling tests, including most skidpad grip (0.81 g) and fastest speed in the slalom (64 mph). The slight tradeoff for that cornering prowess is a ride that's conspicuously firmer than the CLK's. Thanks to the A4's excellent structural rigidity, though, road imperfections are damped out before becoming intrusive in the cabin.

As mentioned before, that cabin is a gem. Compared with the old A4 Cabrio, the new model is more than eight inches longer overall and rides on a wheelbase that's grown by nearly four inches. One welcome byproduct of the stretch is excellent rear-seat legroom. Adults can actually ride in back without staring at their kneecaps. More likely, they'll just admire the Audi's designer cockpit attire.

Our A4 Cabriolet test car carried some pricey options, including premium leather sport seats ($1500); a premium package ($1475) with wind deflector, Xenon headlights, and more; an excellent Bose audio system ($650); 17-inch alloy wheels ($500); and special pearl paint ($450). Yet the as-tested sticker of $46,735 significantly undercuts even the base price of the CLK320 Cabriolet.

Our test team is unanimous: Roof up or roof down, in this talented trio the Audi A4 Cabriolet is tops.

Our Take: Audi A4 Cabriolet 3.0 CVT

Quick Fact

Masterful A4. Cabin delights eyes with designer shapes and astutely matched materials. Big window button lowers all glass with a single touch.

What’s Hot

• Smooth-ingot bodywork
• Gorgeous cockpit
• Faultless handling

What’s Not

• Firm ride
• Unusual powertrain sensations with CVT
• Heavy package

Don’t Miss

The driver can drop all four windows with a ­single button

Bottom Line

An elegant, eye-catching sun machine with all the right moves