In 2004, Southern California’s fascination with the BMW 3 Series extended beyond mere popularity—it became a cultural statement. The twin-kidney grille symbolized more than design; it served as a status marker. For years, the least expensive BMW sport-luxury sedan led sales, demonstrating that performance and prestige could thrive together. The region’s diverse roads—mountain passes, desert highways, and coastal curves—provided the ideal testing ground for such vehicles.
Other manufacturers observed this trend. If BMW succeeded by selling half its volume through one model, why couldn’t they replicate it? The outcome was a wave of competitors priced significantly lower, each representing a major strategic investment. The Infiniti G35 has led a revival at Nissan’s luxury division, accounting for 75% of all Infiniti sales. The Acura TL had dominated Honda’s premium lineup for nearly a decade. The Saab 9-3 Sport Sedan outsold its larger sibling, the 9-5, by a 2-to-1 ratio. Meanwhile, the Cadillac CTS became the foundation for GM’s rear-drive luxury strategy, surpassing the Lincoln LS in sales.
We evaluated four of these vehicles by pushing them through Southern California’s most demanding routes—mountain switchbacks, desert straightaways, and coastal bends, while stopping for overpriced coffee between tests. Each car came fully equipped with premium audio systems, advanced automatics, and sport packages where applicable. The goal wasn’t whether they could match a BMW’s performance but which could deliver the most engaging experience.
Saab 9-3 Aero: A Turbo’s Unreliable Performance
The Saab 9-3 Aero finished last in our rankings, yet its presence was impossible to ignore. Built on GM’s Epsilon platform, shared with the Chevrolet Malibu and Pontiac G6, it wasn’t merely another midsize sedan. Saab’s engineers stripped it down, installed their own suspension and steering systems, and fitted a turbocharged 2.0-liter four-cylinder. They claimed the body’s rigidity was three times greater than its predecessor’s. The result was a car that felt structurally sound, free from typical squeaks and rattles, with a coupe-like silhouette that drew attention.
The turbocharged engine, producing 210 horsepower, proved the most contentious aspect. On paper, it appeared capable. In reality, it behaved like a surfboard, timing throttle, gear shifts, and boost required precision. Merging into traffic risked being left behind due to turbo lag. At highway speeds, the engine’s flat delivery made it feel more suited to commuting than sport driving. Mid-corner boost surges further complicated matters, forcing constant adjustments rather than allowing natural engagement.
Steering exacerbated these issues. It lacked self-centering accuracy, with unpredictable gain that could nudge the car into adjacent lanes unexpectedly. Overcorrecting triggered the ESP dynamic stability control and Cornering Brake Control to intervene abruptly, often at inopportune moments. The 17-inch Pirelli PZero tires improved grip, but they couldn’t compensate for the car’s resistance to driver input.
Bright spots included the Aisin-Warner Sentronic five-speed automatic, which offered manual shifting via paddle controls. This allowed drivers to manage revs and boost more effectively. The interior featured supportive leather seats and logical controls, though mastering the audio system demanded patience. The 9-3 Aero’s fundamental flaw wasn’t just turbo lag, it was the sensation that the vehicle worked against the driver rather than with them.
Infiniti G35’s German-Built Dominance
The 9-3’s advantages, compact size, solid construction, and concept-car styling, made it an intriguing underdog. However, on Southern California’s twisty roads, its unpredictable throttle response and unresponsive steering turned it into a car that demanded more skill than most drivers possessed. Its front-drive layout might have excelled in snow or ice, but on dry pavement, it fell short of expectations.
The Infiniti G35 quickly established itself as the most formidable BMW 3 Series rival in California by 2004. Unlike its competitors, the G35 wasn’t a rebranded platform, it was Nissan’s first genuine luxury sedan, engineered in Germany and assembled in Japan. Its 3.5-liter V6 generated 290 horsepower. The engine’s smooth power delivery, free from turbo lag or the abrupt shifts of a naturally aspirated inline-six, made it far more practical in traffic. On winding roads, the G35’s linear acceleration and broad rev range kept it engaged without overwhelming the driver.
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Handling set the G35 apart. Nissan’s VK50 platform, shared with the 350Z, delivered a neutral, predictable feel, with minimal body roll and steering that balanced feedback and lightness. The 18-inch Bridgestone Potenza RE980AS tires provided strong grip, while the four-wheel disc brakes with vented rotors ensured consistent stopping power. Unlike the Saab, the G35 rewarded aggressive driving rather than punishing it. Even in spirited cornering, the car remained composed, with variable-assist power steering adapting smoothly to speed and road conditions.
The interior raised the G35’s standing. Nappa leather upholstery, a Bose 12-speaker sound system, and dual-zone automatic climate control were standard, but it was the attention to detail that impressed. Wood-trimmed center consoles, heated and ventilated front seats, and electronic climate-controlled seats ensured comfort on long drives. The multimode automatic transmission was smooth and efficient. Xenon HID headlights with adaptive beam control added sophistication, though they occasionally created harsh reflections on wet surfaces. The G35’s overall execution was flawless, proving a luxury sedan could excel in both road manners and refinement.
Acura TL’s Engaging Drive Over Luxury
While the Saab 9-3 Aero struggled with its turbocharged nature, the G35’s primary drawback was its price. At base trim, it was priced thousands of dollars less than equivalently equipped fare from BMW, positioning it as a high-end choice rather than a budget alternative. For buyers willing to invest, the G35 offered the best combination of performance, comfort, and luxury in the group. It wasn’t merely a competitor to the 3 Series, it matched BMW’s flagship sedans in capability, even if it lacked the German brand’s emotional resonance. On Malibu’s backroads or near Palm Springs’ desert highways, the G35’s balance of power, precision, and polish made it the most complete option.
The Acura TL arrived in 2004 as Honda’s answer to the BMW 3 Series challenge. Unlike its rivals, the TL wasn’t just a rebranded platform, it was a sedan built from the ground up, sharing its underpinnings with the Acura CL but offering a more practical interior. The 3.2-liter V6 produced 270 horsepower, slightly less than the G35’s output, but its smooth delivery and broad rev range made it equally capable on twisty roads. The five-speed automatic transmission, though not as refined as the G35’s automatic, provided more engaging shifts, particularly in sport mode.
Handling reflected the TL’s engineering priorities. The multi-link suspension and precise steering offered a more direct connection to the road than the G35’s softer setup. Body roll was more noticeable, but the car’s nimble response in corners made up for it. The 17-inch Bridgestone Potenza RE980AS tires matched the G35’s specification, ensuring strong grip without sacrificing comfort. Braking remained solid, though slightly less fade-resistant than the Infiniti’s system.
Inside, the TL’s cabin combined practicality with luxury. The leather-appointed seats were supportive but less plush than the G35’s Nappa leather. The center console featured clear, easy-to-read gauges, and the infotainment system, while functional, lacked the G35’s innovation. Heated and ventilated seats were optional, adding to the TL’s more utilitarian feel. The TL’s strengths lay in its driving engagement and reliability, but its interior fell slightly behind the Infiniti in premium touches.
Cadillac CTS: GM’s Sharpest Challenge
The Cadillac CTS represented GM’s most ambitious attempt to compete with the BMW 3 Series. Introduced in 2003, it shared its platform with the Pontiac G6 but offered a more refined driving experience. The 3.6-liter V6 produced 285 horsepower, slightly less than the G35, but its torque provided strong acceleration. The six-speed automatic transmission, while not as smooth as the Infiniti’s automatic, offered more precise shifts, particularly in sport mode.
Handling was the CTS’s standout feature. The car’s balanced chassis and precise steering made it feel more connected to the road than its competitors. Body roll was minimal, and the car’s response in corners was sharp. The 18-inch Goodyear Eagle F1 tires matched the G35’s specification, ensuring strong grip.
Inside, the CTS’s cabin was spacious and well-appointed. The leather seats were supportive, and the center console featured clear, easy-to-read gauges. The infotainment system, while functional, lacked the G35’s innovation.