It wasn’t that long ago I had an Acura RLX for a week. If you recall that review, I came away liking the car but found little joy in the price tag. Despite wearing a fantastic stitched leather interior, there was just no way I could justify the $10,000 premium over the AWD turbocharged competition from Lincoln, Volvo and others. Can a new dual clutch transmission and three electric motors turn the RLX from being a good car with the wrong price tag to a value proposition? (Read More…)
As expected, the arrival of Mercedes-Benz’s sixth-generation S-Class provided a massive boost in sales just as Mercedes-Benz’s all-new CLA-Class arrived at the bottom of the lineup. Traditionally seen as the market leader, the S-Class has attempted to put aside all doubts by attracting more than 1900 U.S. buyers in each of the last two months. It’s popular.
Speaking at a preview event for the next-generation Hyundai Genesis, Hyundai CEO John Krafcik defended his company’s decision to forgo establishing a seperate luxury channel for cars like the Genesis and Equus. While the rationale put forth usually revolves around the exorbitantly expensive pricetag for launching a new brand and an all-new sales network, Krafcik put it from another angle.
I’ve always had a soft spot for Volvo, that’s probably why I’ve owned two and chose European Delivery on one of them. But Volvo has a problem. It’s not the product. It’s not even the brand positioning. It’s a lack of advertising and visibility. Let’s dive deep into my mind as I pontificate about Volvo’s destiny.
I’ve dished out plenty of Buick love lately. The Verano beats Acura and Lexus at the entry-luxury game and the tiny Encore is an oddly attractive (albeit underpowered) crossover that is outselling the Mini Countryman and Range Rover Evoque by a wide margin. What can we attribute this sales success to? I posit that the original Buick Enclave is the impetus. Landing in 2007 as a 2008 model, it was the poster child of the “new Buick.” On the surface, the Enclave was the replacement for the Buick Rainier, the only GMT360 SUV I haven’t owned. (Just kidding, I’ve only owned 2 of the 11 varieties.) But that’s a simplistic view. In reality the Enclave was intended to elevate the brand enough to compete with three row luxury crossovers from Germany and Japan. This brings us to today’s question: six years and a mild face-lift later, does the Buick still have the goods?
The Acura ILX has been derided as being nothing more than a gussied-up Honda Civic, an analogy that I too applied to the compact Acura when it first arrived. But then our own Brendan McAleer caused me to question my dismissal of the ILX. How many shoppers out there are willing to option-up a base model by 50% and don’t think twice about the fact their “limited” model looks just like the base model? All of a sudden the ILX, especially the 2.4L model we tested made sense to me. What was the revelation? Click through the jump to find out.
The LS 600hL is the pinnacle of Toyota and Lexus engineering. It is the largest Lexus sedan, the brand’s most expensive model, the most expensive hybrid in the world and, with the death of BMW’s V8 ActiveHybrid system, it is once again the most powerful hybrid on sale. Yet the LS 600hL hasn’t had an easy time of things. The large luxury sedan has been lambasted for being the antithesis of green thanks to its EPA combined 20 MPG score. Critics also question whether the 600hL’s enormous premium over the LS 460L can ever be “justified.” I too questioned the logic behind the 600hL at first, but then I spoke with someone who changed my mind. Before we dive in, let’s talk about the elephant in the room. The 600hL starts at $119,910. With all the options checked, you land at $134,875. Without destination. Put your eye balls back in their sockets and click past the jump as we dive into an alternate universe.
Mercedes-Benz E-Class sales shot up 44% in August 2013, a 2008-unit gain. This improvement followed up on July’s 10% year-over-year improvement, which put an end to four consecutive months of decline for the now-recently facelifted E-Class, Mercedes-Benz’s core midsize model.
No sooner did Bentley confirm that they will indeed be producing a premium priced crossover, then Rolls-Royce CEO Torsten Mueller-Oetvoes announced that they will join the other British ultra luxury marque in offering a utility vehicle, likely to cost even more than the Bentley, which is expected to start at about $250,000.
Kia has big plans for America. The Korean brand that was written off in the 1990s, and is best known for making inexpensive cars with long warranties, isn’t planning an assault on the mass market. Kia has bigger plans: compete head on with Lexus, BMW and Mercedes. Say what? Yep. By 2017 Kia promises they will be ready. Rather than leaping right into the market, Kia is dipping their toes into the murky waters of the near-luxury pool. In many ways the near-luxury segment is a harder place to compete. This segment is full of aspiring brands trying to move up (Buick and Cadillac), brands that are floundering (Acura), brands that are treading water (Volvo and Lexus’s FWD models ), brands trying to expand down (Mercedes with the CLA) and brands that have no idea what their mission is (Lincoln). Into this smorgasbord lands a sedan that managed to be the most exciting car I have driven this year and the most awkwardly named. Now that I have that spoiler out of the way, let’s dive into the Credenza. I mean Cadenza.