The RDX may have supplanted the MDX as Acura’s best-selling model, but Acura hopes to put the their mid-sized crossover back on top with the all-new 2014 MDX. To show us how they plan to do that, Acura invited us to Oregon to sample the new MDX for a day around Newberg. Even without the snazzy trip it’s easy to see that regaining the Acura sales crown shouldn’t be difficult. After all, the current MDX is Acura’s second best-selling vehicle and despite being seven years old (ancient in the auto biz) the MDX is still the best-selling 7-seat luxury SUV in America and the second best-selling mid-sized SUV/crossover period. How does one redesign success? Carefully.
Do you have a truly bespoke pair of shoes, hand-made, to the tune of $1,000? Or a truly bespoke suit, not just one off the plebeian racks of Armani or Ermenegildo Zegna? Watch out, “bespoke” is losing its worth faster than a dollar during the peanut president regime. Oddly, it is Rolls-Royce that is behind that dangerous paradigm down-shift. (Read More…)
Bloomberg relentlessly covers a fight very few care about: Who sells the most “luxury cars?” Never mind that the only way to win this is to sell more, what do they call them, “approachable” cars. Which Bloomberg’s latest dispatch from the upper class struggle aptly proves.
I remember when the RX rolled onto the scene in 1998. It was truly the first successful crossover as we would know it today. While everyone else was trying to produce a truck-based luxury SUV, Lexus took the Camry/ES platform, put a jelly-bean inspired box on top and jacked the ride height up to 7.7 inches. The result was instant sales success. As we all know however, success has a price. The marshmallow-soft FWD RX lacked road feel, steering feel and sex appeal. Although it’s a bit late in the game, Lexus has decided to fix that last problem with the introduction of the 2013 RX F-Sport. (Read More…)
The Avalon has been something of a caricature since it wafted on stage in 1994. The stretched Camry was low on soul, devoid of style and soft of spring. In short, it was the Buick that wouldn’t leave you stranded. Since then Toyota has struggled to divine a mission for their full size sedan, a problem complicated by the re-invigoration of the large sedan market by the American brands. In hopes of resurrecting sales numbers, which have slid to 25% of their 2000 year shipments, Toyota has injected something hitherto unseen in an Avalon: style. Is it enough?
The upcoming Shanghai auto show is expected to be similar to the Geneva Auto Salon in that crossovers, particularly those from premium brands, will be some of the most anticipated reveals at the show. Buyers in global markets can get enough of them, and that situation is no different at home, where the small premium SUV segment is growing much faster than the equivalent sedan segment.
Over the last two years, attacking Lincoln has become tremendously “in.” This is because doing so will cause everyone to agree with you, which is sort of like when people complain about drivers in their hometown. Seriously: no matter what major city you visit, the drivers there are “the worst,” according to local residents who have obviously never visited Italy.
The latest industry observer to attack Lincoln is David Kiley, who wrote an editorial yesterday for Autoblog entitled “Lincoln needs a farewell address, not a new marketing plan.” This received a generally warm welcome, which mirrors the one Kiley will get in tomorrow’s Detroit Free Press for writing an op-ed piece called “Detroit Drivers Are The Worst.” The latter story would probably win him a Pulitzer, except the committee is in New York and they are absolutely certain Manhattan drivers are the worst.
The only problem is that all of the Lincoln doubters are wrong.
Before you say it, I’m well aware of what you’re thinking: I must be crazy. Regular readers already know this to be true, since I owned a Range Rover Classic. But for those who need more proof, here it is: I have absolutely no idea how Lincoln will come back. I won’t lay out a marketing plan as Kiley did, despite announcing in his title that Lincoln doesn’t need one. I just know they will.
The ES has been Lexus’ best-selling sedan for 15 years yet the front-driver started life as something of a side-show. In 1989 the ES was a thinly veiled Camry, supposedly rushed to market because Lexus dealers couldn’t envision launching a brand with one vehicle (the LS 400) and were unwilling to wait for the SC and GS. This explanation makes sense to me and explains why the ES was the only FWD car in a brand created to compete with the Germans. Of course, this odd fit within a full-range RWD luxury brand is exactly why the ES sells. Wonder why Acura’s wares never had the sales success of the ES? It’s all about the brand baby.
The full-sized luxury market used to be a small pond before the Lexus LS appeared. Up to then all Mercedes had to worry about was the German brand known for their delightfully crude 2002. Jaguar? 1980s Jags spent so little time running they were more garage ornament than transportation. Fast forward to today and BMW is the new Mercedes and the full-sized luxury segment is getting crowded with entries from Audi, Porsche and an XJ that spends enough time running to count. Where does that leave the S-Class’ old foe? BMW tossed us the keys to their most popular 7 to find out.
BMW’s 3-Series is always the benchmark, always the target, and always on a pedestal. So when GM announced Cadillac would once again “complete head-on” with BMW’s money-maker, the world yawned. Then an interesting thing happened, publications started fawning over the ATS, proclaiming the 3-Series has met its match. Could such a thing be true? Even our own Michael Karesh was smitten by the ATS at a launch event. To find out how the ATS matches up with its German rival, Cadillac tossed us the keys to a loaded ATS 3.6 AWD. Can Cadillac beat BMW at their own game? Let’s find out.
So you think you need to carry seven people in comfort with decent economy but you don’t want to buy a minivan? Enter the three-row crossover. Thanks to stronger fuel economy regulations there are plenty of three-row CUVs to choose from, but you want something with a better brand name under 55-large, what does that do to the playing field? You’re left with the Lincoln MKT, Acura MDX, Volvo XC90, Buick Enclave and the newcomer in this phone booth sized segment: the 2013 Infiniti JX35. The new soft-roader Infiniti is already off to a good start coming in third in sales to the Enclave and MDX despite sales starting in April of this year. What’s it like to live with for a week and how does it stack up? Click through the jump to find out.
What do you get when you add two doors to a 6-Series coupé? Last year the answer was: a 7-Series. Of course that was last year, now BMW has an all-new answer: the Gran Coupe. Of course, calling your latest sexy sedan a “coupé” is nothing new (Mercedes has done it since 2004), what is new is the process by which this “coupé” arrived. Normally manufacturers introduce a new sedan, then within a year they delete two doors, lop off some trunk, give it a sporty grille and launch it as a coupé and convertible. The 6-Series Gran Coupe (GC) on the other hand is what happens when you take a an expensive coupé and add doors. In BMW speak, this process created a four-door coupé. Confused yet? Allow me to explain: apparently all you have to do to create a coupé is remove the sashes from the windows. (This means that Subaru buyers have driven coupés all these years and didn’t know it.) Can the sexy 6-Series beat Mercedes at their own CLS game? Let’s find out.
Once upon a time, being the “Cadillac of <insert a noun here>” meant something magical. The problem is: it’s been 60 years since Cadillac was “The Cadillac of cars.” While the phrase lingers inexplicably on, GM is continues to play off-again/on-again with a flagship vehicle for the brand. The latest example is the all-new XTS. Instead of being “the Cadillac of flagships,” the XTS is a place holder until a full-lux Caddy hits. Whenever that may be. In the mean time, Detroit needed to replace the aging STS and the ancient DTS with something, and so it was that the XTS was born of the Buick LaCrosse and Chevy Malibu.
When the “F01″ 7-Series arrived in 2008 followed by the “F10″ 5-Series in 2009, I saw the writing on the wall; BMW is the new Mercedes. My theory was “proved” after a week with the 2011 335is and 2012 X5M. BMW fans decried my prophesy as blasphemy. I repeated my statement with the 2012 328i and caught the eye of egmCarTech. A Mercedes fan tried to run me over in a parking lot. My colleagues in the press thought I lost my mind. BMW’s media watchers were eerily silent. A month later I was told that BMW would allow me a week in the all-new 2012 M6 Convertible. Would the most expensive M car change my mind or prove the point once and for all?
The LS and I have had a long relationship. Back in 1993 I was an impressionable teenager nearing that holy-grail of ages: 16. This meant I dreamt of driving constantly. My parents were Oldsmobile and Chrysler folks, so my choices were a 1980 Custom Cruiser, a 1985 Cutlass Ciera, or a 1988 Grand Voyager. The Oldsmobiles were diesel. Need I say more? One day my best friend’s dad pulled up in a brand-new 1993 Lexus LS 400 for the school run. I had no idea cars could be assembled with that kind of precision and my world was changed forever. Needless to say, when the Lexus invited me to the unveiling of the fifth-generation LS, my expectations were set high.