It’s easy to see why some automakers resist putting premium features in mass market models. All you need to do is look at that luxury showroom to the right. In the quest to differentiate, say, the Ford Fusion from its Lincoln counterpart, or the Toyota Avalon from the Lexus ES, and so forth, manufacturers limit the options and luxuries available on the more pedestrian models.
On the surface, the Optima SXL’s mission could be confused with that of competitors from other non-luxury marques — Accord Touring and Fusion Titanium to name two — but Kia takes its top-trim game a couple steps further. You see, Kia is in a different position as the Optima has no luxury branded sistership and Kia has nothing to lose by creating an Optima trim that could arguably compete with the Acura TLX and Lincoln MKZ.
However, the Optima SXL’s existence does give rise to a very important question: Can a gussied-up family sedan be a value alternative to a near-luxury option, such as the TLX or MKZ? Or is this a case of “making a silk purse out of a sow’s ear?”
Let’s find out.
Kia gained a well-deserved reputation in the ’90s for cheap and nasty transportation, but lately they are the greatest social climber since Cinderella. “2016 Kia” and “1996 Kia” are totally different from one another. Even “2006 Kia” seems like a distant memory.
Unusual for a car company, Kia doesn’t shy away from its troubled beginnings in America, which can be seen both in its marketing toward the press and in its product portfolio.
The 2016 Sorento is a perfect example. While the model we were lent for a week is a solid contender to the Ford Edge, Toyota Highlander and even the Acura MDX, Kia also sells a model priced at $24,900, just above the Toyota RAV4, Honda CR-V and Ford Escape.
Does this make the Sorento conflicted? Or is the Korean born, German designed and American built crossover the “just right” CUV?
March was the highest-volume U.S. sales month in the Audi A3’s decade-long history. Never before had the A3 topped the 3000-unit mark, but March volume climbed to 3081 sales, equal to 18% of Audi USA’s volume last month.
Year-over-year comparisons for the A3 are all but completely invalid, as a hiatus between the departure of the A3 hatchback and the current A3 sedan resulted in a three-month-long sales-free period between November 2013 and January 2014. That period was followed by only 863 sales during the new A3’s first two months of February and March 2014.
2015’s first-quarter was, however, the best quarter yet for the new A3 despite the fact that January-March is the slowest period of the year for auto sales in the United States. (Read More…)
It has been two years since we last looked at the ILX, and my conclusion went like this:
The 2.4L engine needs an automatic and some infotainment love, the 2.0L engine needs more grunt and the hybrid needs to be euthanized. Without changes like these, the Acura ILX will remain a sensible Civic upgrade but as a competitor to Buick’s new-found mojo, Acura has some catching up to do.
2016 brings what I was expecting: a mid-cycle refresh with a new nose and new rump to keep the photos fresh. What I didn’t expect was for Acura to also address the major mechanical systems that we all complained about. Neither did I expect the ILX to be so transformed by a “simple” heart transplant. Can the ILX live up to the legendary Acura Legend? I snagged the keys to a “A-Spec Technology Plus” model to find out.
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…)
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.
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.
Breaking into the Luxury market isn’t easy. Toyota has arguably had the most success with Lexus, the only full-line luxury marque sold in America that isn’t German. Infiniti gave up on trying to go head-to-head with the S-Class and 7-Series when they ditched the Q, and Cadillac has yet to have a complete and coherent strategy. Meanwhile Acura started off strong with the Legend, created a competent E/5 competitor with the all-wheel-drive RL, and then things started to fall apart. Can the RLX bring the brand back?