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.
Tag: Road Test
Henry Ford was no gifted artist, yet he made a car worthy of the common man. William Durant didn’t especially like cars, but created a marketing and distribution empire that inspired us all. And while Henrik Fisker’s car-centric life isn’t fully wikipedia’d, the first creation of the company that bears his name is an object of wonder and inspiration. The Fisker Karma, like every concept from any auto show, is a dream car: flaws and compromises intact. (Read More…)
One of the constant dangers for your humble TTAC correspondent is drifting away from gimlet-eyed and ruthless objectivity towards developing a soft spot for a particular manufacturer. Lord forbid you should ever start becoming an “advocate”.
Should such tendencies emerge, one of our larger and hairier Senior Editors will show up on the front stoop bearing a large boat oar emblazoned with “Integrity” and begin beating you about the ears in the manner of the berserker school-master from Flann O’Brien’s An Beal Bocht. Leaving aside semi-obscure references to mid-century Irish literary satire for the moment, there’s one company for which I’d cheerfully risk the aforementioned major head trauma: Mazda.
Editor’s Note: Be aware that photos are larger than the usual format.
When I told friends that my European vacation would give me the opportunity to test a few European cars, their reactions fit a certain pattern: “So you’re going to be running around Europe in Porsches and Audis?” they asked. “Can I have your job?”
“No such luck,” I replied. “I’ve got a Hyundai station wagon and a VW minivan lined up.”
And though my friends may have been disappointed, I certainly wasn’t. After all, I expected great things from the Hyundai i40 I had during my first week, and I was actually quite excited to have secured a VW Sharan for week two. After all, I have something of a history with minivans (I drove a Grand Caravan in High School, the only vehicle I’ve ever crashed), and I was looking forward to comparing VW’s new Euro-MPV to its US “counterpart,” the Chrysler-rebadge VW Routan. If VW would rather sell a rebadged Town & Country than the slick little MPV I received straight from Wolfsburg with only 3,500 km on the clock, surely there was a reason. And I was determined to find it out.
Editor’s note: be aware that the images are extremely large, in order to show off TTAC’s rare opportunity for amazing photo shoot locations.
What makes a flagship? It’s a question that gets to the heart of one’s philosophy as a car reviewer, and no better example exists to explore the issue than Hyundai. Here in the US, Hyundai’s unquestionable flagships are the large, rear-drive Genesis and Equus, well-equipped traditional luxury bruisers at a value price. And though these plush-but-understated cars sell well enough in these economically uncertain times (and they certainly help Hyundai embarrass the likes of Cadillac, which still lacks a true, large, rear-drive flagship barge), they don’t completely fit with the brand values that Hyundai has ridden to prominence across the globe. They’re not wildly efficient, they lack Hyundai’s dramatic “fluidic sculpture” design language, and they’re dreadfully conventional in light of Hyundai’s professed mission to promote “New Thinking, New Possibilities” in the automotive space. Indeed, they’re almost the last throwbacks to Hyundai’s old image of slightly stodgy cars that simply beat the competition hollow on value.
But if we look past the undeniable market logic to offering the Genesis and Equus in the US, it becomes clear that Hyundai has another flagship that almost perfectly captures the reasons the Korean brand has become such a force in the global car business in recent years. Though it might not be the right flagship for the US market, the Hyundai i40cw is far closer to representing the platonic ideal of Hyundai’s brand than any other car the brand offers. And as such it’s also just a damn good car.
I never was a New Beetle kind of guy. But then I am a guy. Unless a cute car handles like a Miata, I’m not interested. For 2012 Volkswagen has redesigned the New Beetle, dropping the “New” and the bud vase (every review must mention this) in the process of attempting to broaden the car’s appeal. And?
Through the mid-1980s, General Motors essentially owned the midsize sedan market. This dominance was ended by the original Ford Taurus, and GM’s position sunk further with the rise of the Honda Accord and Toyota Camry to the top two spots. In recent years the Fusion has replaced the Taurus, while Nissan, Hyundai, and (for 2012) even Volkswagen have become serious contenders. For GM to reclaim one of the top spots, the Chevrolet Malibu had better be a damn good car. The model has been redesigned for 2013. Is the new car good enough? After doing my best to get some seat time in the Detroit area, I gave up my press junket cherry to Chevrolet to find out.
Back in the day, the Jeep Wrangler was only for serious off-roaders. Posers might visit, but assaulted by the SUV’s sluggish acceleration, clumsy handling, rough noisy ride, and spartan hose-out interior they weren’t likely to stay long (or return after leaving). But Chrysler has worked steadily to eliminate these downsides and render the Wrangler fit for everyday use. Back in 2007 the Wrangler grew in size and became available in extended wheelbase four-door Unlimited form. Last year its interior was substantially upgraded. And this year the unloved 202-horsepower 3.8-liter “minivan” V6 has been replaced by a 285-horsepower DOHC 3.6-liter “Pentastar” V6. Meanwhile the chassis has been tweaked repeatedly to improve on-road ride and handling. So, with all of these improvements, is the 2012 Wrangler Unlimited as suitable as any other SUV for running the kids to school and then dropping by CostCo?
If you ask a certain segment of the automotive press, it seems that BMW is rapidly losing the plot. While I agree that BMW’s latest wares are bigger, heavier and more leather-clad than ever before, I can’t say thing is a bad thing in my mind. I upset a few people when I reviewed the then-new 335is by saying “BMW is the new Mercedes”. I’m not sure why noses were “rankled”, but there seems to be a large segment of TTAC’s readership that believe BMW has abandoned “sport” for “luxury”. Maybe they are right; the M3 and M5 have been gaining weight an alarming pace and now we have the X5M and X6M, a pair of 5,400lb SUVs wearing full-on M badges. The burning question at TTAC is: should the guy responsible for designing it be committed? Or should the vehicle be put in a straight-jacket for being a totally insane machine?
“Hey Brendan,” runs the e-mail from our illustrious ed., Ed, “I was wondering if you wanted to take on the most challenging story I’m currently facing: making the new Honda CR-V interesting.”
“Don’t get taken in by the free bacon!”
Wait, what now? Free bacon? I’M THERE.
Location: John Dodge mansion, Detroit
Editor’s note: The car pictured is not a long-wheelbase model, which is the only “Portfolio” model sold in the US. We are looking into the discrepancy.
When Jaguar of North America informed me that I’d be getting a 2012 XJL Portfolio for review, my first reaction was to engage in some mental bench racing. How would the new XJ compare to the smaller but more powerful XF Supercharged that I tested just about a year ago, and how would it compare to my dearly departed Series III XJ, considered by many Jaguar enthusiasts to be the finest of the traditional XJs. On both counts the 2012 XJ comes out favorably in the comparison.
I needed a suitable car for a spirited 500-mile run to the “coolest small town in America,” and back. One leaped to mind: the Audi S4 with its optional active differential. In our first encounter, the current “B8” S4 underwhelmed me. Though quick and capable, it just didn’t feel special. “A4 3.0T” seemed more apt. But that car lacked the trick diff. And metro Detroit’s roads aren’t the most challenging. A re-test was warranted. The roads of Southeastern Ohio and West Virginia would provide it.
They do want advice though; which is tricky for the B&B. While auto enthusiasts like us seek the Coltranes and Metallicas of vehicular enjoyment. They prefer… well… Jimmy Buffett. A well executed car that makes them feel comfortable, has a touch of ‘fun’ at times (the non-enthusiast types of fun), and can go about the transport business for a good decade and change with the same tune and minimal fuss.
They want Maragaritaville without the DUI.
All the convertibles in the $40,000 to $60,000 range seek to attract this mainstream audience. Can the Lexus IS250c do it better? And if so, at what price?
Thirteen years after the Mercedes-Benz SLK reintroduced the hard top convertible, the novelty has once again begun to wear off in the face of concerns about cost, complexity, and curb weight. Even high-end manufacturers like Audi, BMW, and Jaguar have fit their latest convertibles with soft tops (albeit multi-layered ones to retain heat and keep out noise). In other words, the retractable hard top has not rendered ye olde ragtop obsolete. This isn’t to say that the retractable hard top is pointless, at least not when innovatively executed. The recently updated Volkswagen Eos remains the best. But would you want one?
In a luxury market that’s always looking for the next big thing, “Compact Luxury” has become something of a hot trend. And with GM’s Buick brand saved from the bailout-era brand cull, a compact Buick is a key test of whether The General has moved past its bad habits of cynical badge engineering. Thus the 2012 Buick Verano is a hugely important car to The General, not only serving as a bellweather for the health of the Buick brand, but also proving whether or not GM “gets” the tough-to-crack entry-luxury market. So, does the Verano measure up?