Automotive Reviews
Posts tagged luxury sedan
2008 Audi A8 W12
01272 days
Sleek lines. Broad, real wood consoles and buttery-smooth Valcona leather. Soft LED ambient lighting. My passengers noticed right away that the 2008 Audi A8 was something special, even before the navigation screen powered itself up out of the dash and the pop-up Bang & Olufsen tweeters rose out of the instrument panel to offer concert-grade sound.
After all of that, I don’t think anyone even noticed how the thing drove, which is too bad; they missed the best part of this big Audi’s show.
The fact that my auto-illiterate friends immediately noticed that the A8 was something special is significant, however, especially in light of cars like the Lexus LS600hL and Cadillac XLR which rolled through largely unnoticed in spite of their high-dollar appointments and window stickers. The A8 feels like old money, no small feat for a manufacturer that’s not British, and its confident brand of luxury is evident even to non-car people, at least from the inside.
“Old money” means “comfortable money” as well, so the A8 doesn’t feel the need to show off at the curb. The styling is reserved for a six-figure vehicle; the expensive bits are mostly underneath, and at a glance the A8 looks like little more than a stretched A6. The Audi-neutral styling is set apart by flashy twenty-inch wheels and a large-framed grille with bolder vertical bars that dips into the bumper line like that of the R8 and other high-performance Audis. Taillights are LED units, and turn signal repeaters are located in the sideview mirrors.
Inside, the A8 is bank-vault solid and library-silent. It’ll only hold four passengers, but that just ensures that each of them can be properly cared for, with heated and cooled 16-way adjustable front seats, vanity mirrors with a magnifying feature, four-zone climate control, reclining rear seats, and even a massage function for the front seats. The large consoles are trimmed with wood front and rear. The advanced Bang & Olufsen sound system, a $6300 option, is one of the most visually exciting ones out there, with tweeter units that rise out of the dash when the car is started. The presentation is of course only the icing on the fantastic sound quality.
The Multi-Media Interface (MMI) information screen flips up out of the dash, where it’s protected by a matching wood cover when the A8 is idle. Of the multi-disciplined infotainment systems available in many high-end German cars, Audi’s MMI’s turn-and-push knob and simple function keys make it the easiest to use, and possibly the most intuitive. On the road, the A8′s available Lane Assist and Side Assist systems warn of vehicles traveling in the car’s blind spots with a yellow light in the side-view mirrors. A power trunklid and rear sun shades are must-haves in this class, and the A8 has them.
The 6.0 liter W12 engine provides 450 horsepower, because there’s not much point in spending this much money for a car that can’t get out of its own way. On the road, the A8 flies like a ground-bound corporate jet, accelerating with very little drama or effort. When competitors like the Lexus LS600hL are feeling like they’re working hard, the A8 just ghosts quietly along without fanfare. Like many large German sedans, this car is at home on the freeway. The unique W layout of the engine results in a very compact and strong powerplant. A six-speed automatic transmission with Tiptronic manual-shift function is standard, as is all-wheel drive. It is an Audi, after all.
Handling is confident, and the A8 reacts like a car much smaller than it is. The four-link front, trapezoidal link rear suspension is coupled with fully pneumatic struts. The adaptive air suspension has been upgraded, to improve this big car’s response. The ride is fantastic, even on Detroit’s Berlin-circa-1945-like roads, as the A8 is better able to filter out the smaller imperfections in the road. Larger, car-eating potholes are easily dodged thanks to improved variable ratio power steering with better road feel and responsiveness. Big-calipered, anti-lock brakes bring this almost 4800-pound car down from speed in a hurry, but without much fanfare or drama thanks to the integrated stability control. Everything about the A8 is confident and relaxed.
There aren’t too many ways to spend six figures on a luxury sedan, so the A8 has to stand out in an already impressive crowd. It doesn’t have the crowd-stopping looks of a Bentley or a big BMW, or the overt technological wizardry of a Lexus, but Audi does put on a very satisfying show. It’s arguably easier to live with than those cars as well, providing over-the-top luxury features in a package that’s not too precious to drive on lowly errands. Whether you’re driving or being driven, the A8 is a good way to spend $140,000 on four-passenger luxury. A8 prices start at $120,100; after adding the Bang & Olufsen sound system, leather appointments, adaptive cruise control, gas guzzler tax and Audi Lane Assist, my tester stickered for $140,425.
Specifications:
All specs are for the 2008 Audi A8
Length: 204.4 in.
Width: 74.6 in.
Height: 57.3 in.
Wheelbase: 121.0 in.
Curb weight: 4729 lb.
Cargo space: 14.6 cu.ft.
Base price: $120,100
Price as tested: $140,425
Engine: 6.0 liter DOHC W12
Drivetrain: six-speed automatic, all-wheel drive
Horsepower: 450 @ 6200
Torque: 428 @ 4000-4700
Fuel capacity: 23.8 gal.
Est. mileage: 13/19
2009 Lincoln MKS
01295 days
Surely you’ve noticed that Lincoln’s flagship sedan doesn’t seem to have kept up with the times. The Town Car has been redesigned several times over the years, but it’s clear that the biggest Lincoln harkens from an era long gone past. That’s fine for a rapidly decreasing number of buyers who want old-school luxury, but there’s not much future in building cars for old men in this business. Fear not, Lincoln fans; the Detroit luxury brand is going uptown and joining the 21st century for 2009, with the introduction of the all-new MKS full-size sedan.
Lincoln’s new flagship definitely looks the part. During my test drive, it was mistaken for a Lexus no fewer than four times. This is a big, substantial car with room for four, but a V6 engine that’s relatively fuel-efficient. Handling and body control are also world-class. Could Lincoln’s full-size sedans finally be stepping out of the disco age?
The styling takes the brand’s current look to a bolder place, with a massive toothy split grille, contoured hood and side sculpting that are muscle-car dramatic. The MKS has tall sills and a powerful stance. High-intensity discharge headlamps are standard equipment. A choice of eighteen or twenty-inch wheels gives the MKS a sporty, ready-for-action look, and help to disguise this car’s size; when parked next to smaller vehicles it looks almost as big as an SUV. At the rear, a high tail is reminiscent of classic Lincolns, and the new taillamp treatment is unique and good looking. Bold Lincoln jewelry adorns the front fenders and rear deck. The MKS looks equal parts sports sedan and luxury car.
The cabin is equally modern; the uniquely sculpted instrument panel doesn’t rely on fake wood to draw the eye, but rather handsome curves and satin-finish trim. Lincoln’s trademark star is hinted at by the placement of the THX sound system’s center speaker, and the console is clean and unadorned. The seats are upholstered in soft Bridge of Weir leather (the company is known for providing hides to the Concorde and Queen Elizabeth 2 ocean liner). Heated rear seats are standard, and the MKS can be had with a two-panel skylight roof for an open-air experience. Keeping the luxury quotient high, Lincoln includes the SYNC voice-activated accessory interface system, THX audio, a pushbutton start, adaptive headlamps, Sirius satellite radio with real-time traffic updates, adaptive cruise control, rain-sensing wipers, a backup camera and a voice-activated navigation system. A keypad that allows the doors to be unlocked with a unique user code is a Lincoln tradition that has been carried over to the MKS and updated with heat-sensing illumination and a smart key fob that allows one-touch entry and keyless starting. The MKS is even environmentally responsible; the available Ebony wood trim is actually made from reclaimed material.
What’s under the hood is unexpected; the MKS is powered by a new 3.7 liter V6 engine. What’s that? No V8? In these times of high fuel costs, Lincoln has chosen to give the MKS a smaller powerplant. Have no fear though, the MKS’ 24-valve all-aluminum V6 uses an all-new direct-injection fueling system that’s good for 270 horsepower. All-wheel drive is also available, and AdvanceTrac stability control is standard. The two-ton MKS moves out quickly. The V6 occasionally sounds overworked and offers a sour engine note, but it never feels like the car’s weight is too much for it, even with the added weight of all-wheel drive. The six-speed automatic transmission shifts smoothly, but slowly; its responses are geared toward seamless gearchanges rather than enthusiast-pleasing ones.
Suspension-wise, the MKS is ready to play thanks to a fully independent suspension. The big Lincoln has borrowed a page from just about every other luxury manufacturer’s playbook, and the MKS has more road feel and much better transitional response than the boat-like Continentals of yore. Buyers hoping for old-school squish will find the MKS a bit too taut for their liking. The available twenty-inch wheels are loud on grooved pavement as well, but a bit of tire noise isn’t likely to dissuade the modern luxury buyer. A car that can’t stop, on the other hand, will, so the MKS’ big antilock brakes are more than capable of bringing the car to a halt without protest.
It’s a compelling argument for a renaissance at Lincoln, if the company can maintain this momentum. MKS pricing starts at $37,655 and well-equipped models come in at well under $45,000, offering luxury to compete with Audi and Infiniti at a lower price.
Specifications:
All specs are for the 2009 Lincoln MKS.
Length: 204.1 in.
Width: 75.9 in.
Height: 61.6 in.
Wheelbase: 112.9 in.
Curb weight: 4127-4276 lb.
Cargo space: 18.4 cu.ft.
Engine: 3.7 liter DOHC V6
Drivetrain: six-speed automatic transmission, front- or all-wheel drive
Horsepower: 270 @ 6250
Torque: 265 @ 4250
Fuel capacity: 19 gal. (AWD)
2007 Bentley Continental Flying Spur
01390 days
Odds are, you’re not in the market for one of these cars.
Not that I’m implying you can’t afford a Bentley if you wanted one, of course. It’s just that the Bentley Continental Flying Spur operates in a very rarefied segment of the market, and the folks who are thinking about buying one are familiar enough with ‘em already.
Of course, that doesn’t mean that I’m going to pass up my chance to see what the fuss is all about. The Continental Flying Spur fits into Bentley’s lineup as the “entry-level” sedan, assuming you can use that term to define a $194,000 car. It’s less pricey than the products from Bentley’s traditional competition over at Rolls-Royce and Maybach (the Bentley Arnage is the high-dollar sedan that does battle with those storied nameplates). The Continental Flying Spur brings Bentley’s hand-built magnificence and luxury-sporting heritage to the upper-echelon sports sedan market.
This same paradox of a more affordable, super-premium car has served Bentley well. The Continental GT hit the streets in 2004 and has since become one of the brand’s most recognizable products. Designed at the same time as the coupe version, the Continental Flying Spur is effectively a four-door version of that coupe, and shares the Continental GT’s distinctive look. Flush-mounted quad headlights and chrome crosshatch grille give the bumper-less front end a modern, streamlined face; the high waistline emphasizes the car’s size and solidity. The heavy C-pillar is streamlined and inspired by classic Bentleys. 19″ wheels are standard, and look just right under the massive body.
The smooth and modern exterior contrasts with the interior, which strongly resembles that of classic Bentleys. Atmosphere is everything, of course; thick wood trim and chrome-ringed individual gauges are part of the Bentley atmosphere. Most of the Continental Flying Spur’ amenities–leather, navigation system, rain-sensing wipers, power trunk lid, heated and cooled seats, even the indirect LED “mood” lighting–can be found in other luxury cars. What gives this car a right to its six-figure price tag is the way it feels. The Continental Flying Spur is built by hand, and it feels like a finely tuned piece of equipment. The leather is hand-stitched, and the wood can be hand-selected should you choose to lay down your cash for one. The Continental Flying Spur is designed to be a high-speed, rolling boardroom, and it feels the part. The big Barcalounger-like seats and doors are upholstered in old-school pleated leather, and the glass is double-paned for maximum isolation from the outside world. On the road it’s preternaturally quiet.
Five-passenger seating is standard; there’s also a four-passenger version with a large console and ancillary controls in the center. Our Continental Flying Spur even featured a champagne refrigerator between the rear seats.
Bentleys have always been performance cars, and in spite of its size, the Continental Flying Spur is definitely that. There’s a 6.0 liter, twin-turbocharged twelve-cylinder engine under the hood, twisting out 552 effortless horsepower. Four-cam, 48-valve construction and variable valve timing ensure relatively efficient operation and boost power delivery. Bentley’s signature quality is torque, and the Continental Flying Spur produces it in a single, massive wave that never seems to end. Where other cars–even many performance cars–run out of steam, somewhere in triple digits, the 6.0 W12 is still pulling, and pulling hard. Attempting to reach the Continental Flying Spur’ limits on public roads is suicidal.
It feels solid on the road, like a three-ton car should. The Continental Flying Spur is massive without being ponderous. It’s also geared to launch like a cannon. The six-speed automatic transmission can be shifted manually with paddles on the steering wheel and is tough enough to handle having 479 foot-pounds of torque dumped into it, and shifts smoothly. It’s top-end biased, with stronger acceleration in the higher gears than down low. All-wheel drive is standard as well, and makes for stable acceleration as well as excellent bad-weather stability. Not that you’d take your Continental Flying Spur out in bad weather.
The self-levelling air suspension can be adjusted for height and stiffness. The Continental Flying Spur rides like a luxury car should, using a four-link independent front suspension with a trapezoidal multi-link rear. Unsprung weight is reduced by the use of aluminum subframes and suspension components. There’s a bit of tautness to the ride, courtesy of the low-profile 275/40 R19 tires. There’s stiffness from the suspension, but not a hint of noise. The suspension’s reflexes are up to the task of making this massive sedan (it’s only a couple of inches shorter than a Chevrolet Suburban) feel like it’s riding on rails. Even at high speeds, the Continental Flying Spur responds quickly to commands. Since it’s capable of ludicrous speeds, it’s blessed with equally impressive brakes as well. The front brakes are among the biggest on any car, anywhere. This means that it’s not hard to haul the big Bentley to a stop after you’ve been going twice the speed limit.
At this price range, a vehicle must necessarily be more than the sum of its parts. There’s only so much that a car can do, from an objective standpoint. The Bentley succeeds, though–it’s clearly a special vehicle in the eyes of everyone who sees it, and while on paper its amenities look to be the same as what you’d find in a Mercedes S-Class or Lexus LS460, the Continental Flying Spur’s hand-built feel and unique interior appointments clearly set it apart. The shattering performance doesn’t hurt, either. The base price of $169,990 truly doesn’t feel wasted. Even with the Mulliner driving specification and additional options in my test car–champagne cooler, heated steering wheels, special stitching and more–the final sticker of $194,185 still seems to be reasonable. And to make a six-figure price tag seem “reasonable,” you’re talking about a special piece of machinery indeed.
Specifications:
All specs are for the 2007 Bentley Continental Flying Spur
Length: 208.9 in.
Width: 75.4 in.
Height: 58.2 in.
Wheelbase: 120.7 in.
Curb weight: 5456 lb.
Cargo space: 16.7 cu.ft.
Base price: $169,990
Price as tested: $194,185
Engine: 6.0 liter twin-turbocharged W12
Drivetrain: six-speed automatic transmission, all-wheel drive
Horsepower: 552 @ 6100
Torque: 479 @ 1600
Fuel capacity: 23.8 gal.
Est. mileage: 11/18