Large, luxurious, and very serious, the first generation CL was also an SEC and S during its life. While Mercedes-Benz played the Nineties naming games with its lineup, the W140 soldiered on in two-door format as a last-of for a top-tier Mercedes coupe.
The W140 500 SEC and 600 SEC were introduced in 1992 globally as successor to the C126 (that’s coupe) variant of the legendary W126 S-Class. We’ve covered C126 previously in both standard and cocaine-inspired AMG variants, but never a W126. Look for it in a future Rare Rides Icons.
Both versions of the W140 were penned by Bruno Sacco late in 1987, during the middle of his career at Mercedes. Sacco was lead designer at Benz between 1975 and 1999. With the W140, he brilliantly continued the pillarless hardtop styling of the C126. Two models of SEC were initially available: The 500 used a 5.0-liter V8 that produced 320 horsepower, while the top-drawer 600 SEC had a V12. The most expensive car Mercedes produced at the time, it used a 6.0-liter engine that produced 394 horsepower and rocketed the coupe to 60 in 6.1 seconds. The 600 SEC was incredibly exclusive, and fittingly asked $132,000 in 1992. Adjusted for inflation that figure comes to an eye-watering $262,000. V12 models were identifiable almost solely via their V12 badges on the C-pillar and the 600 on the back.
The range expanded into other models over the years, as a less expensive 4.2-liter V8 was an option in some markets. On the other end of the spectrum, AMG models used larger and more powerful V12 engines of 6.0, 6.9, and even 7.3 liters. That largest engine allowed the CL 73 AMG a top speed of 199 miles per hour and was the engine Pagani chose to power the Zonda of the 2000s. Standard Mercedes-issued coupes were all limited by German tradition to 155 mph. A considerable number of horses were required to motivate the CL, since in any trim it weighed at least 4,500 pounds, and weighed about 4,900 pounds with a 12-cylinder lump upfront. All cars used a four- or five-speed automatic dependent on model year.
In 1994 the SEC moniker that Mercedes used for decades was replaced by an S, as the S 500 Coupe and S 600 Coupe more closely identified with their sedan sibling. It was a temporary measure though, as for the model year 1997 in Europe and 1998 in North America the S was swapped for CL, and the CL-Class was born. Models were then CL 500, CL 600, and so on. The car underneath changed little over the years, as Mercedes used their best build quality, materials, and technology in their halo coupe.
The W140 coupe was offered through 1999 in Europe and 2000 in North America, at which point it was replaced by the W215 CL-Class. The second CL was based upon the new W220 S-Class sedan. The W215 was noteworthy, as it was Bruno Sacco’s final design for Mercedes. Both the W215 and its 2007 successor (C216) were more modern, full of even more technology, much more complicated, and as a consequence has aged more poorly over the years. Both second and third-gen CLs can be found commonly on high-quality internet content like “You Can Get All This $200,000 Mercedes Coupe For $15,000 You Guys Like and Subscribe,” but the W140 SEC and CL have escaped such an undignified fate. Their quality, non-bling appearance, and limited production (26,022 total) have kept them under the radar.
Shortly before the end of its production, Mercedes offered a final run trim on the W140 CL which they creatively called Final Edition. Said special edition seems to be an “all options as standard” version of the CL 500, and in this instance pairs a nice navy metallic paint to a black interior, with sporty AMG-adjacent monoblock wheels. A testament to its build quality, today’s CL has traveled over 164,000 miles and looks brand new. Located in Spain, the future classic asks $15,235.
[Images: Mercedes-Benz]
Become a TTAC insider. Get the latest news, features, TTAC takes, and everything else that gets to the truth about cars first by subscribing to our newsletter.
For a starting price of $42,000, you would usually go for the Germans with more cabin comfort and high-tech interior. But there’s an Italian too on the list and that is the Giulia. Since it arrived in 2017, Alfa Romeo has been updating the Giulia with all the necessary features every model year to keep up the pace with the Germans. For the 2022 model year, the company decided to replace the Ti Sport trim with Veloce, which will offer race-inspired performance with a rear limited-slip differential, bigger 19-inch wheels, and a few more features. The top-of-the-line Giulia Quadrifoglio gets powered by a Ferrari-derived 2.9-liter V-6 and is one of the fastest in its segment. As for the changelog, the 2022 Giulia gets ADAS tech as standard which includes Blindspot monitoring, active cruise control, and a few other features. The Giulia also gets heated front and rear seats, an air quality system, a navigation system, and wireless charging as standard. All trims except for the Quadrifoglio come with RWD as standard or optional AWD, which will set you back another $2,000.
2022 Alfa Romeo Giulia: Trims and Features
Like the earlier model years, the new 2022 Giulia gets a total of four trims- Sprint, Ti, Veloce, and Quadrifoglio. The Veloce replaces the Ti Sport and just like the Sport and Ti, it gets powered by a 2.0-liter turbocharged inline-four engine coupled with an eight-speed shiftable automatic transmission and RWD as standard. The range-topping Quadrifoglio gets a 2.9-liter twin-turbo V-6 engine but drives through the rear wheels only. Here is a list of detailed trim prices and features for your convenience.
Sprint.
Price- $42,550.
Xenon headlights.
17-inch alloy wheels.
Dual-zone automatic climate control.
Six-way power-adjustable driver and front passenger seats with driver’s seat – memory settings.
Keyless proximity entry and ignition.
Leather-wrapped and heated steering wheel.
Heated leather front and rear seats.
7.0-inch TFT driver information display.
Eight-speaker audio unit.
Navigation system.
Aluminum column-mounted paddle shifters.
Wireless charging pad.
8.8-inch touchscreen display.
Android Auto and Apple CarPlay.
A few of the standard safety features are:
ADAS technology- Active blind-spot assist, active cruise control, lane departure warning, front and rear parking sensors, automatic high beam headlights.
Forward collision mitigation.
Ti.
Price- $44,900.
Panoramic sunroof.
18-inch alloy wheels.
trunk-mounted grocery bag hooks and cargo net.
Veloce.
Price- $48,500.
19-inch alloy wheels.
Sport front seats.
Rear limited-slip differential.
Adjustable thigh cushions and side bolsters
Quadrifoglio.
Price- $78,650.
Summer performance tires.
Upgraded brakes.
Adaptive suspension dampers.
Carbon-fiber body panels and interior trims.
14-speaker Harman Kardon premium audio unit.
Torque vectoring differential.
As for the trim selection, most of you guys would settle for the base Sprint trim and that is just more than fine for the level of opulence and standard set of features offered by the company. The Veloce with its limited-slip differential and bigger wheels will unlock better handling capabilities both on the road and track. The Quadrifoglio with its power-packed V-6 engine and other performance bits like the torque-vectoring differential, upgraded brakes, and lighter body panels with carbon-fiber parts, is for enthusiasts who will take its full advantage, but it has a heavier price tag too.
Exterior Design Philosophy
The aging looks of the Giulia are not stepping behind in the competition because its uniqueness is what sets it apart from the German cars. However, Alfa Romeo made sure to keep the exterior updated by bringing minor changes over the years since its 2017 launch. Fast-forward to the 2022 model year, the exterior looks majorly unchanged with the same LED DRLs and xenon headlamps. The signature “Trefoil” grille along with the huge lower grilles make the front fascia look unique and seriously attractive.
The rear looks just as sharp and sporty as the front with LED taillights, dual exhaust tips, blacked-out rear bumper, and rear spoiler. The base Sprint gets 17-inch wheels, unlike the Ti and Veloce which gets 18-inch and 19-inch wheels, respectively. The Veloce and Quadrifoglio get a rear diffuser unlike the fake ones on the other trims and the latter even gets carbon-fiber parts on both the front and rear. The Quadrifoglio also gets quad exhaust tips.
Swipe up to read the full in-depth review.
Overall, the 2022 Alfa Romeo Giulia is not that different from the likes of C-Class and 3 Series. The curb weight is measured around 3,521 pounds with the base Sprint trim and that goes all the way to 3,806 pounds with the maxed-out Quadrifoglio. The other dimensions include 182.5 inches of length, a total of 73.7 inches width without mirrors, a height of 56.5 inches, and 111.0 inches of wheelbase. A few of the exterior features of the 2022 Alfa Romeo Giulia are as follows:
LED DRLs and taillights, xenon headlamps.
Alfa Romeo’s “Trefoil” grille.
17-inch alloy wheel fitted as standard.
Dual exhaust tips.
Panoramic sunroof.
Rear spoiler.
2022 Alfa Romeo Giulia Exterior Dimensions
Model
2022 Alfa Romeo Giulia
Curb Weight
3521-3806 lbs.
Length
182.5 inches
Width
73.7 inches
Height
56.5 inches
Ground Clearance
N/A
Wheelbase
111.0 inches
Interior: A True Italian Craftsmanship
Alfa Romeo has implemented newer cabin features and uplifted the quality of the Giulia’s cabin over time, and for the 2022 model year, there are not many updates that are noticeable at the first glance. But, that doesn’t mean Giulia’s cabin is not a good place to be in. To quote it in a few words, the gap between the rivals and the Giulia is coming closer. As a sports sedan, the cabin has cutting-edge luxury materials and other sports goodies to compete in the segment. The dashboard has a beautiful flowing nature and gets sleeker as it reaches the right side. Typical soft-touch materials cover the dashboard, on the door panels, and an aluminum center console comes as standard. However, with the Quadrifoglio, the cabin gets Alcantara on the dash and door panels with carbon fiber and wood on the center console. The Giulia gets a busy center console with a lot of buttons, knobs, and a drive selector, making it look congested.
The leather-wrapped sports steering wheel with heating functions is a standard feature along with a pair of aluminum paddle-shifters. There’s another unique feature which is the heated leather seats for both the front and rear, making the Germans feel inferior in the standard feature listings. Unfortunately, the driver’s display is still a 7.0-inch TFT with two analog meters and an 8.8-inch touchscreen display sits on the middle of the dash and is slightly tilted towards the driver’s side for added convenience.
While the seats offer good cushioning in both rows, the ride comfort is not that great. The front row has ample room for the driver and front passenger, unlike the rear which has only 35.1-inches of legroom. If you have a family of five adults then the Giulia would not be the best in terms of rear row comfort. Let us remind you that the Giulia is a sports sedan, not a $20,000 Japanese sedan. The cargo capacity is not known yet but will be around what the competition is offering which is about 13 cubic feet.
Interior features of the 2022 Alfa Romeo Giulia are:
Dual-zone automatic climate control.
Leather-wrapped and heated steering wheel with aluminum paddle-shifters.
Keyless ignition.
Interior air filtration.
Up to 10-way power-adjustable front seats.
Leather upholstery with multi-level heating functions on both rows.
Optional sports seats.
7.0-inch TFT multi-information display.
Alcantara, genuine leather, and wooden interior trims. (Quadrifoglio)
2022 Alfa Romeo Giulia Interior Dimensions
Model
2022 Alfa Romeo Giulia
Seating Capacity
5
Front Row (Headroom/Shoulder Room/Leg Room, in inches)
38.6/56.1/42.4
Second Row (Headroom/Shoulder Room/Leg Room, in inches)
37.6/53.6/35.1
Cargo Capacity
N/A
Since Alfa Romeo is a part of Stellantis, it should be no surprise that the Uconnect system found its way to the Alfa Romeo Giulia, and with the 8.8-inch touchscreen display, it feels good to toggle through the menus. The jitters and lags are hardly noticeable and the system does support Android Auto and Apple CarPlay as standard. Other features include an eight-speaker audio unit, satellite navigation, a wireless charging pad, and voice recognition. There’s an optional 14-speaker Harman Kardon premium audio unit available to raise the melophile inside you.
Performance and Handling Champ
Powering the 2022 Giulia is a 2.0-liter turbocharged inline-four engine that is meant to put out an impressive 280 horsepower and 306 pound-feet of maximum torque. This engine is housed inside the Sprint, Ti, and the new Veloce trim. As standard, the Giulia runs through the rear wheels and has an optional AWD but will cost you another $2,000 over the asking price. Gear shifts are taken care of by an eight-speed automatic trnamission which also takes inputs from the steering-mounted aluminum paddle-shifters. The Giulia with the base engine can speed up to 60 mph in just 5.5 seconds, with the standard setup. The AWD pushes the timing to 0.4 seconds less which is quite impressive. When you look at the competition, the BMW 330i does 0-60 in 5.4 seconds, and the Audi A4 does the same in 5.4 seconds. So in real-world performance, the base engine equipped Giulia will not disappoint you in any way.
However, there is another beast of a 2.9-liter, twin-turbocharged, Ferrari-derived V-6 running the show inside the range-topping Quadrifoglio. This engine belts out a whopping 505 horsepower and 443 pound-feet of torque, which kicks in as early as 2,500 RPM. While the transmission is still an eight-speed automatic, there is no optional AWD, thus it runs through the rear wheels only. That said, the Quadrifoglio sprints up to 60 miles an hour in just 3.8 seconds, as claimed by the company. So to bring a comparison with the rivals, the Mercedes-AMG C63 S with its massive 4.0-liter twin-turbo V-8 does 60 miles an hour in just 3.7 seconds and the BMW M4 has the same timing as the Alfa with 3.8 seconds. So you can see that there is hardly any difference in the top-of-the-line performance models.
Let’s talk about the handling capabilities in which all the Giulias ace. The steering capabilities are just as fast as any other German performance sedans. There is ample feedback with razor-sharp input but let us remind you that in heavy traffic, the steering might feel a little too sensitive. The standard rear-wheel-drive setup will have oversteer issues if you become very athletic with the throttle paddle. However, the safety systems kick in quite intrusively so there’s nothing to worry about. The Veloce gets a limited-slip differential at the rear that surely comes in handy while oozing out of a corner fast. But the Quadrifoglio gets torque vectoring which even elevates the handling capabilities to another level. The suspension is stiffer than the other sport sedans in the market which surely makes the ride stiffer but getting in and out of corners gets easier with minimal body roll. The Quadrifoglio gets adaptive suspension which the other trims do not get and that changes profile according to the driving modes selected. The braking performance is stellar in the segment, especially the Quadrifoglio which gets a pair of bigger brake rotors.
2022 Alfa Romeo Giulia Performance Stats
Model
2022 Alfa Romeo Giulia
2022 Alfa Romeo Giulia Quadrifoglio
Engine Type
2.0-liter turbocharged inline-4
2.9-liter twin-turbocharged V-6
Drivetrain
RWD (Standard), AWD (Optional)
RWD
Transmission
8-speed shiftable automatic
8-speed shiftable automatic
Power
280 HP @ 5,200 RPM
505 HP @ 6,500 RPM
Torque
306 lb-ft @ 2,000 RPM
443 lb-ft @ 2,500 RPM
0-60 (MPH)
5.5 seconds w/ FWD, 5.1 seconds w/ AWD
3.8 seconds
Top Speed
149 MPH
149 MPH
Front Brake Rotor Size (Inches)
13.0
14.2
Rear brake Rotor Size (Inches)
12.5
13.8
Fuel Economy
The Giulia will return decent fuel economy with the 2.0-liter engine if you are concerned about fuel expenses. The EPA rated it with a city mileage of 24 miles per gallon, a pretty decent 33 miles per gallon on the highways, and 27 miles per gallon as a combined economy. The Quadrifoglio with its fire-breathing V-6 is meant to consume more gas and gets rated 17/25/20 for city/highway/combined by the EPA. The Mercedes-AMG C63 S has a rating of 18/27/21 for city/highway/combined which is slightly more than the Quadrifoglio. All the Giulias get a 15.3-gallon gas tank which can deliver from 306-413 miles before you pull over for refueling.
2022 Alfa Romeo Giulia Fuel Economy
Model
2022 Alfa Romeo Giulia
2022 Alfa Romeo Giulia Quadrifoglio
MPG (City)
24
17
MPG (Highway)
33
25
MPG (Combined)
27
20
Tank Capacity (Gallons)
15.3
15.3
Range (City/Highway/Combined, in Miles)
367.2/504.9/413.1
260.1/382.5/306.0
Safety Convenience
With the 2022 model year, Alfa Romeo has added ADAS (Advanced Driver-Assistance Systems) technology to the Giulia as standard which unlocks numerous active safety features. A few of them are as follows:
Active blind-spot assist.
Active cruise control.
Lane departure warning.
Front and rear parking sensors.
Automatic high beam headlights.
Blindspot monitoring.
Forward collision mitigation.
The Giulia is the only car in the segment that is offering ADAS as standard. However, the Giulia gets “Good” ratings from the Insurance Institute for Highway Safety for the 2021 model year. With the new 2022 model year, we are expecting the “Top Safety Pick+” rating because of the addition of ADAS.
Should You Consider The 2022 Alfa Romeo Giulia Over The Competition?
If you are already a German car fan with a more sophisticated, tech-loaded cabin then you are not going to get impressed by Giulia’s approach. This is no child’s play, the Giulia is a great performance sedan but for a different group of consumers. If you are someone who wants a fast car with different visuals, an opulent interior with an Italian marque of craftsmanship, and breathtaking performance, then the Giulia is the one you should consider.
Late last year I put forth some thoughts about the future direction of Infiniti, largely about how the company was on a downward trajectory. Looking forward, the brand needs a major change in direction – not much has changed since December when I wrote that piece.
But one might then logically ask “Where did the company first lose its way?” I’m going to answer that question right now. Let’s take a little trip to the Before Times, in 1990.
That was the first model year for Infiniti just like it was the first model year for Lexus, but Infiniti started off on the wrong foot. I am of course speaking about the Q45, the grill-free, no-nonsense, no-wood, super-serious, full-size luxury sedan that was the company’s flagship. Where Lexus spent big money and years dreaming up an all-new car for its first U.S. luxury foray, Nissan went the cheap route. It took the upcoming new-generation President (the company’s JDM full-sizer) and then tried to Americanize it. Whereas Lexus made a more reliable Mercedes-Benz S-Class, Infiniti made a more hardcore BMW 7-Series without any of the iconic styling.
Americans wanted wood, ruched leather, a hood ornament, and a reasonably compliant suspension in their large sedans (they hate all that shit today, but whatever). Infiniti got a focus group together and then proceeded to edit the President into a firm-riding car without any wood or ruched leather. No grille, no hood ornament. After Judgment Error Number One was finished, they hired an ad agency to produce commercials for the exciting new Q45, and chose not to show it to customers. That’s right, they assumed that the luxury car buyer concerned with image and prestige would visit their dealer upon seeing an ad with a lake, rocks, and trees and “You can see this at a dealer!” tag line. That didn’t work then, and it wouldn’t work today. It was a terrible idea.
Their other premier offering was the M30 coupe and convertible. Based again on an existing Nissan, the Leopard, Infiniti went cheapo. Lexus spent big time money on the SC 400 and amortized that cost with the now-legendary Supra with which it shared a platform. The Leopard had some wood and leather added eventually (they’re learning!) and debuted as the M30. The Leopard wasn’t a bad car per se, and it had the V6 from the 300ZX. But it was again not what the American customer wanted. It was dated looking, too square, too small, not nice enough inside for the asking price, and half-assed. The SC and Acura Legend trounced it.
Shortly thereafter, Infiniti went after the Lexus ES 300 and the BMW 3-Series with the Nissan Primera-based G20. The Primera was more a world car than the President or Leopard, and more competitive generally. But G20 was a compact sedan with very bland styling, again based on something slightly too small for its American purpose. The ES 300 was larger and more luxurious and had interesting frameless windows. Most importantly, the ES didn’t look like it was a Camry. The G20 looked like a Sentra – which it wasn’t – but people assumed it anyway. People still think that even today in the age of the Internet. The G20 did make it quite a while (another problem) and earned itself a second generation that ran from 1999 to 2002. Infiniti had been around for nine years when the second G20 debuted, and the brand was still was doing badge swap jobs against unique Lexus product.
” data-medium-file=”http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-26.jpg” data-large-file=”http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-3.jpg” class=”aligncenter size-large wp-image-1617298″ src=”http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-3.jpg” alt width=”610″ height=”406″ srcset=”http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-3.jpg 610w, http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-25.jpg 75w, http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-26.jpg 450w, http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-27.jpg 768w, http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-28.jpg 120w, http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-29.jpg 1024w” sizes=”(max-width: 610px) 100vw, 610px”>Don’t worry I didn’t forget the other Nineties flop they had, the midsize J30! Again with 300ZX power, the J30 was a slight rework of an updated Leopard, the Leopard J Ferie sedan. At least the J30 had unique looks, but they came at a price: Space. The midsize exterior of the J was not reflected in its interior, where it had space like a subcompact. The J was smaller than a contemporary Sentra inside because of its aggressive roofline and stubby trunk. The ingredients were there on this one: good engine, rear-drive platform, Poltrona Frau interior. But they misjudged the market again and delivered a car too small and too quirky looking for Americans. The rear end treatment is not dissimilar to a bustle-back Seville, really. And how’d that one go?
” data-medium-file=”http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-31.jpg” data-large-file=”http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-4.jpg” class=”aligncenter size-large wp-image-1670270″ src=”http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-4.jpg” alt width=”610″ height=”395″ srcset=”http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-4.jpg 610w, http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-30.jpg 75w, http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-31.jpg 450w, http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-32.jpg 768w, http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-33.jpg 120w, http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-34.jpg 800w” sizes=”(max-width: 610px) 100vw, 610px”>This Nineties foundation started Infiniti off in the wrong direction, and the brand really never recovered. There was overcompensation in the opposite direction in the case of the second-gen Q45. It was a mushy, Buick-like car without a unique V8 (and was actually 4.1-liter). Gen-two Q was based on a smaller less prestigious car than the original Q. While Lexus was improving the LS 400 into the LS 430, Infiniti aimed downward and put forth a smaller car with a shorter wheelbase and a smaller engine. But it had lots of ruched leather and wood, at least. Your father might have considered one if he didn’t like the Park Avenue’s styling update in ’97.
The company’s had two or three bright spots along the way, but they’ve never been able to replicate the success or mature it into a second-generation offering. The G35 was a sales success and brought back sporting credibility to Infiniti. Sedan, coupe, convertible, the G35 was the right product at the right time. It used Nissan’s FM platform that carried over into the G37 version, where things started to fall apart. It wasn’t as inspired as the G35, and overall less original. The VQ V6 problem was here too, among others: Each time Nissan made the VQ larger it lost some refinement, sounded more like a paint mixer, and got more thirsty (3.0, 3.5, 3.7, 4.0). G37 became Q50 and Q60, and that 20-year-old FM platform is still in use today. It’s a big problem that Nissan can’t seem to fix.
FM also became the FX35, a stylish and unique crossover way ahead of its time. But then it turned into the FX37 and started looking like a fish. There weren’t enough new ideas there, and people demanded more cargo room out of their midsize two-row SUV circa 2009. They’d be okay with crap cargo room now because that’s marketable as “coupe SUV,” which is bullshit, but it would’ve worked had the FX persisted today.
” data-medium-file=”http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-47.jpg” data-large-file=”http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-7.jpg” class=”aligncenter size-large wp-image-1618832″ src=”http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-7.jpg” alt=”Image: 1997 Infiniti I30″ width=”610″ height=”406″ srcset=”http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-7.jpg 610w, http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-46.jpg 75w, http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-47.jpg 450w, http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-48.jpg 768w, http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-49.jpg 120w, http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-50.jpg 1024w” sizes=”(max-width: 610px) 100vw, 610px”>Their third success was the I30 and subsequent I35, reworked Maximas which were different enough to work because the Maxima underneath them was decent enough at the time. Moderately luxurious, reliable, softer, and quieter than Maxima, attainably priced. The I30 especially was a nice car (if boring). The I35 suffered at the hands of cost-cutting in a big way but was still serviceable, and sold well. I35 lived on too long as Infiniti readied the G.
Oh, and there’s more FM: the M35. A larger midsize, M took over for the final Q45 as the only large-ish sedan the brand offered in 2007 (it shared the stage with Q for 2006). It was unrelated to the M45, a rebadged Nissan Gloria circa 2003 that was very enthusiast-approved but flopped with the general public given its looks. A generally successful offering, the M35 was not large enough to compete with full-size offerings from the other luxury brands and went against the E-Class, Lexus GS, and BMW 5-Series. The M had 2003-type styling at introduction in ’06 and maintained it through 2010 when everyone else had long moved forward. It was updated in 2011, again to add fish-like styling elements. It got larger in its rework (still not full-size), and spawned a long-wheelbase L version. It was renamed Q70 in short order but by then nobody cared. Stretched beyond its means, the FM Q70 did not feel well made, had an outdated interior full of 2006 components that were never updated, and was floppy in its handling while being too firm over bumps.
” data-medium-file=”https://www.thetruthaboutcars.com/wp-content/uploads/2016/10/2016-Infiniti-Q70-450×300.jpg” data-large-file=”http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-9.jpg” class=”aligncenter size-large wp-image-1436825″ src=”http://ghostridermotorcycle.com/wp-content/uploads/2021/07/opinion-heres-where-infiniti-lost-its-way-9.jpg” alt width=”610″ height=”406″>I’ve gone on for a while here and now I’m worn out. In summation, bad foundational product lead to a poor start. The foundational product was bad because Nissan didn’t invest enough in Infiniti the way Toyota did with Lexus and to a lesser extent Honda did with unique product for Acura. The G37 should have been the last FM platform ever, yet Infiniti can’t seem to get away from it. Among their more recent problems, the subsistence on FM is the worst, most important, and most persistent. When are they gonna cut that cord?
The Rare Rides series has featured fiveRolls–Roycepremiumvehicles in past editions, yet none of them had more than two doors. We remedy this oversight today with a four-door Rolls commissioned and owned by the king of Saudi Arabia.
It’s not what you’d call subtle.
Much like the Camargue linked above, the Silver Spirit was one of the few models to carry Rolls-Royce into its more modern era. The Spirit lived a very long life, in its standard wheelbase guise from 1980 to 1997, and long-wheelbase Silver Spur format from 1980 to 2000. The Silver Spirit sustained Rolls through the end of its Vickers ownership and into the VW Group era. It would see replacement by the Silver Seraph, a car full of BMW parts but sold by Volkswagen. A different Rare Rides entry for sure.
The Spirit was the “volume” Rolls-Royce model, and at the time was also marketed as several Bentley models. All of those Bentleys were an Eight but had various trims, engines, and names. The Spirit and Spur were sold through four different series, all bearing a Mark I-IV title as typical with British cars that see updates. Mark I carried the Spirit through 1988 with its traditional 6.75-liter V8 and a sturdy three-speed GM THM400 transmission. Mark II was an important modernization point and included Automatic Ride Control which adjusted the dampers, ABS, and fuel injection. All those modern trappings so foreign to Rolls-Royce traditionalists. 1991 saw the introduction of a four-speed 4L80 transmission used in the civilian Hummer.
Mark III arrived in 1993, and included visual updates like new bumpers and flush composite headlamps, alongside airbags. In addition to the Spirit and Spur, two limited-run models appeared at this time. The Flying Spur had the turbocharged V8 from the Bentley Turbo R and was limited to 134 examples. There was also a high-zoot Silver Dawn, which had electric traction control and heated rear seats. Considered a more subtle car, the front radiator grille height was reduced two inches, and there was a smaller Spirit of Ecstasy hood ornament. She’d had her wings clipped.
The Mark IV was renamed New Silver Spirit and New Silver Spur, and introduced in 1996. This final revision was not marketed with any IV branding, as fear of the number is common in China, Japan, and Taiwan. All Mark IV cars were turbocharged, and bumpers became integrated and color-matched. But by then the Spirit and Spur were long due for their BMW-adjacent replacement, and everything looked a bit too gingerbread.
Today’s Rare Ride is one of three custom commissions by Saudi Arabia’s king. Part of the original Mark I run of cars, the king ordered three Spirit cabriolets all at once. The white one was for him, a yellow example was for his eldest daughter, and the third one (with Bentley branding instead) was for a good friend. Interestingly, the customizations were not completed by Rolls-Royce in-house but rather at a Rolls-Royce dealer in Milan, Italy. Checking the result, one might conclude why Rolls didn’t want to do the edits at Crewe. The king didn’t keep his white Spur for long, as it was sold to an owner in France in 1990. It’s in Monaco now and will be auctioned in a couple of weeks where it’s expected to fetch between $60,000 and $90,000.
Did you ever wonder which vehicle is credited with being the very first personal luxury car? Wonder no more, as it’s today’s Rare Ride, the Muntz Jet.
The Muntz owes its creation to an earlier sports car that was creatively named the Kurtis Sport Car, or KSC. Created by Frank Curtis, the KSC was on sale from 1949 to 1950 and was available as a kit or a fully-assembled car. The KSC was based on a ’49 Ford, and as such used a variety of Ford engines. Kurtis quickly realized his hardtop convertible was too expensive to produce, and exited the business after selling around 25 KSCs.
Kurtis sold all the tooling and manufacturing rights for the KSC to Earl Muntz. Muntz (a well-off used car dealer) had his own ideas about a hardtop convertible, and redeveloped the KSC into his own Muntz Jet. Muntz added a luxurious interior to his Jet, and reworked the exterior visuals only slightly from the KSC. Though it looked very similar, the Jet was 400 pounds heavier, and had a 10-inch longer wheelbase than the KSC upon which it was based. The longer wheelbase allowed for a back seat, and room for four passengers instead of two as in the KSC. Notable features on the Jet included standard seat belts, and a padded dashboard for additional safety – neither of those were found on most production cars of the time. It also featured hydraulic brakes, a dual-coil ignition, independent front suspension, and power steering.
Gone were the Ford engines, and on offer instead were Cadillac and Lincoln V8s, both of which made 160 horsepower. Sporty customers could order the Jet with a three-speed Borg-warner manual, while more traditional luxury coupe buyers selected a GM three-speed Hydramatic.
The engine in the Jet depended upon production location. Early on the Jet was built in Glendale, California, and had an aluminum body and the Cadillac V8. Later on production moved to Illinois, where steel bodies were paired with the Lincoln engine instead.
The complicated and technologically advanced Jet was very expensive to make, and lost money even with a $5,500 price tag. It competed with Cadillac convertibles on sale for around $4,000, and Lincolns for $3,600. Worth mentioning, each Jet cost $6,500 to produce. Each sale put Muntz further in debt. Even though the Jet had famous owners like Grace Kelly and Mickey Rooney, the company never made money. Muntz lost an estimated $400,000 on his Jet, and closed down the company in 1954. 198 Jets were built, and around 125 of them are still in existence.
Today’s Rare Ride is a lovely brick red example with a cream interior. It’s the second Jet assembled, one of 40 or so made in California. Yours for $225,000.
Large, luxurious, and very serious, the first generation CL was also an SEC and S during its life. While Mercedes-Benz played the Nineties naming games with its lineup, the W140 soldiered on in two-door format as a last-of for a top-tier Mercedes coupe.
Both versions of the W140 were penned by Bruno Sacco late in 1987, during the middle of his career at Mercedes. Sacco was lead designer at Benz between 1975 and 1999. With the W140, he brilliantly continued the pillarless hardtop styling of the C126. Two models of SEC were initially available: The 500 used a 5.0-liter V8 that produced 320 horsepower, while the top-drawer 600 SEC had a V12. The most expensive car Mercedes produced at the time, it used a 6.0-liter engine that produced 394 horsepower and rocketed the coupe to 60 in 6.1 seconds. The 600 SEC was incredibly exclusive, and fittingly asked $132,000 in 1992. Adjusted for inflation that figure comes to an eye-watering $262,000. V12 models were identifiable almost solely via their V12 badges on the C-pillar and the 600 on the back.
The range expanded into other models over the years, as a less expensive 4.2-liter V8 was an option in some markets. On the other end of the spectrum, AMG models used larger and more powerful V12 engines of 6.0, 6.9, and even 7.3 liters. That largest engine allowed the CL 73 AMG a top speed of 199 miles per hour and was the engine Pagani chose to power the Zonda of the 2000s. Standard Mercedes-issued coupes were all limited by German tradition to 155 mph. A considerable number of horses were required to motivate the CL, since in any trim it weighed at least 4,500 pounds, and weighed about 4,900 pounds with a 12-cylinder lump upfront. All cars used a four- or five-speed automatic dependent on model year.
In 1994 the SEC moniker that Mercedes used for decades was replaced by an S, as the S 500 Coupe and S 600 Coupe more closely identified with their sedan sibling. It was a temporary measure though, as for the model year 1997 in Europe and 1998 in North America the S was swapped for CL, and the CL-Class was born. Models were then CL 500, CL 600, and so on. The car underneath changed little over the years, as Mercedes used their best build quality, materials, and technology in their halo coupe.
