Mercedes CLS
There's lots to like about the CLS, one of Mercedes' most innovative cars of recent years. In essence it's a coupe-saloon, combining the look and exclusivity of a two-door bodyshell with the practicality of a saloon.
And it certainly looks the part. The Gothic styling won't appeal to everybody, but the CLS isn't going to be mistaken for anything else on the road. It looks like it should be starring in a futuristic film rather than cruising down the high street.
The cabin is considerably less radical, sharing switchgear and major componentry with other models in the Mercedes range. The driving position is very comfortable and front seat occupants enjoy plenty of space, but it feels tight in the back and rear headroom isn't brilliant. At least the boot is a decent size, although the rear seats can't be folded down to increase its volume.
On the road the CLS delivers a dynamic experience very close to that of the CLK coupe. It's agile, taut and responsive, although the driver never feels as connected to the action on a favourite twisty road as they would in a mid-sized BMW. Waft is what the CLS does best, demolishing motorway journeys and keeping out an impressive amount of disturbance from wind and road noise.
Four engines are available. The entry-point 350 petrol and 320 CDI diesel both give serious urge, pretty much negating the point of the more powerful 500 petrol and manic "63 AMG" version which sit at the top of the range.
And it certainly looks the part. The Gothic styling won't appeal to everybody, but the CLS isn't going to be mistaken for anything else on the road. It looks like it should be starring in a futuristic film rather than cruising down the high street.
The cabin is considerably less radical, sharing switchgear and major componentry with other models in the Mercedes range. The driving position is very comfortable and front seat occupants enjoy plenty of space, but it feels tight in the back and rear headroom isn't brilliant. At least the boot is a decent size, although the rear seats can't be folded down to increase its volume.
On the road the CLS delivers a dynamic experience very close to that of the CLK coupe. It's agile, taut and responsive, although the driver never feels as connected to the action on a favourite twisty road as they would in a mid-sized BMW. Waft is what the CLS does best, demolishing motorway journeys and keeping out an impressive amount of disturbance from wind and road noise.
Four engines are available. The entry-point 350 petrol and 320 CDI diesel both give serious urge, pretty much negating the point of the more powerful 500 petrol and manic "63 AMG" version which sit at the top of the range.
Cost Price: ± $70,000
Body: coupe
engine: V8, 5461 cc
Power, bhp: 388
Transmission: 7-spd
Driven Wheels: R
Top speed: 155 mph
0 - 62 mph: 5.4 seconds
Fuel consumption: 24.4 mpg (combined cycle)
Body: coupe
engine: V8, 5461 cc
Power, bhp: 388
Transmission: 7-spd
Driven Wheels: R
Top speed: 155 mph
0 - 62 mph: 5.4 seconds
Fuel consumption: 24.4 mpg (combined cycle)
Maserati Quattroporte
For people determined to stand out from the mainstream, the Quattroporte offers an ultra-exclusive driving experience. Tiny sales and dramatic styling mean that the big Maserati has the ability to pretty much stop entire streets as it drives past. Now that it has a conventional automatic transmission rather than the CambioCorsa automated manual it is much easier to live with too.
This isn't a car for modest attention-phobics. The Quattroporte's serious dimensions, striking styling and "blinged-up" detailing give it huge presence. The cabin is similarly striking, with some modern design and lots of upmarket materials, although some of the plastics and switchgear feel very low rent compared to rivals. Many minor controls are hard to fathom until you're familiar too. There's loads of room for four occupants, but the boot is small for a car trying to compete in this segment.
On the move the Quattroporte's can beguile, even if it is less polished than its German rivals. The wonderful V8 engine supplies plenty of performance and accompanies it with a wonderful, hard-edged soundtrack that is now complemented by a decent conventional six-speed automatic transmission. Perversely, this can be quite jerky when accelerating the car from rest - just like the old transmission was - but the rest of the time it does a good job - and provides excellent paddle shifts too. Some may find the Quattroporte's ride a bit fidgety sometimes, but it's not bad for a sports saloon on big wheels, though at motorway speeds it is noticeably louder than its German rivals.
And the Maser is a seriously expensive car to run, too, thanks to its combination of costly servicing, poor fuel economy and very steep depreciation. Unless you've got very deep pockets and you're absolutely determined to be different then look elsewhere.
This isn't a car for modest attention-phobics. The Quattroporte's serious dimensions, striking styling and "blinged-up" detailing give it huge presence. The cabin is similarly striking, with some modern design and lots of upmarket materials, although some of the plastics and switchgear feel very low rent compared to rivals. Many minor controls are hard to fathom until you're familiar too. There's loads of room for four occupants, but the boot is small for a car trying to compete in this segment.
On the move the Quattroporte's can beguile, even if it is less polished than its German rivals. The wonderful V8 engine supplies plenty of performance and accompanies it with a wonderful, hard-edged soundtrack that is now complemented by a decent conventional six-speed automatic transmission. Perversely, this can be quite jerky when accelerating the car from rest - just like the old transmission was - but the rest of the time it does a good job - and provides excellent paddle shifts too. Some may find the Quattroporte's ride a bit fidgety sometimes, but it's not bad for a sports saloon on big wheels, though at motorway speeds it is noticeably louder than its German rivals.
And the Maser is a seriously expensive car to run, too, thanks to its combination of costly servicing, poor fuel economy and very steep depreciation. Unless you've got very deep pockets and you're absolutely determined to be different then look elsewhere.
Cost Price: ± $112,000
Body: Saloon
Engine: V8, 4244 cc
Power, bhp: 400
Transmission: 6-spd
Driven Wheels: R
Top speed: 167 mph
0 - 62 mph: 5.6 seconds
Fuel consumption: 19.2 mpg (combined cycle)
Rolls Royce Pantom
You certainly can't fault BMW's commitment to the Rolls-Royce brand that it managed to nab when Volkswagen Group bought Bentley a few years ago. The famous Crewe works had stayed with Bentley, meaning that BMW had to create an all-new factory in Goodwood and develop the spectacular Phantom from scratch.
It's certainly possible to question the Englishness of the finished product. The Phantom's vast dimensions and Gothic design seem far closer to what Germans expect a luxury mega-saloon to look like. But there's no denying that the Phantom is a spectacular piece of engineering for those who can afford its suburban semi-rivalling pricetag.
The brutish exterior styling is more caddish than the elegant Rolls-Royces of old, but it lends the Phantom the authority it needs to part the traffic around it. And the interior is truly spectacular, finished to an impeccable standard with the highest quality materials. It's clearly been designed from the rear seat forwards as Phantom owners aren't expected to pilot themselves, but every part of the cabin benefits from the same depth of thought and attention.
The driving experience is pretty special, too. The Phantom is probably the best-insulated car in the world, offering almost uncanny levels of refinement to both front and rear seat occupants. Performance is supremely wafty, with the V12 engine only making its voice (discreetly) heard under hard acceleration. It corners impressively keenly for something so large, too.
Purchase and running costs are terrifying. However, owners can look on the bright side - they would have lost even more money on the far less impressive Maybach.
It's certainly possible to question the Englishness of the finished product. The Phantom's vast dimensions and Gothic design seem far closer to what Germans expect a luxury mega-saloon to look like. But there's no denying that the Phantom is a spectacular piece of engineering for those who can afford its suburban semi-rivalling pricetag.
The brutish exterior styling is more caddish than the elegant Rolls-Royces of old, but it lends the Phantom the authority it needs to part the traffic around it. And the interior is truly spectacular, finished to an impeccable standard with the highest quality materials. It's clearly been designed from the rear seat forwards as Phantom owners aren't expected to pilot themselves, but every part of the cabin benefits from the same depth of thought and attention.
The driving experience is pretty special, too. The Phantom is probably the best-insulated car in the world, offering almost uncanny levels of refinement to both front and rear seat occupants. Performance is supremely wafty, with the V12 engine only making its voice (discreetly) heard under hard acceleration. It corners impressively keenly for something so large, too.
Purchase and running costs are terrifying. However, owners can look on the bright side - they would have lost even more money on the far less impressive Maybach.
Cost Price: ± $385,500
Body: Saloon
Engine: V12, 6749 cc
Fuel: Unleaded
Power, bhp: 453
Transmission: 6-spd
Driven Wheels: R
Top speed: 149 mph
0 - 62 mph: .0 seconds
Fuel consumption: 18.0 mpg (combined cycle)
Body: Saloon
Engine: V12, 6749 cc
Fuel: Unleaded
Power, bhp: 453
Transmission: 6-spd
Driven Wheels: R
Top speed: 149 mph
0 - 62 mph: .0 seconds
Fuel consumption: 18.0 mpg (combined cycle)
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