January 28, 2025 • 29 mins
What truly defines luxury in the automotive world, and how have opulent brands endured the test of time? Embark on a journey with us as we unravel the captivating history of luxury automobiles, from their golden era, to their evolution into symbols of status for the affluent high class of society.
Everett J.
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Speaker 1 (00:00):
Luxury.
It's been around for a long time and in the
automotive industry luxury has been king
since the beginning.
It's always been there, hell.
The advent of the automobile was
essentially a product for only the rich,
but as time has passed and more people were
able to get into the automotive industry,
the luxury and even the high end of the
(00:21):
luxury brands slowly diminished.
And as everyone got into more and more
automobiles, the top tier of the luxury
world seemed to disappear.
Only a few have managed to hold on to their
presence and today it seems like a second
coming of the ultra-luxury brands is among
us.
But what really did happen during those
past times and why did the ultra-luxury
(00:43):
makes disappear by the 1950s, one of the
highest growth periods of the automobile in
history?
Well, that's a question that Autolux is
going to take a look at today on this
week's episode.
Welcome back to the Autolux podcast.
I am your host, as always, the doctor to
(01:04):
the automotive industry, mr Everett Jay,
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(01:25):
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(01:47):
mr Everett Jay, send us an email over at
email at autoluxnet.
So, like I said in the beginning, high-end
brands.
The original advent of the automobile
created tons of high-end brands, top tier
of the luxury world.
You have to remember this is at a time that
the automobile was starting to show us what
it could be and because of its high value,
it only catered to the top tier of the
(02:10):
world.
And at that point in time, in the early
parts of the 20th century, the top tier of
the automotive buying public were either
government officials, rich millionaires or
royal families.
Yes, royalty reigned supreme at the
beginning of the automobile industry and
because of it, so many great automobile
companies existed Back in the early days,
(02:33):
even in my home country, canada, we
actually had some top tier luxury makes.
One of them that actually appeared not too
long ago when Prince William and Princess
Kate, or Duchess Kate, whatever you want to
call her got married.
It appeared again a you want to call her
got married.
It appeared again A McLaughlin.
Now, mclaughlin is not a big name that you
would ever think of, not to the likes of
Rolls-Royce, duesenberg or even Bentley,
(02:54):
but McLaughlin was there at the beginning
and because they were so famous for
building some of the most prestige cutters
and carriages in the British Empire when
they got into the automobile production,
that's what they were building.
They were building top tier luxury products.
They were not building vehicles for your
average consumer, they were building
vehicles for royalty and with it they gave
(03:15):
us some of the most amazing vehicles of the
time.
Like I said, back in the early days in the
automobile, it was the rich and the royals
who bought vehicles.
Now, when Henry Ford started moving the
moving assembly line and showcased to the
world that you can build cars on a mass
scale for your everyday employee, he made
it so that anyone could buy a car Now, as
(03:37):
Oldsmobile had brought us the moving
assembly line to the automobile industry.
Ford pioneered it and by building on mass
scale he brought the price of the
automobile down.
But even during those days, during the 20s,
the 30s, there were still lots of high-end
luxury makes around the world, top tier of
the luxury world, like we said.
Mclaughlin was there in my home country,
(03:59):
canada, but you also had Rolls-Royce,
duesenberg, packard, lasalle, bugatti,
bentley.
You also had Rolls-Royce, duesenberg,
packard, lasalle, bugatti, bentley, pierce,
arrow, delage and, hell, even Mercedes.
Back in those days were at the top of their
game.
They outran everything else.
Luxury wasn't really a question.
Now, as we talked about the divisions of
the big three, how we went from the bottom
(04:20):
tier of companies like Chevrolet to a top
tier of LaSalle, luxury makes like Buick
and Cadillac were still there.
They were the ones that when you got out of
that standard rut of being a general worker,
a standard employee, somebody who just
worked on the production line, and you made
it up to a supervisor role, you can go out
and buy that Buick.
(04:40):
And then, as you moved up and you managed
to get a seat on the board, you could
afford that Cadillac.
But unless you were the CEO, you weren't
getting something like a LaSalle, you
weren't rolling around in a Pierce Arrow or
a Duesenberg.
You have to remember the early days in the
automobile for high-end brands that were
very specific and with only Rolls-Royce
still following that suit today.
(05:01):
The high-end brands of the past catered to
the people buying their vehicles.
Whatever you wanted is what you got.
If you want a gold leaf everywhere, they
would do it.
The coach building industry was so big at
this point in time that no two high-end
products were exactly the same.
They were all catered to the purchaser.
(05:22):
People buying these vehicles were the ones
making the decisions about what they wanted.
Like we said, companies like Bugatti,
pierce Arrow and Rolls-Royce catered to all
those people, and they did it because the
automobile was a way to showcase your
affluence in the world.
Whereas today, owning an automobile is
something of well, literally luxury for
(05:43):
anyone, we've gotten to a point again where
the automobile is a status symbol.
Owning a car hell, owning multiple amounts
of vehicles, is a status symbol In today's
world.
Owning some of these high-end brands means
you don't need to take public transit.
You can go about your business as you want.
There are so many other ways to be mobile
(06:04):
in the world today.
The high-end makes are starting to come
around Now.
As the 1920s were roaring and tons of
companies were out there making these cars,
by the early 30s, the fall of the American
economy and a global empire started to fall
back upon itself.
The automobile industry started to retract,
(06:25):
and that's when we saw the loss of some of
these high-end makes.
Because the rich at the top were starting
to disappear from the market.
They had to scale back, and purchasing a
brand new custom-tailored vehicle to
themselves every year or two was not
something they could do.
They just needed to keep their company
going to ensure that they can sustain
longevity in the marketplace that was
(06:46):
disappearing underneath of them.
Yes, the 30s really brought out the fall of
the high-end makes and, with the world
heading into a great war during the late
30s and into the 40s, production for these
makes would soon disappear.
The ones that couldn't make it to help the
war effort would be lost forever.
And the ones't make it to help the war
effort would be lost forever.
And the ones that could make it through the
(07:08):
war effort, unless they can help on a grand
scale, they may not be able to live on.
And even though the 40s showed very little
change in the automobile industry by its
end.
When all of those men and women were coming
back from overseas and coming home, a lot
of them were looking for jobs.
They wanted to move to this new place
called the suburbs, to own a house, to own
(07:28):
a piece of property.
They didn't care about the opulence of
owning these luxury cars.
The high-end brands were soon disappearing.
Royal families were being taken over by
mass governments, which means the opulence
that could afford all these major high-end
brands once before was disappearing on a
global scale.
Like we said, the 30s brought down some of
(07:51):
the big players.
Duesenberg and Pierce Arrow by the 1940s
had succumbed to the fall of the industrial
revolution.
Companies like Packard had moved into bed
with Studebaker and brought their image
down from a high-end brand to a luxury tier.
To sustain themselves in the automotive
marketplace, rolls-royce and Bentley became
one, with Rolls-Royce catering to royal
(08:13):
families and Bentley catering to the
high-end clientele.
They managed to keep themselves together
all the way up until the 1990s.
Bugatti with the death of both Jean Etat's
son and Mr Bugatti himself, that company
had lost its image.
Its opulence was disappearing.
We started losing some of the top makes.
(08:33):
Companies like Lagonda, pierce Arrow,
duesenberg, packard, auburn, isada,
faschidi, delage, lasalle, hispana.
Sousa, daimler, prince Motors, delahy, hell,
even Spiker, peerless, stutz, ruxton all
started disappearing because the market
couldn't sustain so many high-end brands.
People were looking at luxury.
(08:54):
In America during the 1950s, owning a
Cadillac or a Lincoln or a hell even a
Chrysler, meant you were at the top tier of
your game, not like today.
Owning a Rolls Royce means you've hit the
top.
Why?
Because your vehicle is catered to yourself.
But during the 1950s people didn't care
about that.
They didn't care about these specialty
vehicles.
They just wanted something luxurious.
(09:15):
They wanted to go down to the dealership
and buy something.
This isn't like the 1920s, the 30s and into
the 40s where people would go down and buy
products like a DeLay Fajardo, a Lincoln
Continental Town Car, a Maybach Zeppelin, a
Lagonda V12 Rapide or even a Horsch 853A.
They wouldn't go down and buy products like
these.
They were custom built to their tailored
(09:37):
needs Because, like we said, during the
early days of the automobile, everybody
would go out and personalize as much as
they possibly could.
Why?
Because we all wanted to be different.
We didn't want to all own the exact same
vehicle, and the high-end marketplace was
the main part of that.
People in the everyday products couldn't
afford to customize their vehicles.
(09:58):
They couldn't afford to go with different
engines, they couldn't afford to go with
different panel types, they couldn't afford
to change up tires and wheels.
They just needed a vehicle to get it from
point A to point B.
So the only world of the aftermarket
industry essentially was the
personalization features of the high-end
clientele.
That's where companies like Lagonda, horch,
graham, maybach all made their money
(10:18):
working with coach builders to build
custom-tailored vehicles to their high-end
clientele.
These were vehicles specifically tailored
to their needs and their wants, their
desires and everything, everything else.
These vehicles would be made to go with
what watch, what suit and everything else
that they owned.
We were allowed to do that back then
(10:38):
because it was the only way you could
personalize your products that you owned.
Today anybody can do that, literally.
I can go down to either Walmart or Canadian
Tire and buy aftermarket modifications for
fake air ducts, a hood scoop, aftermarket
rims, hell even buy cheap, crappy hub caps
to make my car look a little bit different.
You can customize your car to so many
(11:00):
different variations and anybody can afford
this.
Even people who live in the bottom tier of
the automotive world can afford to do this.
Well, when everybody started coming back by
the 1950s from the war effort, the
aftermarket industry hot rodders you gotta
remember the babies born during the war
times were starting to get into driving
during the 50s.
(11:20):
These were the people who created the first
hot rod markets.
These were the first people to create
aftermarket variations of standardized
products.
Like I said, what does that have to do with
the high-end marketplace?
Well, as we all saw, by the 1940s most of
these high-end brands had disappeared.
Why?
A global economy failed, an American
economy failed and royals were soon being
(11:43):
replaced by governments.
Many countries changed during the World War
and with it royal families disappeared.
There were no czars in Russia.
It was now the USSR.
There may have been a communist government,
but there were no czars running it.
There was no royal family.
There was nobody who wanted these specially
catered vehicles.
You only had to build them for government
officials and that's it.
You could do that with a standard luxury
(12:04):
make, and in North America we had the
continental brand, the imperial brand that
spawned out of both Chrysler and Lincoln.
Those were our only high-end vehicles that
we ever saw again In North America.
As it is today, lucid is the closest thing
you could find to a high-end brand in the
American marketplace.
High-end products don't exist.
(12:25):
In the 1950s, when everybody came back and
the economy started to grow, the demands
from the high-end marketplace were not
there.
Giant CEOs can roll around in a Cadillac
just as much as anyone else.
Your famous Hollywood actors wouldn't show
up in a custom-built Auburn Speedster
anymore.
They'd roll up to a Premier in a Cadillac
(12:46):
Eldorado.
They would do it in the same cars that you
and I could enjoy.
Sure, the 50s started giving us some
product, like the Lagonda 3-liter, the
Imperial Crown limos, the Jewel 4-runners
or hell, even the Imperial LeBaron's.
We got some high-end clientele coming.
Through the 50s and into the 60s, the
high-end marketplace did start to rebound
(13:07):
only because of a growing economy.
As the world's economy started to grow,
money was changing more and more hands, we
were getting more millionaires and we were
getting more people who would look for
opulence.
But this is also a time when products like
the brand new released Lamborghini came
onto the world and people asked Fridichio,
(13:28):
why do you think the world needs another
luxury sports car?
The market was there.
The 50s and 60s were a major time for
growth in a global economy.
But by the end of the 60s the baby boomers
were starting to move into the economy and
with so many of them, the demands for jobs
far outstripped the ones that existed.
(13:48):
This led to a slide in our economy once
again.
Sure, the baby boomers were creating an
economy that could support so much, but the
rise of the flower power and a generation
that did not want anything to deal with
opulence and showing off shied away from
all these high-end brands.
Wanting a Mercedes-Benz or a Cadillac Okay,
(14:09):
yeah, we can afford it, but we don't care.
This personalization of opulence wasn't
there.
It was there at the bottom end, with muscle
cars and pony cars, but at the top tier,
the high-end marketplace was not there.
Coachbuilders were only involved in the
creation of emergency vehicles.
Now, they built limos for airport shuttles,
(14:30):
held the Meteor Ambassador, the car that
became Ghostbusters, ecto-1, the Cadillac
Fleetwood Ambulance was from Coachbuild.
These were companies who, decades before,
were building custom-built Duesenbergs and
Pierce Arrows for clientele that demanded
them, that demanded specific types of wood,
demanded opulence in their car.
(14:51):
But, like we said, the market was bigger
now than it was 30 years previous.
So why didn't the high-end marketplace come
back?
Well, but, like we said, the market was
bigger now than it was 30 years previous.
So why didn't the high-end marketplace come
back?
Like we said, the world didn't demand it.
The world had one of the largest amounts of
middle-class income earners that history
had ever seen.
There was more people in the middle than
there was at the top, and the people at the
top just did not want to showcase what they
(15:14):
had compared to everyone else.
Luxury was not king, and as the fall of gas
prices and another global slip in our
economies during the 70s and 80s took hold,
high-end brands eventually took a back seat
and were completely whittled down.
As both the imperial and continental brands
disappeared, mercedes became an average
luxury brand.
(15:35):
Companies like Packard no longer existed.
Same with Vanden, pla, lagonda.
Maserati stepped back into the light as
just a standard luxury make.
These were companies that weren't about
opulence, because the top tier of the
high-end marketplace was non-existent by
the mid-70s.
Big burly engines and expensive vehicles
(15:55):
were only to a select few.
It really wasn't until the late 90s, when
Rolls-Royce got taken over by BMW and
Bentley got picked up by Volkswagen, that
these high-end brands started to showcase
what they could do for the world yet again.
The rise of the Fast and the Furious days
of the early 2000s gave rise to
personalization not seen in the luxury
(16:17):
industry in decades.
You have to remember, the high-end brands
that existed in the early days of the
automobile were all about personalization.
Like we said, no two Pierce Arrows were
exactly the same.
Same with Duesenbergs, rolls-royce and
Mybox they were all different.
Duesenbergs, rolls-royce and Maybachs they
were all different.
Sure, similar running gears, same designs,
(16:37):
but they were built on a personal level for
each individual.
The Fast and the Furious days showed us
that and BMW realized that they needed to
bring that back with Rolls-Royce.
You have to remember, ever since the 50s,
rolls-royce and Bentley were just high-end
cars.
They're a vehicle you would buy and keep
forever because it would last forever.
You would pay for that real wood, real
(16:58):
leather.
You would pay for a product that was put
together by hand at one of the most
prestige manufacturing facilities in the
world.
You paid for what you got and BMW realized
that's what made the high-end brands.
See, bmw was famous for building luxury
cars Hell.
They originally got started in airplanes
and branched out into sport appeal, sedans
(17:20):
and sports cars.
Bmw knew luxury and they now had to do it
on a sporty scale.
But when they got their hands on
Rolls-Royce, they realized that Rolls-Royce
can specialize every single detail of their
vehicles to each clientele.
These are people paying half a million
dollars for a car?
We can't just sell them a half a million
dollar car.
That's the exact same as their neighbors.
(17:41):
We need to make it different.
Bmw realized that Volkswagen never really
did with Bentley.
They kept Bentley as a high-end version of
Volkswagen products, with only the Mulsanne
riding on its own platform.
They kept its opulent style, but not the
personalization factor.
You would pay a ton of money to get
top-tier products but, unlike Rolls-Royce,
(18:02):
you wouldn't pay to get it completely
personalized.
Well, rolls-royce started changing and you
have to remember, in the 1980s, like the
late 70s and 80s, we had a few high-end
brands try and come about again 66, we saw
a Duesenberg concept try and come through.
Maserati had the Quattroporte Royale in
1979.
Monteverde, 1974.
(18:24):
And Chrysler tried to bring back the
imperial name in the 80s, even though they
were on their last legs.
They tried to do it, but with Rolls-Royce
sitting at the top tier of high-end brands
(18:56):
no-transcript.
Even vehicles like the Bajini, zonda and
even the Marseillago would get personalized.
Well, maybach, they could do it when they
brought their L'Andoulées.
Well, let's give a convertible sedan.
Maybe this will change it.
It'll give us that opulent feeling from the
past.
It never did for being a Mercedes product.
(19:20):
The high-end clientele didn't want
something to look like their neighbor's
Mercedes.
Maybach failed because they failed to
realize that their products needed to look
high-end.
They needed their own brand image.
Having a high-end name like Maybach didn't
mean anything in this world In the early
2000s, even though billionaires were
(19:40):
starting to become a bigger play in the
world.
As the telecom industry took off, with
companies like Google, facebook and even
Amazon giving us more billionaires in the
world, these high-end brands had more
customers, but these customers demanded
different products.
Where companies like Daimler were starting
to disappear, rolls-royce was showing us
(20:01):
that you needed to personalize.
Well, the high-end marketplace managed to
stick around even without Rolls-Royce and
Bentley in the market.
It became the high-performance, high-end
brands when Bugatti came back with the
Veyron.
Bugatti a high-end brand from its past,
building saloons and grand touring products
for the high-end clientele near the
(20:22):
beginning of the automobile industry.
They were now giving us were the most
opulent, high-end supercars in the world.
They were showing us the top tier luxury
and high-end brands.
With the release of the veyron, people were
starting to look at what made the veyron
different than buying your standard
marcielago or even a 458 fer8 Ferrari.
What made it worth so much more its name,
(20:44):
its image and its personalization.
Bugatti built in limited numbers and
created tons of special editions to ensure
that there's so many differentiations
between all their vehicles.
This is what set them out as a high-end
brand in the supercar industry.
Well, you can't just sit on this forever.
More companies are going to want to get in
(21:05):
and high-end brands started becoming big
money makers for the automobile industry.
By the teen years of the 2000s.
We started to see a few more.
It wasn't just all about Rolls-Royce and
Bentley.
Bugatti was back.
Audi released special editions of their
Audi products the Horch editions.
The Maybach became a top-tier brand for
Mercedes, bringing in more money but
(21:27):
creating a standard Mercedes product with a
little bit more personalization to it.
Russia gave us Oris, as Putin wanted to
roll around in a vehicle made from his own
country and his own country's technology.
In China, hongki is kicking around country
and his own country's technology.
In China, hongki is kicking around, and
they decided to go after the marketplace.
In Japan, the crown name the top tier of
(21:48):
the Toyota world is now taking shape and
the crown name is now moving into more of a
top tier of the luxury world, with the
Century products becoming their high-end
clientele.
Yang Wang is now going after that,
showcasing to the world technology and pure
luxury on a scale never seen before from a
Chinese company.
(22:09):
Maserati is trying to push themselves back
to competing on the same grounds as Bugatti
is high-end.
Delage is back, but unfortunately does not
have the vehicles.
It needs to be a high-end brand.
The high-end products are making a way back.
General Motors is pushing Cadillac one step
up, knowing that premium products really
(22:30):
don't have a place in the automotive world
anymore.
You go from standardized products to luxury
products.
Premium products, like Buick and even
Oldsmobile before, are non-existent.
Why do you think Chrysler is having such a
hard time in the marketplace?
Unless you build yourself as a luxury make,
you can't make it in a world today where
people are buying less and less, where a
(22:50):
standard make goes from standard all the
way into a premium end and luxury makes
start at the bottom end of the premium and
move to the top tier of nearing the
high-end brands.
High-end brands mean personalization.
Today, like we said, lucid is one of the
only ones in America that allows you to do
this, because every part of a Lucid vehicle
can't be personalized.
(23:10):
For what you want, you pay for it.
You paid less than getting a Rolls-Royce,
but you pay for personalization.
Stellantis has realized that Maserati needs
to move back into competing with
Rolls-Royce.
Haltata is now looking at building their
own luxury make and wanting to move Jaguar
up against the likes of Rolls-Royce and
Bentley.
The high-end world means you can make more
(23:31):
money off products very similar to your
luxury makes.
Like we said, the Mercedes-Maybach S580 is
an S-Series with more personalization.
The Honky L5 is essentially what the
government rolls around in, but
personalized ability for the billionaires
in the Chinese marketplace.
Yang is trying to move into that territory.
The high-end marketplace of today is
(23:54):
becoming what it was over a hundred years
ago Personalization, because anybody can go
to the dealership and buy a Shelby Mustang.
Now you can buy aftermarket and sport
appeal products from your standard
dealership.
So even building your own aftermarket
product doesn't mean anything in today's
global economy.
My tiny little pocket rocket in the garage
(24:16):
doesn't mean anything today Doesn't mean
that I spent hours building it or that all
the work on it is done by me.
All the repairs, all this upgrading, all
this extra performance.
People don't care about that anymore.
But when you spend tons of money to get a
high-end product, they care about that.
If there was a Rolls-Royce sitting in my
driveway, people would look at me
completely different than having a 1989
(24:38):
Toyota Supra completely customized.
Why, I'm just a kid that wants to have fun.
But with the Rolls Royce I mean business.
In today's world, the high-end market is
moving out.
Toyota is moving their century name up.
Nissan, right before their fall, was
considering bringing back the Prince name
to give high-end variations to their
Infiniti products.
(24:59):
Bugatti has played around with the idea of
bringing back a Grand Touring product or
even a sedan or SUV.
The crown nameplate is moving from one tier
higher than what Lexus gives us now.
De Tomaso is now considering a sedan and
SUV as well, showcasing to us a high end
supercar product that competes on the same
level as Bugatti.
De Tomaso is giving us that high end
(25:21):
products.
Maserati wants to move up.
Lucid is up there.
Delage needs to bring back some vehicles
and if Maserati moves up, should Stellantis
bring back the old Imperial name and give
Chrysler their top-tier brand?
Should Cadillac and its Celeste shy away
from going after high-end clientele and
create the LaSalle brand or hell?
Should we bring back Daimler for Jaguar
(25:42):
Instead and create the LaSalle brand or
hell?
Should we bring back Daimler for Jaguar
Instead of Jaguar moving up the scale.
Shouldn't Daimler just come back and become
its high-end brand?
Same with Aston Martin?
Do away with the DBX and the Rapide from
Aston Martin and give it to the Lagonda
nameplate.
There's so many other high-end brands that
we could bring out in a world filled with
billionaires.
There's tons of people out there who are
looking for these vehicles and tons of
(26:02):
people who want to purchase them.
We live in a world today where high-end is
becoming king, where the 50s and 60s only
showed us that luxury makes are all you
needed to be better than your neighbor.
Today, high-end makes are what means you've
made it.
You're not a well-known person in the world
unless you're cruising around in a high-end
brand.
(26:22):
If you own a Bugatti, you're better than
the guy with a Ferrari.
If you own a Rolls, you're better than the
guy who owns a Cadillac.
If you own a Yanguang in China, you're
better than the guy that owns a Rowie.
If you own a Sentry in Japan, you're better
than the guy that's rolling around in a BMW,
because that vehicle is made for the
emperor and the government On key same
thing Vehicles built for the top tier world
(26:44):
leaders and people who run global
industries.
High-end brands are what we want, and the
rise of the high-end brand is among us
again.
We may have lost it in the past only
because we chose a different avenue, but
the high-end brands are slowly making a
comeback.
Luxury cars are everywhere and now are seen
as more of the premium products that they
(27:06):
once were before.
High-end products are the ones who cater to
every personalization factor.
We don't care about new technology in our
vehicles.
Anybody can have new technology in any
vehicle.
You can get new technology in a freaking
Kia Forte, but my Rolls Royce is the only
thing that I can get with that star ceiling.
High-end brands they're here and they're
(27:28):
coming for your wallet.
So what do you think about the high-end
brands?
Which companies do you feel should take
another stab at the high-end brand
marketplace?
Tell us in the comments below, write us a
comment, send it in, click the like button
and follow us.
Tell the Autolux podcast what you think
about high-end brands.
Who do you really think is going to be
hitting the high-end clientele of the world
(27:48):
today?
Do you think that some of these companies
can really take on the high-end marketplace
and make it into a market that's controlled
by companies like Bugatti and Rolls-Royce?
Or do you think companies like Yang Wang
and Honky, and even Oris, will falter and
eventually become the luxury makes that we
all know, like Lincoln, cadillac, lexus and
even Mercedes.
Tell us in the comments below and after
(28:09):
that click the like button to hear more
stories from the Autolux podcast.
And then, after that, stop by the website,
stop by autoluxnet.
Read some of the reviews.
Check out some of the ratings.
Go to the Corporate Links website page.
Find all.
Check out some of the ratings.
Go to the Corporate Links website page.
Find all of these car companies that we've
talked about on the podcast today, all on
the Autoluxnet website.
And, while there, read some of our reviews
about some of these amazing cars that we've
(28:30):
talked about.
Sure, we don't write reviews about
everything, but the ones we do write, trust
me, they're amazing reviews to listen to,
to understand, about automotive design.
All from the Autoluxnet website.
The Autolux Podcast is brought to you by
Ecom Entertainment Group and distributed by
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If you'd like to get in touch with us, send
us an email over at email at autoluxnet.
The Autolux Podcast is hosted by the one
(28:51):
and only doctor to the automotive industry,
mr Everett Jay, the owner, the operator and
the full functioning personnel of the Ecom
Entertainment Group, mr Everett Jay, along
with DJ Karzan, bringing us the background
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The Autolux podcast is distributed by
podbeamcom and hosted by myself, the doctor
to the automotive industry, mr Everett Jay.
(29:13):
So for myself, everett Jay, the Autolux
podcast and e-com entertainment group,
strap yourself in for this one fun wild
ride that the high-end brands are going to
take us on.
Luxury.
It's been around for a long time and in the
automotive industry luxury has been king
since the beginning.
It's always been there, hell.
The advent of the automobile was
essentially a product for only the rich,
but as time has passed and more people were
able to get into the automotive industry,
the luxury and even the high end of the
(00:21):
luxury brands slowly diminished.
And as everyone got into more and more
automobiles, the top tier of the luxury
world seemed to disappear.
Only a few have managed to hold on to their
presence and today it seems like a second
coming of the ultra-luxury brands is among
us.
But what really did happen during those
past times and why did the ultra-luxury
(00:43):
makes disappear by the 1950s, one of the
highest growth periods of the automobile in
history?
Well, that's a question that Autolux is
going to take a look at today on this
week's episode.
Welcome back to the Autolux podcast.
I am your host, as always, the doctor to
(01:04):
the automotive industry, mr Everett Jay,
coming to you from our host website at
Autoluxnet.
If you haven't been there, stop by, check
it out.
Read some of the reviews, check out some of
the ratings.
Go to the Corporate Links website page.
Big or small, we have them all on the
Corporate Links website page, as well as
help pages for you to find information
about all kinds of different products that
reach out into the small little tidbit of
(01:25):
niche areas of the automotive industry,
from clothing to websites that allow you to
build your own vehicles and, hell, even 3D
parts.
They're all available on the Autoluxnet
website.
The Autolux Podcast is brought to you by
Ecom Entertainment Group and distributed by
Podbeamcom.
If you'd like to get in touch with either
the Autolux Podcast, e-com entertainment
group or the host of the Autolux podcast,
(01:47):
mr Everett Jay, send us an email over at
email at autoluxnet.
So, like I said in the beginning, high-end
brands.
The original advent of the automobile
created tons of high-end brands, top tier
of the luxury world.
You have to remember this is at a time that
the automobile was starting to show us what
it could be and because of its high value,
it only catered to the top tier of the
(02:10):
world.
And at that point in time, in the early
parts of the 20th century, the top tier of
the automotive buying public were either
government officials, rich millionaires or
royal families.
Yes, royalty reigned supreme at the
beginning of the automobile industry and
because of it, so many great automobile
companies existed Back in the early days,
(02:33):
even in my home country, canada, we
actually had some top tier luxury makes.
One of them that actually appeared not too
long ago when Prince William and Princess
Kate, or Duchess Kate, whatever you want to
call her got married.
It appeared again a you want to call her
got married.
It appeared again A McLaughlin.
Now, mclaughlin is not a big name that you
would ever think of, not to the likes of
Rolls-Royce, duesenberg or even Bentley,
(02:54):
but McLaughlin was there at the beginning
and because they were so famous for
building some of the most prestige cutters
and carriages in the British Empire when
they got into the automobile production,
that's what they were building.
They were building top tier luxury products.
They were not building vehicles for your
average consumer, they were building
vehicles for royalty and with it they gave
(03:15):
us some of the most amazing vehicles of the
time.
Like I said, back in the early days in the
automobile, it was the rich and the royals
who bought vehicles.
Now, when Henry Ford started moving the
moving assembly line and showcased to the
world that you can build cars on a mass
scale for your everyday employee, he made
it so that anyone could buy a car Now, as
(03:37):
Oldsmobile had brought us the moving
assembly line to the automobile industry.
Ford pioneered it and by building on mass
scale he brought the price of the
automobile down.
But even during those days, during the 20s,
the 30s, there were still lots of high-end
luxury makes around the world, top tier of
the luxury world, like we said.
Mclaughlin was there in my home country,
(03:59):
canada, but you also had Rolls-Royce,
duesenberg, packard, lasalle, bugatti,
bentley.
You also had Rolls-Royce, duesenberg,
packard, lasalle, bugatti, bentley, pierce,
arrow, delage and, hell, even Mercedes.
Back in those days were at the top of their
game.
They outran everything else.
Luxury wasn't really a question.
Now, as we talked about the divisions of
the big three, how we went from the bottom
(04:20):
tier of companies like Chevrolet to a top
tier of LaSalle, luxury makes like Buick
and Cadillac were still there.
They were the ones that when you got out of
that standard rut of being a general worker,
a standard employee, somebody who just
worked on the production line, and you made
it up to a supervisor role, you can go out
and buy that Buick.
(04:40):
And then, as you moved up and you managed
to get a seat on the board, you could
afford that Cadillac.
But unless you were the CEO, you weren't
getting something like a LaSalle, you
weren't rolling around in a Pierce Arrow or
a Duesenberg.
You have to remember the early days in the
automobile for high-end brands that were
very specific and with only Rolls-Royce
still following that suit today.
(05:01):
The high-end brands of the past catered to
the people buying their vehicles.
Whatever you wanted is what you got.
If you want a gold leaf everywhere, they
would do it.
The coach building industry was so big at
this point in time that no two high-end
products were exactly the same.
They were all catered to the purchaser.
(05:22):
People buying these vehicles were the ones
making the decisions about what they wanted.
Like we said, companies like Bugatti,
pierce Arrow and Rolls-Royce catered to all
those people, and they did it because the
automobile was a way to showcase your
affluence in the world.
Whereas today, owning an automobile is
something of well, literally luxury for
(05:43):
anyone, we've gotten to a point again where
the automobile is a status symbol.
Owning a car hell, owning multiple amounts
of vehicles, is a status symbol In today's
world.
Owning some of these high-end brands means
you don't need to take public transit.
You can go about your business as you want.
There are so many other ways to be mobile
(06:04):
in the world today.
The high-end makes are starting to come
around Now.
As the 1920s were roaring and tons of
companies were out there making these cars,
by the early 30s, the fall of the American
economy and a global empire started to fall
back upon itself.
The automobile industry started to retract,
(06:25):
and that's when we saw the loss of some of
these high-end makes.
Because the rich at the top were starting
to disappear from the market.
They had to scale back, and purchasing a
brand new custom-tailored vehicle to
themselves every year or two was not
something they could do.
They just needed to keep their company
going to ensure that they can sustain
longevity in the marketplace that was
(06:46):
disappearing underneath of them.
Yes, the 30s really brought out the fall of
the high-end makes and, with the world
heading into a great war during the late
30s and into the 40s, production for these
makes would soon disappear.
The ones that couldn't make it to help the
war effort would be lost forever.
And the ones't make it to help the war
effort would be lost forever.
And the ones that could make it through the
(07:08):
war effort, unless they can help on a grand
scale, they may not be able to live on.
And even though the 40s showed very little
change in the automobile industry by its
end.
When all of those men and women were coming
back from overseas and coming home, a lot
of them were looking for jobs.
They wanted to move to this new place
called the suburbs, to own a house, to own
(07:28):
a piece of property.
They didn't care about the opulence of
owning these luxury cars.
The high-end brands were soon disappearing.
Royal families were being taken over by
mass governments, which means the opulence
that could afford all these major high-end
brands once before was disappearing on a
global scale.
Like we said, the 30s brought down some of
(07:51):
the big players.
Duesenberg and Pierce Arrow by the 1940s
had succumbed to the fall of the industrial
revolution.
Companies like Packard had moved into bed
with Studebaker and brought their image
down from a high-end brand to a luxury tier.
To sustain themselves in the automotive
marketplace, rolls-royce and Bentley became
one, with Rolls-Royce catering to royal
(08:13):
families and Bentley catering to the
high-end clientele.
They managed to keep themselves together
all the way up until the 1990s.
Bugatti with the death of both Jean Etat's
son and Mr Bugatti himself, that company
had lost its image.
Its opulence was disappearing.
We started losing some of the top makes.
(08:33):
Companies like Lagonda, pierce Arrow,
duesenberg, packard, auburn, isada,
faschidi, delage, lasalle, hispana.
Sousa, daimler, prince Motors, delahy, hell,
even Spiker, peerless, stutz, ruxton all
started disappearing because the market
couldn't sustain so many high-end brands.
People were looking at luxury.
(08:54):
In America during the 1950s, owning a
Cadillac or a Lincoln or a hell even a
Chrysler, meant you were at the top tier of
your game, not like today.
Owning a Rolls Royce means you've hit the
top.
Why?
Because your vehicle is catered to yourself.
But during the 1950s people didn't care
about that.
They didn't care about these specialty
vehicles.
They just wanted something luxurious.
(09:15):
They wanted to go down to the dealership
and buy something.
This isn't like the 1920s, the 30s and into
the 40s where people would go down and buy
products like a DeLay Fajardo, a Lincoln
Continental Town Car, a Maybach Zeppelin, a
Lagonda V12 Rapide or even a Horsch 853A.
They wouldn't go down and buy products like
these.
They were custom built to their tailored
(09:37):
needs Because, like we said, during the
early days of the automobile, everybody
would go out and personalize as much as
they possibly could.
Why?
Because we all wanted to be different.
We didn't want to all own the exact same
vehicle, and the high-end marketplace was
the main part of that.
People in the everyday products couldn't
afford to customize their vehicles.
(09:58):
They couldn't afford to go with different
engines, they couldn't afford to go with
different panel types, they couldn't afford
to change up tires and wheels.
They just needed a vehicle to get it from
point A to point B.
So the only world of the aftermarket
industry essentially was the
personalization features of the high-end
clientele.
That's where companies like Lagonda, horch,
graham, maybach all made their money
(10:18):
working with coach builders to build
custom-tailored vehicles to their high-end
clientele.
These were vehicles specifically tailored
to their needs and their wants, their
desires and everything, everything else.
These vehicles would be made to go with
what watch, what suit and everything else
that they owned.
We were allowed to do that back then
(10:38):
because it was the only way you could
personalize your products that you owned.
Today anybody can do that, literally.
I can go down to either Walmart or Canadian
Tire and buy aftermarket modifications for
fake air ducts, a hood scoop, aftermarket
rims, hell even buy cheap, crappy hub caps
to make my car look a little bit different.
You can customize your car to so many
(11:00):
different variations and anybody can afford
this.
Even people who live in the bottom tier of
the automotive world can afford to do this.
Well, when everybody started coming back by
the 1950s from the war effort, the
aftermarket industry hot rodders you gotta
remember the babies born during the war
times were starting to get into driving
during the 50s.
(11:20):
These were the people who created the first
hot rod markets.
These were the first people to create
aftermarket variations of standardized
products.
Like I said, what does that have to do with
the high-end marketplace?
Well, as we all saw, by the 1940s most of
these high-end brands had disappeared.
Why?
A global economy failed, an American
economy failed and royals were soon being
(11:43):
replaced by governments.
Many countries changed during the World War
and with it royal families disappeared.
There were no czars in Russia.
It was now the USSR.
There may have been a communist government,
but there were no czars running it.
There was no royal family.
There was nobody who wanted these specially
catered vehicles.
You only had to build them for government
officials and that's it.
You could do that with a standard luxury
(12:04):
make, and in North America we had the
continental brand, the imperial brand that
spawned out of both Chrysler and Lincoln.
Those were our only high-end vehicles that
we ever saw again In North America.
As it is today, lucid is the closest thing
you could find to a high-end brand in the
American marketplace.
High-end products don't exist.
(12:25):
In the 1950s, when everybody came back and
the economy started to grow, the demands
from the high-end marketplace were not
there.
Giant CEOs can roll around in a Cadillac
just as much as anyone else.
Your famous Hollywood actors wouldn't show
up in a custom-built Auburn Speedster
anymore.
They'd roll up to a Premier in a Cadillac
(12:46):
Eldorado.
They would do it in the same cars that you
and I could enjoy.
Sure, the 50s started giving us some
product, like the Lagonda 3-liter, the
Imperial Crown limos, the Jewel 4-runners
or hell, even the Imperial LeBaron's.
We got some high-end clientele coming.
Through the 50s and into the 60s, the
high-end marketplace did start to rebound
(13:07):
only because of a growing economy.
As the world's economy started to grow,
money was changing more and more hands, we
were getting more millionaires and we were
getting more people who would look for
opulence.
But this is also a time when products like
the brand new released Lamborghini came
onto the world and people asked Fridichio,
(13:28):
why do you think the world needs another
luxury sports car?
The market was there.
The 50s and 60s were a major time for
growth in a global economy.
But by the end of the 60s the baby boomers
were starting to move into the economy and
with so many of them, the demands for jobs
far outstripped the ones that existed.
(13:48):
This led to a slide in our economy once
again.
Sure, the baby boomers were creating an
economy that could support so much, but the
rise of the flower power and a generation
that did not want anything to deal with
opulence and showing off shied away from
all these high-end brands.
Wanting a Mercedes-Benz or a Cadillac Okay,
(14:09):
yeah, we can afford it, but we don't care.
This personalization of opulence wasn't
there.
It was there at the bottom end, with muscle
cars and pony cars, but at the top tier,
the high-end marketplace was not there.
Coachbuilders were only involved in the
creation of emergency vehicles.
Now, they built limos for airport shuttles,
(14:30):
held the Meteor Ambassador, the car that
became Ghostbusters, ecto-1, the Cadillac
Fleetwood Ambulance was from Coachbuild.
These were companies who, decades before,
were building custom-built Duesenbergs and
Pierce Arrows for clientele that demanded
them, that demanded specific types of wood,
demanded opulence in their car.
(14:51):
But, like we said, the market was bigger
now than it was 30 years previous.
So why didn't the high-end marketplace come
back?
Well, but, like we said, the market was
bigger now than it was 30 years previous.
So why didn't the high-end marketplace come
back?
Like we said, the world didn't demand it.
The world had one of the largest amounts of
middle-class income earners that history
had ever seen.
There was more people in the middle than
there was at the top, and the people at the
top just did not want to showcase what they
(15:14):
had compared to everyone else.
Luxury was not king, and as the fall of gas
prices and another global slip in our
economies during the 70s and 80s took hold,
high-end brands eventually took a back seat
and were completely whittled down.
As both the imperial and continental brands
disappeared, mercedes became an average
luxury brand.
(15:35):
Companies like Packard no longer existed.
Same with Vanden, pla, lagonda.
Maserati stepped back into the light as
just a standard luxury make.
These were companies that weren't about
opulence, because the top tier of the
high-end marketplace was non-existent by
the mid-70s.
Big burly engines and expensive vehicles
(15:55):
were only to a select few.
It really wasn't until the late 90s, when
Rolls-Royce got taken over by BMW and
Bentley got picked up by Volkswagen, that
these high-end brands started to showcase
what they could do for the world yet again.
The rise of the Fast and the Furious days
of the early 2000s gave rise to
personalization not seen in the luxury
(16:17):
industry in decades.
You have to remember, the high-end brands
that existed in the early days of the
automobile were all about personalization.
Like we said, no two Pierce Arrows were
exactly the same.
Same with Duesenbergs, rolls-royce and
Mybox they were all different.
Duesenbergs, rolls-royce and Maybachs they
were all different.
Sure, similar running gears, same designs,
(16:37):
but they were built on a personal level for
each individual.
The Fast and the Furious days showed us
that and BMW realized that they needed to
bring that back with Rolls-Royce.
You have to remember, ever since the 50s,
rolls-royce and Bentley were just high-end
cars.
They're a vehicle you would buy and keep
forever because it would last forever.
You would pay for that real wood, real
(16:58):
leather.
You would pay for a product that was put
together by hand at one of the most
prestige manufacturing facilities in the
world.
You paid for what you got and BMW realized
that's what made the high-end brands.
See, bmw was famous for building luxury
cars Hell.
They originally got started in airplanes
and branched out into sport appeal, sedans
(17:20):
and sports cars.
Bmw knew luxury and they now had to do it
on a sporty scale.
But when they got their hands on
Rolls-Royce, they realized that Rolls-Royce
can specialize every single detail of their
vehicles to each clientele.
These are people paying half a million
dollars for a car?
We can't just sell them a half a million
dollar car.
That's the exact same as their neighbors.
(17:41):
We need to make it different.
Bmw realized that Volkswagen never really
did with Bentley.
They kept Bentley as a high-end version of
Volkswagen products, with only the Mulsanne
riding on its own platform.
They kept its opulent style, but not the
personalization factor.
You would pay a ton of money to get
top-tier products but, unlike Rolls-Royce,
(18:02):
you wouldn't pay to get it completely
personalized.
Well, rolls-royce started changing and you
have to remember, in the 1980s, like the
late 70s and 80s, we had a few high-end
brands try and come about again 66, we saw
a Duesenberg concept try and come through.
Maserati had the Quattroporte Royale in
1979.
Monteverde, 1974.
(18:24):
And Chrysler tried to bring back the
imperial name in the 80s, even though they
were on their last legs.
They tried to do it, but with Rolls-Royce
sitting at the top tier of high-end brands
(18:56):
no-transcript.
Even vehicles like the Bajini, zonda and
even the Marseillago would get personalized.
Well, maybach, they could do it when they
brought their L'Andoulées.
Well, let's give a convertible sedan.
Maybe this will change it.
It'll give us that opulent feeling from the
past.
It never did for being a Mercedes product.
(19:20):
The high-end clientele didn't want
something to look like their neighbor's
Mercedes.
Maybach failed because they failed to
realize that their products needed to look
high-end.
They needed their own brand image.
Having a high-end name like Maybach didn't
mean anything in this world In the early
2000s, even though billionaires were
(19:40):
starting to become a bigger play in the
world.
As the telecom industry took off, with
companies like Google, facebook and even
Amazon giving us more billionaires in the
world, these high-end brands had more
customers, but these customers demanded
different products.
Where companies like Daimler were starting
to disappear, rolls-royce was showing us
(20:01):
that you needed to personalize.
Well, the high-end marketplace managed to
stick around even without Rolls-Royce and
Bentley in the market.
It became the high-performance, high-end
brands when Bugatti came back with the
Veyron.
Bugatti a high-end brand from its past,
building saloons and grand touring products
for the high-end clientele near the
(20:22):
beginning of the automobile industry.
They were now giving us were the most
opulent, high-end supercars in the world.
They were showing us the top tier luxury
and high-end brands.
With the release of the veyron, people were
starting to look at what made the veyron
different than buying your standard
marcielago or even a 458 fer8 Ferrari.
What made it worth so much more its name,
(20:44):
its image and its personalization.
Bugatti built in limited numbers and
created tons of special editions to ensure
that there's so many differentiations
between all their vehicles.
This is what set them out as a high-end
brand in the supercar industry.
Well, you can't just sit on this forever.
More companies are going to want to get in
(21:05):
and high-end brands started becoming big
money makers for the automobile industry.
By the teen years of the 2000s.
We started to see a few more.
It wasn't just all about Rolls-Royce and
Bentley.
Bugatti was back.
Audi released special editions of their
Audi products the Horch editions.
The Maybach became a top-tier brand for
Mercedes, bringing in more money but
(21:27):
creating a standard Mercedes product with a
little bit more personalization to it.
Russia gave us Oris, as Putin wanted to
roll around in a vehicle made from his own
country and his own country's technology.
In China, hongki is kicking around country
and his own country's technology.
In China, hongki is kicking around, and
they decided to go after the marketplace.
In Japan, the crown name the top tier of
(21:48):
the Toyota world is now taking shape and
the crown name is now moving into more of a
top tier of the luxury world, with the
Century products becoming their high-end
clientele.
Yang Wang is now going after that,
showcasing to the world technology and pure
luxury on a scale never seen before from a
Chinese company.
(22:09):
Maserati is trying to push themselves back
to competing on the same grounds as Bugatti
is high-end.
Delage is back, but unfortunately does not
have the vehicles.
It needs to be a high-end brand.
The high-end products are making a way back.
General Motors is pushing Cadillac one step
up, knowing that premium products really
(22:30):
don't have a place in the automotive world
anymore.
You go from standardized products to luxury
products.
Premium products, like Buick and even
Oldsmobile before, are non-existent.
Why do you think Chrysler is having such a
hard time in the marketplace?
Unless you build yourself as a luxury make,
you can't make it in a world today where
people are buying less and less, where a
(22:50):
standard make goes from standard all the
way into a premium end and luxury makes
start at the bottom end of the premium and
move to the top tier of nearing the
high-end brands.
High-end brands mean personalization.
Today, like we said, lucid is one of the
only ones in America that allows you to do
this, because every part of a Lucid vehicle
can't be personalized.
(23:10):
For what you want, you pay for it.
You paid less than getting a Rolls-Royce,
but you pay for personalization.
Stellantis has realized that Maserati needs
to move back into competing with
Rolls-Royce.
Haltata is now looking at building their
own luxury make and wanting to move Jaguar
up against the likes of Rolls-Royce and
Bentley.
The high-end world means you can make more
(23:31):
money off products very similar to your
luxury makes.
Like we said, the Mercedes-Maybach S580 is
an S-Series with more personalization.
The Honky L5 is essentially what the
government rolls around in, but
personalized ability for the billionaires
in the Chinese marketplace.
Yang is trying to move into that territory.
The high-end marketplace of today is
(23:54):
becoming what it was over a hundred years
ago Personalization, because anybody can go
to the dealership and buy a Shelby Mustang.
Now you can buy aftermarket and sport
appeal products from your standard
dealership.
So even building your own aftermarket
product doesn't mean anything in today's
global economy.
My tiny little pocket rocket in the garage
(24:16):
doesn't mean anything today Doesn't mean
that I spent hours building it or that all
the work on it is done by me.
All the repairs, all this upgrading, all
this extra performance.
People don't care about that anymore.
But when you spend tons of money to get a
high-end product, they care about that.
If there was a Rolls-Royce sitting in my
driveway, people would look at me
completely different than having a 1989
(24:38):
Toyota Supra completely customized.
Why, I'm just a kid that wants to have fun.
But with the Rolls Royce I mean business.
In today's world, the high-end market is
moving out.
Toyota is moving their century name up.
Nissan, right before their fall, was
considering bringing back the Prince name
to give high-end variations to their
Infiniti products.
(24:59):
Bugatti has played around with the idea of
bringing back a Grand Touring product or
even a sedan or SUV.
The crown nameplate is moving from one tier
higher than what Lexus gives us now.
De Tomaso is now considering a sedan and
SUV as well, showcasing to us a high end
supercar product that competes on the same
level as Bugatti.
De Tomaso is giving us that high end
(25:21):
products.
Maserati wants to move up.
Lucid is up there.
Delage needs to bring back some vehicles
and if Maserati moves up, should Stellantis
bring back the old Imperial name and give
Chrysler their top-tier brand?
Should Cadillac and its Celeste shy away
from going after high-end clientele and
create the LaSalle brand or hell?
Should we bring back Daimler for Jaguar
(25:42):
Instead and create the LaSalle brand or
hell?
Should we bring back Daimler for Jaguar
Instead of Jaguar moving up the scale.
Shouldn't Daimler just come back and become
its high-end brand?
Same with Aston Martin?
Do away with the DBX and the Rapide from
Aston Martin and give it to the Lagonda
nameplate.
There's so many other high-end brands that
we could bring out in a world filled with
billionaires.
There's tons of people out there who are
looking for these vehicles and tons of
(26:02):
people who want to purchase them.
We live in a world today where high-end is
becoming king, where the 50s and 60s only
showed us that luxury makes are all you
needed to be better than your neighbor.
Today, high-end makes are what means you've
made it.
You're not a well-known person in the world
unless you're cruising around in a high-end
brand.
(26:22):
If you own a Bugatti, you're better than
the guy with a Ferrari.
If you own a Rolls, you're better than the
guy who owns a Cadillac.
If you own a Yanguang in China, you're
better than the guy that owns a Rowie.
If you own a Sentry in Japan, you're better
than the guy that's rolling around in a BMW,
because that vehicle is made for the
emperor and the government On key same
thing Vehicles built for the top tier world
(26:44):
leaders and people who run global
industries.
High-end brands are what we want, and the
rise of the high-end brand is among us
again.
We may have lost it in the past only
because we chose a different avenue, but
the high-end brands are slowly making a
comeback.
Luxury cars are everywhere and now are seen
as more of the premium products that they
(27:06):
once were before.
High-end products are the ones who cater to
every personalization factor.
We don't care about new technology in our
vehicles.
Anybody can have new technology in any
vehicle.
You can get new technology in a freaking
Kia Forte, but my Rolls Royce is the only
thing that I can get with that star ceiling.
High-end brands they're here and they're
(27:28):
coming for your wallet.
So what do you think about the high-end
brands?
Which companies do you feel should take
another stab at the high-end brand
marketplace?
Tell us in the comments below, write us a
comment, send it in, click the like button
and follow us.
Tell the Autolux podcast what you think
about high-end brands.
Who do you really think is going to be
hitting the high-end clientele of the world
(27:48):
today?
Do you think that some of these companies
can really take on the high-end marketplace
and make it into a market that's controlled
by companies like Bugatti and Rolls-Royce?
Or do you think companies like Yang Wang
and Honky, and even Oris, will falter and
eventually become the luxury makes that we
all know, like Lincoln, cadillac, lexus and
even Mercedes.
Tell us in the comments below and after
(28:09):
that click the like button to hear more
stories from the Autolux podcast.
And then, after that, stop by the website,
stop by autoluxnet.
Read some of the reviews.
Check out some of the ratings.
Go to the Corporate Links website page.
Find all.
Check out some of the ratings.
Go to the Corporate Links website page.
Find all of these car companies that we've
talked about on the podcast today, all on
the Autoluxnet website.
And, while there, read some of our reviews
about some of these amazing cars that we've
(28:30):
talked about.
Sure, we don't write reviews about
everything, but the ones we do write, trust
me, they're amazing reviews to listen to,
to understand, about automotive design.
All from the Autoluxnet website.
The Autolux Podcast is brought to you by
Ecom Entertainment Group and distributed by
podbeamcom.
If you'd like to get in touch with us, send
us an email over at email at autoluxnet.
The Autolux Podcast is hosted by the one
(28:51):
and only doctor to the automotive industry,
mr Everett Jay, the owner, the operator and
the full functioning personnel of the Ecom
Entertainment Group, mr Everett Jay, along
with DJ Karzan, bringing us the background
music from the Autoluxnet podcast.
The Autolux podcast is distributed by
podbeamcom and hosted by myself, the doctor
to the automotive industry, mr Everett Jay.
(29:13):
So for myself, everett Jay, the Autolux
podcast and e-com entertainment group,
strap yourself in for this one fun wild
ride that the high-end brands are going to
take us on.
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