Friday, December 30, 2011
News from Cadillac
According to this article from Autoblog, GM is moving to address the Escalade's rather infamous reputation for being the most stolen vehicle in the USA. They're adding several new features to the SUV to help prevent theft, including factory wheel locks, an upgraded PASSKey system, an incline sensor to tell when the truck is being towed, and a shock sensor delicate enough to pick up a shattered window. This is all well and good of course, but there's no word on GM solving the problem of selling Escalades to drug dealers that live in bad neighborhoods where a big flashy vehicle is most likely to be ripped off.
Thursday, December 29, 2011
Drive in, Pt 3
And we have our first non-blogger drive in entrant. Reader Sabre sends in the following. In his own words:
Greetings, everyone, this virtual drive-in is strictly speaking not about a daily drive but I was kindly asked to write it nonetheless. :-) You'll see very soon why.
The car is a 2000 model E39 BMW M5, owned 50/50 by me and my brother, and the reason it's not an actual daily drive is because it's on the road only for 6 months /year, to avoid the harsh and damaging winter. On top of that, high fuel costs make it an expensive drive so cheaper alternatives are necessary to avoid us from going bankrupt. And in case you're now wondering where the land of harsh winters and high fuel prices is, it's Finland, Europe - and hence this drive-in will likely have a non-US angle to it thanks to the differences in our respective automotive cultures.
Anyhow, on to some E39 M5 technical details for the uninitiated - I cannot claim to have performed any measurements on the car, so any performance figures have been lifted for various sources. The M5 is essentially a 500-series BMW with a naturally aspirated 4.9L gasoline V8 fitted on it, with the engine putting out 394bhp / 294kW of power and 369 lb-ft / 500Nm of torque which are obscenely high figures in comparison to any typical cars over here, albeit the figures might not appear so crazy to US readers. ;-) Gearbox is 6-speed manual Getrag, as the M5 was never sold with an automatic, and as a final touch the power train has a limited slip differental to alleviate issues with wheelspin. Top speed is normally electronically limited to roughly 150 MPH / 250 km/h but this is only due to 2 "gentleman's agreement" between German car makers and the German government, so the limited is often disabled as is the case this time as well - with the limiter disabled, the top speed is around 180 MPH / 300 km/h.
However, despite the performance figures, the M5 is a gentle beast as long as you can deal with the somewhat finicky clutch which doesn't let you slip the clutch disc much, seeing how one can drive it casually like any typical sedan without the need to be especially careful and ground clearance is great enough to make it suitable for roads which may not be completely level (or paved). Hence, it can function as a daily drive with no extra considerations - but when your right foot gets that serious twitch and you tap the "Sport" button for faster engine response, you can easily blast from 0-60 MPH (or 0-100 km/h) in less than 5 seconds and 120 MPH / 200 km/h can be reached in roughly 17 seconds. In other words, more than enough to smoke nearly all cars and many motorcycles over here behind when necessary, and blazingly fast when overtaking someone on the highway.
Which is pretty good for a car which officially tips the scales at roughly 3980 lbs / 1790 kg with the driver and is by no means an extreme sports cars... this pretty much defines the driving experience with the M5 which is akin to a huge lump of quicksilver in traffic, due to how there's practically always sufficient power available to zip around at whatever pace you want. And since we only use (low-profile) Michelin Pilot Sport tyres under the M5, handling is great with very little restlessness or strange sensations I'm used to when driving crappier cars, albeit hard cornering is not the M5's strongest suite due to the heavy body which puts stress on the bushings - but it's by no means troublesome, and BMW has further prepared for maniacs by fitting the S62 engine with a system capable of altering oil flow with magnetic valves to prevent oil starvation in situations with high lateral G-forces.
The same refined feel continues in the interior which is rather dark with planty of black and gray leather leather combined with black plastic and brushed aluminum, and there's some nifty of attention to detail - such as how the leather on the steering wheel has been stitched with red, blue and gray thread which are the BMW M-Sport colours, and how the gear stick has a lit shift pattern. Of course, even the 'base model' BMW M5 was well-equipped with everything from power windows and front power seats to a CD changer and parking control, and the original owner had chosen extra options like GPS navigation, double-thickness side windows for exatra sound proofing, sun shades for the rear windows (electric for the rear window, manual for the rear side windows), and some other things I've forgotten. Honestly, all the equipment underlines the idea that you're driving a luxurious saloon and not a sports car or a muscle car, especially when driving along a sunny road with the front seat hugging you, climate control humming and classical music flowing from the speakers while coasting along the road with precious little noise disturbing the journey.
Furthermore, some of you might have noticed that in the photos the M5 shows some 2002 model options - and it has indeed been retrofitted with various 2002 model options like bumpers, lights, instrument cluster and the newer 16:9 navigation cabin unit. Not everything has been upgraded, for example the 2002 model had forward- and rear-facing parking control while the 2000 model only has a rear-facing one.
Finally, from the point-of-view of someone who like to do at least basic repair jobs by himself, the E39 M5 has proved out to be surprisingly uncomplicated to work on despite the relative complexity of the engine and other parts of the car. So far me and my brother have replaced the spark plugs, replaced the MAF units (mostly just in case, due to the former owner having put in unsuitable air filters) changed all oils (engine, gearbox, differential) and repaired the VANOS variable valve timing system solenoid packs (new rubber seals, solder repairs), along with a number of minor electrical repairs, and there have been no unwanted surprises or difficulties. And despite being soon 12 years old, it's in excellent condition, with no rusted parts, chipped paint, dented body panels, or malfunctioning equipment, so it has been a joy to work with due to not having to battle with huge issues or nasty wear-and-tear.
And that's it, I can't think of anything more to say, and I hope you have enjoyed my comments about the M5 - the car which can be either used as a comfortable daily drive or to leave other cars in the dust, depending on what me and my brother happen to like. :3
Thanks Sabre! Hopefully, there's more to come!
Greetings, everyone, this virtual drive-in is strictly speaking not about a daily drive but I was kindly asked to write it nonetheless. :-) You'll see very soon why.
The car is a 2000 model E39 BMW M5, owned 50/50 by me and my brother, and the reason it's not an actual daily drive is because it's on the road only for 6 months /year, to avoid the harsh and damaging winter. On top of that, high fuel costs make it an expensive drive so cheaper alternatives are necessary to avoid us from going bankrupt. And in case you're now wondering where the land of harsh winters and high fuel prices is, it's Finland, Europe - and hence this drive-in will likely have a non-US angle to it thanks to the differences in our respective automotive cultures.
Anyhow, on to some E39 M5 technical details for the uninitiated - I cannot claim to have performed any measurements on the car, so any performance figures have been lifted for various sources. The M5 is essentially a 500-series BMW with a naturally aspirated 4.9L gasoline V8 fitted on it, with the engine putting out 394bhp / 294kW of power and 369 lb-ft / 500Nm of torque which are obscenely high figures in comparison to any typical cars over here, albeit the figures might not appear so crazy to US readers. ;-) Gearbox is 6-speed manual Getrag, as the M5 was never sold with an automatic, and as a final touch the power train has a limited slip differental to alleviate issues with wheelspin. Top speed is normally electronically limited to roughly 150 MPH / 250 km/h but this is only due to 2 "gentleman's agreement" between German car makers and the German government, so the limited is often disabled as is the case this time as well - with the limiter disabled, the top speed is around 180 MPH / 300 km/h.
However, despite the performance figures, the M5 is a gentle beast as long as you can deal with the somewhat finicky clutch which doesn't let you slip the clutch disc much, seeing how one can drive it casually like any typical sedan without the need to be especially careful and ground clearance is great enough to make it suitable for roads which may not be completely level (or paved). Hence, it can function as a daily drive with no extra considerations - but when your right foot gets that serious twitch and you tap the "Sport" button for faster engine response, you can easily blast from 0-60 MPH (or 0-100 km/h) in less than 5 seconds and 120 MPH / 200 km/h can be reached in roughly 17 seconds. In other words, more than enough to smoke nearly all cars and many motorcycles over here behind when necessary, and blazingly fast when overtaking someone on the highway.
Which is pretty good for a car which officially tips the scales at roughly 3980 lbs / 1790 kg with the driver and is by no means an extreme sports cars... this pretty much defines the driving experience with the M5 which is akin to a huge lump of quicksilver in traffic, due to how there's practically always sufficient power available to zip around at whatever pace you want. And since we only use (low-profile) Michelin Pilot Sport tyres under the M5, handling is great with very little restlessness or strange sensations I'm used to when driving crappier cars, albeit hard cornering is not the M5's strongest suite due to the heavy body which puts stress on the bushings - but it's by no means troublesome, and BMW has further prepared for maniacs by fitting the S62 engine with a system capable of altering oil flow with magnetic valves to prevent oil starvation in situations with high lateral G-forces.
The same refined feel continues in the interior which is rather dark with planty of black and gray leather leather combined with black plastic and brushed aluminum, and there's some nifty of attention to detail - such as how the leather on the steering wheel has been stitched with red, blue and gray thread which are the BMW M-Sport colours, and how the gear stick has a lit shift pattern. Of course, even the 'base model' BMW M5 was well-equipped with everything from power windows and front power seats to a CD changer and parking control, and the original owner had chosen extra options like GPS navigation, double-thickness side windows for exatra sound proofing, sun shades for the rear windows (electric for the rear window, manual for the rear side windows), and some other things I've forgotten. Honestly, all the equipment underlines the idea that you're driving a luxurious saloon and not a sports car or a muscle car, especially when driving along a sunny road with the front seat hugging you, climate control humming and classical music flowing from the speakers while coasting along the road with precious little noise disturbing the journey.
Furthermore, some of you might have noticed that in the photos the M5 shows some 2002 model options - and it has indeed been retrofitted with various 2002 model options like bumpers, lights, instrument cluster and the newer 16:9 navigation cabin unit. Not everything has been upgraded, for example the 2002 model had forward- and rear-facing parking control while the 2000 model only has a rear-facing one.
Finally, from the point-of-view of someone who like to do at least basic repair jobs by himself, the E39 M5 has proved out to be surprisingly uncomplicated to work on despite the relative complexity of the engine and other parts of the car. So far me and my brother have replaced the spark plugs, replaced the MAF units (mostly just in case, due to the former owner having put in unsuitable air filters) changed all oils (engine, gearbox, differential) and repaired the VANOS variable valve timing system solenoid packs (new rubber seals, solder repairs), along with a number of minor electrical repairs, and there have been no unwanted surprises or difficulties. And despite being soon 12 years old, it's in excellent condition, with no rusted parts, chipped paint, dented body panels, or malfunctioning equipment, so it has been a joy to work with due to not having to battle with huge issues or nasty wear-and-tear.
And that's it, I can't think of anything more to say, and I hope you have enjoyed my comments about the M5 - the car which can be either used as a comfortable daily drive or to leave other cars in the dust, depending on what me and my brother happen to like. :3
Thanks Sabre! Hopefully, there's more to come!
Wednesday, December 28, 2011
Drive in, Pt 2
Hey kids, continuing the 2011 Annual Drive In with my daily drivers.
Sportin' new rims and tires, with a new stereo, my 2003 Corolla is ready to roll.
Now, we've been down on the Corolla in the past here, but my hats are off to my little blue buggy, now that I've gotten it updated, it's a pretty decent daily driver.
I got her back in 2008 with about 74,000 miles on her. I had just started an outside sales job, and I bought this car for its chief traits: fuel economy, reliability, and that it handled way better than my old hand-me-down '96 Suburban. And believe you me, this car is reliable.
How reliable you ask? Well, for starters, despite it being an incredibly bad idea and not recommended, I never took it in to get serviced during the year and a quarter I worked in outside sales (mostly due to the fact that we were so wrapped up on prospecting and making sales, trivial things like social life and sleep were often overlooked). During this time, I put about 50,000 miles on the car, and it still ran like a dream. Other than the regular oil changes, tire replacement, etc, the only thing that's really gone wrong with the car was over this Thanksgiving, when the starter went out. Currently, she's got about 174,000 miles on her, and that's a pretty good record for me.
Performance wise, it's not much to write about, but with the right tires on her, it corners well, and can hold its own in the twisties (particularly up highway 9, one of the best driving roads around). There is understeer, but it's also very predictable, and the short gearing offers decent acceleration.
Mostly why I'm proud of this car is this: Despite the Corollas typically being a penalty box, any one of this generation of Corolla is a good buy for a few reasons:
1) The 'new' generation has the same engine and transmission, practically speaking.
2) Any of the 'new' technology on the 'new' Corollas can be easily had on a previous generation for thousands less in terms of aftermarket upgrades.
3) The car is reliable as all get out. I'd bet good money this particular version will last long enough to the point where my kids are driving it.
That said, this isn't my favorite of our family cars. I present to you guys a TWOFER!!!
This is our other car, and the one we more commonly use on family outings. For the less knowledgeable amongst you, this is a 2010 Mazda5, and it's head and shoulders better than my Corolla, and indeed the '06 Jeep Liberty it replaced.
Yes, it looks like a minivan, and technically it is. It does have sliding doors, and a hatchback. It has three rows of seats, good for seating six people.
However, it's fairly small. At its tallest, it only comes up about 5 feet or so, and the wheelbase is as near as makes no difference to the Corolla. Plus, it has the same suspension, transmission, and 2.3 liter engine as its little brother, the Mazda3, arguably one of the best handling cars for the money. And this baby handles and drives like a dream.
The 5 speed manu-matic is crisp and intuitive, the steering is very responsive, with no dead spots and it's easy to put it where you want it. The suspension is firm without being rock hard (which is often not the case). Plus we can fit both my child's seats, two strollers, and a week's worth of groceries in the back (with the rear seats down).
What's nice in this car are the creature comforts as well. For instance, the first two rows of seats are made up of captains chairs. The week before Christmas, we drove overnight to Riverside and then came up the next day. During the whole 1200 miles round trip, my tail was nice and comfy in the driver's seat, which is often an issue for a c-segment car. The stereo has an auxiliary input jack, and, as a neat trick, adjusts the volume automatically with the road noise. For trips to Ikea, all four rear seats fold down flat, so you can fit anything up to a decent sized sofa in there.
Sadly, not 20 minutes after that picture was taken today, we got sideswiped in a hit and run at a stoplight. Fortunately, whether the hit was light enough or the car stood up to it, everyone's ok and the car is still going strong.
I love this car, and nothing is going to change it. I would heartily recommend a Mazda5 for anyone buying a family car today. Has enough room to haul your stuff, and an absolute dynamite platform to go hooning around mountain roads on the weekend.
Sportin' new rims and tires, with a new stereo, my 2003 Corolla is ready to roll.
Now, we've been down on the Corolla in the past here, but my hats are off to my little blue buggy, now that I've gotten it updated, it's a pretty decent daily driver.
I got her back in 2008 with about 74,000 miles on her. I had just started an outside sales job, and I bought this car for its chief traits: fuel economy, reliability, and that it handled way better than my old hand-me-down '96 Suburban. And believe you me, this car is reliable.
How reliable you ask? Well, for starters, despite it being an incredibly bad idea and not recommended, I never took it in to get serviced during the year and a quarter I worked in outside sales (mostly due to the fact that we were so wrapped up on prospecting and making sales, trivial things like social life and sleep were often overlooked). During this time, I put about 50,000 miles on the car, and it still ran like a dream. Other than the regular oil changes, tire replacement, etc, the only thing that's really gone wrong with the car was over this Thanksgiving, when the starter went out. Currently, she's got about 174,000 miles on her, and that's a pretty good record for me.
Performance wise, it's not much to write about, but with the right tires on her, it corners well, and can hold its own in the twisties (particularly up highway 9, one of the best driving roads around). There is understeer, but it's also very predictable, and the short gearing offers decent acceleration.
Mostly why I'm proud of this car is this: Despite the Corollas typically being a penalty box, any one of this generation of Corolla is a good buy for a few reasons:
1) The 'new' generation has the same engine and transmission, practically speaking.
2) Any of the 'new' technology on the 'new' Corollas can be easily had on a previous generation for thousands less in terms of aftermarket upgrades.
3) The car is reliable as all get out. I'd bet good money this particular version will last long enough to the point where my kids are driving it.
That said, this isn't my favorite of our family cars. I present to you guys a TWOFER!!!
This is our other car, and the one we more commonly use on family outings. For the less knowledgeable amongst you, this is a 2010 Mazda5, and it's head and shoulders better than my Corolla, and indeed the '06 Jeep Liberty it replaced.
Yes, it looks like a minivan, and technically it is. It does have sliding doors, and a hatchback. It has three rows of seats, good for seating six people.
However, it's fairly small. At its tallest, it only comes up about 5 feet or so, and the wheelbase is as near as makes no difference to the Corolla. Plus, it has the same suspension, transmission, and 2.3 liter engine as its little brother, the Mazda3, arguably one of the best handling cars for the money. And this baby handles and drives like a dream.
The 5 speed manu-matic is crisp and intuitive, the steering is very responsive, with no dead spots and it's easy to put it where you want it. The suspension is firm without being rock hard (which is often not the case). Plus we can fit both my child's seats, two strollers, and a week's worth of groceries in the back (with the rear seats down).
What's nice in this car are the creature comforts as well. For instance, the first two rows of seats are made up of captains chairs. The week before Christmas, we drove overnight to Riverside and then came up the next day. During the whole 1200 miles round trip, my tail was nice and comfy in the driver's seat, which is often an issue for a c-segment car. The stereo has an auxiliary input jack, and, as a neat trick, adjusts the volume automatically with the road noise. For trips to Ikea, all four rear seats fold down flat, so you can fit anything up to a decent sized sofa in there.
Sadly, not 20 minutes after that picture was taken today, we got sideswiped in a hit and run at a stoplight. Fortunately, whether the hit was light enough or the car stood up to it, everyone's ok and the car is still going strong.
I love this car, and nothing is going to change it. I would heartily recommend a Mazda5 for anyone buying a family car today. Has enough room to haul your stuff, and an absolute dynamite platform to go hooning around mountain roads on the weekend.
Tuesday, December 27, 2011
Welterweights, Pt3
Welcome back from the holidays, ladies and gentlemen. I hope everyone had a good time. Now that the wrapping paper is cleared away and I have recovered from an egg-nog induced coma, it's time to resume the high quality of blogging that you all have come to tolerate.
For those of you joining us for the first time, this is the 3rd post in a series covering and comparing C-segment cars, their strengths and weaknesses. We have already covered 5th and 6th place (the Toyota Matrix and Corolla, respectively) and are down to our final four.
I should mention at this level of competition, it's harder to quantify which of these cars will finish where. So, without further ado, on with the show.
4th Place: 2011 Nissan Sentra
Seen above in it's SE-R trim, the Sentra on paper looks like a pretty solid performer. Starting off at about $16k, and topping out the range at just over 20k in SE-R and SE-R Spec V trim, the Sentra Bakes a lot into its Value proposition, and makes a creditable showing in this segment.
Where to begin?
First, for the comfort and tech oriented individual, it is possible to have a leather interior (a $900 option that comes with heated front seats), not to mention a very handy infotainment system, which is optional, but recommended. The standard stereo unit, while it does feature an Auxilliary input, could be transported from the 1980's in terms of style. Even with the old fashioned styling of the standard stereo, it does offer information as to what song is playing on the radio, which is also a nice feature.
Power comes from either a base 2.0 liter engine that cranks out 140 hp and 147 ft/lbs of torque, or a 2.5 liter 16 valve engine that cranks out either 177 hp and 172 ft/lbs of torque (SE-R) or 200 hp and 180 ft/lbs of torque (SE-R Spec V, which is manual only). All the power is delivered to the wheels in the form of either a 6 speed manual or Nissan's X-Tronic CVT (which in SE-R guise comes with paddle shifters). On its own, the CVT (or Constantly Variable Transmission) provides smooth shifts and power delivery, though you do have to poke it a bit (in the spirit of full disclosure, I haven't driven one with the paddle shifters, so I suspect that stodginess is mitigated somewhat).
All in all, for a basic commuter car, the guys at Nissan have made a pretty good example of the segment. And even the high end, sporting versions don't cost much north of $20k without incentives, so the price is bang on for today's consumer.
So why did it place fourth?
A few reasons. First, while the ride quality is right for this segment, the steering feels light and the car doesn't feel quite as planted as some of its competitors (though, to be fair, I haven't tested the SE-R levels of the car. I would imagine with the suspension upgrades, it would feel more sure of itself).
There's a few other reasons, mostly nit-picky, but this is where we start to pick nits. The interior, while offering some nice creature comforts, is still rather drab and bland, and like the Corolla, somewhat dated.
The driver ergonomics are a little funny as well. For instance, while steering wheel mounted controls for the audio and cruise control are mounted on the steering wheel, some of the buttons are oddly placed and, thus, force you to move your hand to operate them (the worst culprit is the volume buttons, which are located down around 7 o'clock on the interior of the wheel). While this may seem like a minor detail, it DOES affect the way you drive.
There's something else, however.
The Sentra is a pretty capable performer, I don't intend to imply that it isn't. However, the only real selling point that the car has at this level is that it's cheaper than its competition. While this is an important consideration, any salesman will tell you that price alone isn't what makes a sale. Features and personality are.
Bottom Line: A higher quality of Vanilla.
Driver's Pick: Either the SE-R or SE-R SpecV. Both cost about the same, and you'd be hard pressed to find a performance c-segment sedan for less.
For those of you joining us for the first time, this is the 3rd post in a series covering and comparing C-segment cars, their strengths and weaknesses. We have already covered 5th and 6th place (the Toyota Matrix and Corolla, respectively) and are down to our final four.
I should mention at this level of competition, it's harder to quantify which of these cars will finish where. So, without further ado, on with the show.
4th Place: 2011 Nissan Sentra
Seen above in it's SE-R trim, the Sentra on paper looks like a pretty solid performer. Starting off at about $16k, and topping out the range at just over 20k in SE-R and SE-R Spec V trim, the Sentra Bakes a lot into its Value proposition, and makes a creditable showing in this segment.
Where to begin?
First, for the comfort and tech oriented individual, it is possible to have a leather interior (a $900 option that comes with heated front seats), not to mention a very handy infotainment system, which is optional, but recommended. The standard stereo unit, while it does feature an Auxilliary input, could be transported from the 1980's in terms of style. Even with the old fashioned styling of the standard stereo, it does offer information as to what song is playing on the radio, which is also a nice feature.
Power comes from either a base 2.0 liter engine that cranks out 140 hp and 147 ft/lbs of torque, or a 2.5 liter 16 valve engine that cranks out either 177 hp and 172 ft/lbs of torque (SE-R) or 200 hp and 180 ft/lbs of torque (SE-R Spec V, which is manual only). All the power is delivered to the wheels in the form of either a 6 speed manual or Nissan's X-Tronic CVT (which in SE-R guise comes with paddle shifters). On its own, the CVT (or Constantly Variable Transmission) provides smooth shifts and power delivery, though you do have to poke it a bit (in the spirit of full disclosure, I haven't driven one with the paddle shifters, so I suspect that stodginess is mitigated somewhat).
All in all, for a basic commuter car, the guys at Nissan have made a pretty good example of the segment. And even the high end, sporting versions don't cost much north of $20k without incentives, so the price is bang on for today's consumer.
So why did it place fourth?
A few reasons. First, while the ride quality is right for this segment, the steering feels light and the car doesn't feel quite as planted as some of its competitors (though, to be fair, I haven't tested the SE-R levels of the car. I would imagine with the suspension upgrades, it would feel more sure of itself).
There's a few other reasons, mostly nit-picky, but this is where we start to pick nits. The interior, while offering some nice creature comforts, is still rather drab and bland, and like the Corolla, somewhat dated.
The driver ergonomics are a little funny as well. For instance, while steering wheel mounted controls for the audio and cruise control are mounted on the steering wheel, some of the buttons are oddly placed and, thus, force you to move your hand to operate them (the worst culprit is the volume buttons, which are located down around 7 o'clock on the interior of the wheel). While this may seem like a minor detail, it DOES affect the way you drive.
There's something else, however.
The Sentra is a pretty capable performer, I don't intend to imply that it isn't. However, the only real selling point that the car has at this level is that it's cheaper than its competition. While this is an important consideration, any salesman will tell you that price alone isn't what makes a sale. Features and personality are.
Bottom Line: A higher quality of Vanilla.
Driver's Pick: Either the SE-R or SE-R SpecV. Both cost about the same, and you'd be hard pressed to find a performance c-segment sedan for less.
Friday, December 23, 2011
Merry Christmas to all.
Since I'm probably going to have a hard time posting over the next couple of days, I wanted to put up the obligatory Merry Christmas post. Or Happy Hanukkah. Or Festivus. Or whatever it is you internet people celebrate. As long as you celebrate by having too much food, too much fun, and too much holiday cheer (read: beer, wine, schnapps, etc).
From all of us at Downshift, Happy Holidays, and Merry Christmas.
Wednesday, December 21, 2011
Drive-In Pt. 1
Looks like I'm first to show up. Well all right, let me show you my DD.
It's a 2008 Ford Fusion SE. ...What, you were expecting a Lamborghini? C'mon, I'm a blogger not a CEO. We bloggers don't get paid much.
So why did I choose this car? Well, there's a lot going on here. This is not your everyday 4-door sedan. First is the chassis. This car shares underpinnings with the Mercury Milan and Lincoln Zephyr/MKZ. Big deal right? Well it ALSO shares its platform with the Mazda6, one of the sportier front-wheel-drive sedans on the market. Underneath the cars are very similar, differing only in suspension tuning. What does that mean? It means this plain-Jane 4-door corners remarkably well, diving into sharp curves with remarkable aplomb. While it does wash out a bit when you get REALLY aggressive, it's a very progressive understeer, and the chassis communicates very clearly what it's going to do before it does it. And this car LOVES to take corners. A more aggressive set of tires and some mild suspension tuning and I could be out-cornering BMWs.
Second? Well, this is my daily driver. Comfort is important, and this car is comfy. It eats highway miles like teenagers go through pizza. It's got a big gas tank and a thrifty engine, which gives this car a nice long cruising range--well over 400 miles between fillups. The car also has the now mostly standard toys on the inside--power windows, locks, mirrors and a power driver's seat. It's also got a really good stereo with a 6-CD changer. Should I need to haul stuff, the trunk is big enough to hide several bodies, and can accomodate a full set of tires (with the rear seats folded down).
I've really grown attached to this car in a short time. The only thing I really wish it had was a little more power. But you can't always get what you want.
It's a 2008 Ford Fusion SE. ...What, you were expecting a Lamborghini? C'mon, I'm a blogger not a CEO. We bloggers don't get paid much.
So why did I choose this car? Well, there's a lot going on here. This is not your everyday 4-door sedan. First is the chassis. This car shares underpinnings with the Mercury Milan and Lincoln Zephyr/MKZ. Big deal right? Well it ALSO shares its platform with the Mazda6, one of the sportier front-wheel-drive sedans on the market. Underneath the cars are very similar, differing only in suspension tuning. What does that mean? It means this plain-Jane 4-door corners remarkably well, diving into sharp curves with remarkable aplomb. While it does wash out a bit when you get REALLY aggressive, it's a very progressive understeer, and the chassis communicates very clearly what it's going to do before it does it. And this car LOVES to take corners. A more aggressive set of tires and some mild suspension tuning and I could be out-cornering BMWs.
Second? Well, this is my daily driver. Comfort is important, and this car is comfy. It eats highway miles like teenagers go through pizza. It's got a big gas tank and a thrifty engine, which gives this car a nice long cruising range--well over 400 miles between fillups. The car also has the now mostly standard toys on the inside--power windows, locks, mirrors and a power driver's seat. It's also got a really good stereo with a 6-CD changer. Should I need to haul stuff, the trunk is big enough to hide several bodies, and can accomodate a full set of tires (with the rear seats folded down).
I've really grown attached to this car in a short time. The only thing I really wish it had was a little more power. But you can't always get what you want.
Drive in.
Ok folks, it's time we had our First Annual Downshift Virtual Drive In!!!!!!
*it is entirely appropriate here to pretend to hear kazoos and imagine confetti*
So here's how this works:
Sometime soon, I and my fellow bloggers here at downshift are going to post pictures and brag about our daily drivers and what makes them awesome (mostly us being in them, but that's another story). Sounds cool, right? You get to see what sort of awesome automotive conveyances we drive our selves around in.
But wait! There's more!
You will be able to do the same! From now until New Year's Eve, you can send us via the magic of email photos of your car and your personal brag about it, and we will re-post your brag here on Downshift!
Some ground rules: Obviously, these must be your cars. Also, any profanity will be edited out. My kids read this blog.
Well, they will.
When they can read, anyway.
...anyway! On with the blogging! An email at you all!
downshiftblog@gmail.com
Now get cracking!!!
*it is entirely appropriate here to pretend to hear kazoos and imagine confetti*
So here's how this works:
Sometime soon, I and my fellow bloggers here at downshift are going to post pictures and brag about our daily drivers and what makes them awesome (mostly us being in them, but that's another story). Sounds cool, right? You get to see what sort of awesome automotive conveyances we drive our selves around in.
But wait! There's more!
You will be able to do the same! From now until New Year's Eve, you can send us via the magic of email photos of your car and your personal brag about it, and we will re-post your brag here on Downshift!
Some ground rules: Obviously, these must be your cars. Also, any profanity will be edited out. My kids read this blog.
Well, they will.
When they can read, anyway.
...anyway! On with the blogging! An email at you all!
downshiftblog@gmail.com
Now get cracking!!!
Tuesday, December 20, 2011
Stories from the Trenches
In recent years, I've sort of developed a reputation as an automotive matchmaker among my friends; they come to me with a basic description of what they want and how big their budget is, and with Yente-like precision, I come up with what they're looking for.
Thus, when my good friend and co-worker called and told me his beater Corolla had pitched its timing belt and lunched the engine, I rubbed my hands with glee.
His criteria were that it ought to be a cool old car in daily driver condition capable of hauling his sizeable family for under $2500. It was a tall order, to be certain, but after looking at a series of 1970s wagons (long-roofs are cool) we eventually found a 1965 Ford Thunderbird that satisfied his tastes. The big 390 cubic inch FE motor ran well, the three speed auto shifted when it should, the paint and body were in reasonably good shape, and the price came right in at budget - $2500. After a test drive, he paid the nice couple selling it and had his first classic car.
He had his share of problems, as most virgin classic car owners will... For example the time his "car guru" father in law tried his hand at rebuilding the carburetor and got the front and rear fuel squirters in reversed, or the time he had to disassemble and refurbish the quirky mechanical breaker that makes the sequential tail lights blink.
In any case, I got a call several days ago and he was beside himself. One of the fuel lines had cracked and doused the exhaust manifolds with gasoline while he was driving; the resulting inferno was limited to the engine compartment, and in all reality was not that severe. The insurance company adjuster came and looked at it, declared it totaled and a tow truck came and hauled it off. His young daughters were understandably upset as well, having grown to associate "daddy's big car" with fun family weekend outings.
This was tempered, of course, by the insurance company's check which came several days later. They had valued the car at $5000. We're looking for a replacement now.
But, the trials and tribulations of my friend and his classic car, while interesting, are not the important part of the story. The important part of the story is that, being as he bought the car for $2500 and the insurance company paid him $5000, a longstanding feeling I've had since I started working on cars has been confirmed:
You can double the value of a Ford by setting it on fire.
Thus, when my good friend and co-worker called and told me his beater Corolla had pitched its timing belt and lunched the engine, I rubbed my hands with glee.
His criteria were that it ought to be a cool old car in daily driver condition capable of hauling his sizeable family for under $2500. It was a tall order, to be certain, but after looking at a series of 1970s wagons (long-roofs are cool) we eventually found a 1965 Ford Thunderbird that satisfied his tastes. The big 390 cubic inch FE motor ran well, the three speed auto shifted when it should, the paint and body were in reasonably good shape, and the price came right in at budget - $2500. After a test drive, he paid the nice couple selling it and had his first classic car.
He had his share of problems, as most virgin classic car owners will... For example the time his "car guru" father in law tried his hand at rebuilding the carburetor and got the front and rear fuel squirters in reversed, or the time he had to disassemble and refurbish the quirky mechanical breaker that makes the sequential tail lights blink.
In any case, I got a call several days ago and he was beside himself. One of the fuel lines had cracked and doused the exhaust manifolds with gasoline while he was driving; the resulting inferno was limited to the engine compartment, and in all reality was not that severe. The insurance company adjuster came and looked at it, declared it totaled and a tow truck came and hauled it off. His young daughters were understandably upset as well, having grown to associate "daddy's big car" with fun family weekend outings.
This was tempered, of course, by the insurance company's check which came several days later. They had valued the car at $5000. We're looking for a replacement now.
But, the trials and tribulations of my friend and his classic car, while interesting, are not the important part of the story. The important part of the story is that, being as he bought the car for $2500 and the insurance company paid him $5000, a longstanding feeling I've had since I started working on cars has been confirmed:
You can double the value of a Ford by setting it on fire.
Monday, December 19, 2011
Why You Should Proofread Your Ad
Now like most of us car guys, I like to while away my spare time poking around Craigslist looking to see what hidden treasures I can discover among the clapped-out heaps and other dreck that seems to crop up there. Sometimes I find a real gem of a car with a crappy ad. Sometimes I find a crappy car with a great ad. And sometimes I find stuff like this.
Posted below, the entirety of the ad (in case it goes poof. My comments in BOLD)
Hi! I am saling(Saling? Is that like sailing?) my 1982 olds cutless supreme 4 door. it has a very very clean body. It runs and drives grate(So keep a wedge of Parmesan cheese with you at all times). I am asking $650 firm for it I will not budge from price! It has a 305 V8 with 79k miles. I put a lot of money into it then lost my job!!! The wheels in the pic below are not the wheels that go with it! I am letting it go with the steel wheels that came with the car!!!!!!!!!
The bad
The inspection ran out 10/11(Well that's a great start...)
There is air pockets in the front windshild (The front what? And what do you mean "air pockets"?)
It needs a passanger(Everyone who tries to pass him gets REALLY mad) side control arm (I have the control arm it just needs put on)(Seriously, why does every crappy car on CL come with parts the owner was too lazy to install himself?)
2 springs on the front
all 4 shocks
tires
back window is only plex a glass so it needs replace for inspection
stairing calam(??????) (becase the turn single(Because we haven't figured out how to turn double yet) switch brock(Brock? Brock Lesner? Brock Yates? Brock Samson? What do they have to do with this?) an had to brack (I thought Brack was the name of a cartoon character, not a thing you do to a whatever the hell that was up there) the plastic around it so i could use the turn single)
an the cat has a whole in it (So we get the whole cat? That's good, because I don't want part of a cat. That's just gross.)
You know, this could be the best bad ad ever.
Posted below, the entirety of the ad (in case it goes poof. My comments in BOLD)
Hi! I am saling(Saling? Is that like sailing?) my 1982 olds cutless supreme 4 door. it has a very very clean body. It runs and drives grate(So keep a wedge of Parmesan cheese with you at all times). I am asking $650 firm for it I will not budge from price! It has a 305 V8 with 79k miles. I put a lot of money into it then lost my job!!! The wheels in the pic below are not the wheels that go with it! I am letting it go with the steel wheels that came with the car!!!!!!!!!
The bad
The inspection ran out 10/11(Well that's a great start...)
There is air pockets in the front windshild (The front what? And what do you mean "air pockets"?)
It needs a passanger(Everyone who tries to pass him gets REALLY mad) side control arm (I have the control arm it just needs put on)(Seriously, why does every crappy car on CL come with parts the owner was too lazy to install himself?)
2 springs on the front
all 4 shocks
tires
back window is only plex a glass so it needs replace for inspection
stairing calam(??????) (becase the turn single(Because we haven't figured out how to turn double yet) switch brock(Brock? Brock Lesner? Brock Yates? Brock Samson? What do they have to do with this?) an had to brack (I thought Brack was the name of a cartoon character, not a thing you do to a whatever the hell that was up there) the plastic around it so i could use the turn single)
an the cat has a whole in it (So we get the whole cat? That's good, because I don't want part of a cat. That's just gross.)
You know, this could be the best bad ad ever.
Sunday, December 18, 2011
Welterweights, Pt2
Sorry about the delay in posting Part 2 of my ongoing series here, folks. The weekend kinda got away from me. Long story short, trip to Riverside cut short by an illness. Vomiting toddlers are simultaneously not fun and sad to see. But enough with my life. On with the show!!!
When I posted Part one, Commenter Garthor postulated an order for how the rest of the series would go. I can now, with supreme confidence, inform him that he has been completely wrong.
5th Place: Toyota Matrix
I must confess to a bit of personal bias here: I wanted this car to place higher. While it has Toyota's pedigree to speak for its reliability, it's more of a driver's car. They come with a proper flat-bottmed steering wheel, for instance, and the radio and A/C gauges are angled slightly towards the driver. As a practical commuter, it shines over it's sibling the Corolla in terms of having more user space. Driver ergonomics are better set up too- I like the way the dashboard is set up, for instance, and you feel like you're sitting more in the car, rather than on it, which is an important distinction.
(Interior shown with 4 speed auto)
Indeed, then, what sells this car is when you stack it up against it's on-lot Competitor.
Unlike the Corolla, the Matrix is available with a 2.4 engine good for 158 horsepower. This is also mated to a 5 speed manu-matic in the S-trim. Alternatively, according to the Toyota vehicle comparisons on Toyota's own website, you can get it with AWD, which is nice if you live anywhere other than coastal California. Plus, you can get factory installed TRD performance accessories, such as a limited slip differential ($1350), lowering springs ($199), sway bar ($300), and front strut brace($265) which can be dealer installed. It should be noted, that TRD also makes a supercharger (which, for a 4 pot, will run you about $2000). This last option is not listed on the website, but we do business with a Toyota dealership at our rental car office, and in talking to some of the sales guys, if you ask your dealer nicely, you could probably get that factory installed on your Matrix. All that would make for a pretty unique little hatchback.
Sadly, however, the Matrix doesn't come without its faults. For instance, you may remember in the last paragraph I mentioned the AWD option. Sadly, this is only available with the 4 speed transmission. Granted, this is a leftover from the old GM/Toyota agreement, when Pontiac were producing the Matrix under the guise of the Vibe. Then there's the problem of the price.
Pricing it out online, the baseline Matrix will ring the registers at just under $20,000, and that's without checking off any of the aforementioned performance accessories. With all the options and the aforementioned performance accessories (except the supercharger), that brings the price without incentives just over $26,000. While the car has a good pedigree, anyone shopping for a hot hatchback can get much more potent examples of the species can be found for less (I'm looking at you, Mazdaspeed3).
Without the performance accessories, the car exhibits better handling characteristics than the Corolla, but barely enough to command the nearly $4000 premium. And, while the 5 speed shiftable automatic is a quantum leap over the old 4 speed, there are better transmissions on the market out there.
I want to love the Matrix. I really do. However, there's just a few cars out there that offer better bang for your buck.
Bottom Line: This is what you should get if you had your heart set on a Toyota, but you can get better value for money.
Stay tuned
When I posted Part one, Commenter Garthor postulated an order for how the rest of the series would go. I can now, with supreme confidence, inform him that he has been completely wrong.
5th Place: Toyota Matrix
I must confess to a bit of personal bias here: I wanted this car to place higher. While it has Toyota's pedigree to speak for its reliability, it's more of a driver's car. They come with a proper flat-bottmed steering wheel, for instance, and the radio and A/C gauges are angled slightly towards the driver. As a practical commuter, it shines over it's sibling the Corolla in terms of having more user space. Driver ergonomics are better set up too- I like the way the dashboard is set up, for instance, and you feel like you're sitting more in the car, rather than on it, which is an important distinction.
(Interior shown with 4 speed auto)
Indeed, then, what sells this car is when you stack it up against it's on-lot Competitor.
Unlike the Corolla, the Matrix is available with a 2.4 engine good for 158 horsepower. This is also mated to a 5 speed manu-matic in the S-trim. Alternatively, according to the Toyota vehicle comparisons on Toyota's own website, you can get it with AWD, which is nice if you live anywhere other than coastal California. Plus, you can get factory installed TRD performance accessories, such as a limited slip differential ($1350), lowering springs ($199), sway bar ($300), and front strut brace($265) which can be dealer installed. It should be noted, that TRD also makes a supercharger (which, for a 4 pot, will run you about $2000). This last option is not listed on the website, but we do business with a Toyota dealership at our rental car office, and in talking to some of the sales guys, if you ask your dealer nicely, you could probably get that factory installed on your Matrix. All that would make for a pretty unique little hatchback.
Sadly, however, the Matrix doesn't come without its faults. For instance, you may remember in the last paragraph I mentioned the AWD option. Sadly, this is only available with the 4 speed transmission. Granted, this is a leftover from the old GM/Toyota agreement, when Pontiac were producing the Matrix under the guise of the Vibe. Then there's the problem of the price.
Pricing it out online, the baseline Matrix will ring the registers at just under $20,000, and that's without checking off any of the aforementioned performance accessories. With all the options and the aforementioned performance accessories (except the supercharger), that brings the price without incentives just over $26,000. While the car has a good pedigree, anyone shopping for a hot hatchback can get much more potent examples of the species can be found for less (I'm looking at you, Mazdaspeed3).
Without the performance accessories, the car exhibits better handling characteristics than the Corolla, but barely enough to command the nearly $4000 premium. And, while the 5 speed shiftable automatic is a quantum leap over the old 4 speed, there are better transmissions on the market out there.
I want to love the Matrix. I really do. However, there's just a few cars out there that offer better bang for your buck.
Bottom Line: This is what you should get if you had your heart set on a Toyota, but you can get better value for money.
Stay tuned
Thursday, December 15, 2011
The Last Of Its Kind
Today is not what most would call a landmark day in automotive history. For the majority of the public it's not even newsworthy. But it means a bit of something to me.
Today is the final day of production for the Ford Ranger in the US. After today there will be no more of the compact pickups sold in America, and in fact the last one off the line is already spoken for.
This kind of makes me sad. The Ranger might not have been the most powerful or the most stylish, but it was a good little work truck and well-designed for its purpose. It'd never win any beauty contests, but it'd never fail to get the job done. So why is Ford killing it? There's a few reasons.
First of all, the Ranger as it is now dates back to model year 1995. It's been over a decade and a half since it's had a major overhaul. In terms of safety, engine technology and the like it's well behind the times. It would cost Ford a fortune to redesign the truck to meet upcoming safety, emissions and economy standards and it just wasn't worth it to them.
Second, for all its good qualities the truck just wasn't competitive in the market anymore. It didn't sell anywhere near as well as when it was last updated in the mid-90s, overshadowed and eventually outgrown by its competition from Chevy, GMC, Dodge, Nissan and Toyota. All their "small" trucks got bigger, more powerful and more luxurious. The Ranger..didn't.
I kinda like the little thing though. And as the last truly compact pickup, I'll be sad to see it go. Small as it was, it served a purpose and filled a niche in the market for people who just wanted a small, basic truck to do stuff with.
I find the Ranger's demise somewhat fitting though. The last Ranger won't be going into a museum, or made into a memorial. No, the last one is going to work, just like all the ones before it. Orkin Pest Control has bought the final Ranger off the assembly line, and it'll do regular service in its corporate fleet. I think that's the right thing to do.
Goodbye, Ranger. Not enough people will miss you.
Today is the final day of production for the Ford Ranger in the US. After today there will be no more of the compact pickups sold in America, and in fact the last one off the line is already spoken for.
This kind of makes me sad. The Ranger might not have been the most powerful or the most stylish, but it was a good little work truck and well-designed for its purpose. It'd never win any beauty contests, but it'd never fail to get the job done. So why is Ford killing it? There's a few reasons.
First of all, the Ranger as it is now dates back to model year 1995. It's been over a decade and a half since it's had a major overhaul. In terms of safety, engine technology and the like it's well behind the times. It would cost Ford a fortune to redesign the truck to meet upcoming safety, emissions and economy standards and it just wasn't worth it to them.
Second, for all its good qualities the truck just wasn't competitive in the market anymore. It didn't sell anywhere near as well as when it was last updated in the mid-90s, overshadowed and eventually outgrown by its competition from Chevy, GMC, Dodge, Nissan and Toyota. All their "small" trucks got bigger, more powerful and more luxurious. The Ranger..didn't.
I kinda like the little thing though. And as the last truly compact pickup, I'll be sad to see it go. Small as it was, it served a purpose and filled a niche in the market for people who just wanted a small, basic truck to do stuff with.
I find the Ranger's demise somewhat fitting though. The last Ranger won't be going into a museum, or made into a memorial. No, the last one is going to work, just like all the ones before it. Orkin Pest Control has bought the final Ranger off the assembly line, and it'll do regular service in its corporate fleet. I think that's the right thing to do.
Goodbye, Ranger. Not enough people will miss you.
Wednesday, December 14, 2011
American Muscle
Ladies and gentlemen, behold the Cadillac Cts-v coupe. This is what Batman drives on his off days.
Tuesday, December 13, 2011
Welterweights: Pt 1.
One of my favorite books of all time is The Power of One, by Bryce Courtenay. The book chronicles a young boy's quest to be the Welterweight boxing champion of the world. One of his mentors, a welterweight boxer himself, says "To be a welterweight is perfect. Not too big to be slow, not to small to lack a punch. A welterweight is the perfect fighter."
How does this relate to cars? Read on and see.
Now, unless you've been hiding under a rock for the last three years, you may have noticed that the economy isn't quite as hot as it used to be. Everyone except the government is cutting back on their expenses, and nowhere is that more present in the car world.
Everywhere, people look at their pocketbooks, the sticker price on a family car, and cringe. The family sedan has long been the king of sales numbers. However, many folks have done the math and research, and have been opting for the compact sedans. And it's quite justifiable.
With prices ranging into the mid $20k's and a plethora of options, most consumers can stretch out their dollar by going a size down on a sedan that offers similar space, performance, and cargo space.The perfect contenders in the crowded arena of consumer sales, not too big, not too small, but right in the middle. Welterweights, in short.
My goal in this feature is to highlight some of the key players in this segment, and offer the best consumer advice for buying them, optioning them, etc. Here is a list of the cars I will be covering (in no particular order): Toyota Matrix, Nissan Sentra, Toyota Corolla, Mazda3, Kia Forte, and the Chevy Cruze. I will be posting them in order from what I view as worst to best, with a couple of honorable mentions at the end.
In the spirit of full disclosure, these cars are the ones available in my company's rental fleet that I have first-hand knowledge of, so our options are somewhat limited. To compensate for this, I will be posting information about what options are available for consumers, and at what price. Ready? Here we go.
6TH PLACE: Toyota Corolla
Now, the more consumer savvy of you may be saying "But Iron! The Corolla is the best selling car in this segment! How can this car rank in last place?" I'd be glad to tell you, exuberant reader!
Fair warning, I'm going to use analogies to describe things. In this case, it's hamburgers. See, think of all the burger places you've ever been in, and be comforted by this depressing thought: the best burger place you've ever been in has never shifted more than the fast food place down the street. And that's the Corolla's main selling point. It appeals to the least common denominator in all of us.
Now, this is not to say it's a bad car. If you buy one new, odds are it'll be running for another 20 years. At least. Plus, Toyota sells them fairly cheaply. Without incentives, the base model Corolla will ring the registers around $16k, though that will be with a five speed manual coke-can model. With all the exterior accessories, in the LE trim, with TRD rims and TRD rear sway bar, the registers ring at just under $25,000. And, it should be said, TRD has plenty of aftermarket parts to make your Corolla go faster (my personal favorite is a supercharger that bolts straight on to the engine that costs about $2000).
Even then, with power windows and locks, the Corolla can be had with power windows, cd, auxiliary input for under $20,000. So why am I so hard on it?
Well, I have a confession to make. See, my daily driver is a 2003 Corolla. It's the base model, with power mirrors and an automatic transmission being the only features. The car has served me well on my 40 mile round trip commute. It has a 1.8 liter engine with a 4-speed auto with overdrive. The engine produces 130 horsepower. Why do I bring this up, you ask? Well, guess what the present day Corolla has.
That's right kids. 9 years of innovation has brought us to the same car that was available back when I was graduating high school.
I know the Corolla has been the sales leader for years now, but that has lead Toyota to become complacent, and their car hasn't caught up with the competition.
Final verdict: If you're considering buying a Corolla, for God's Sake WAIT!!! You can do better for your money.
There's more coming, stay tuned hoons!
How does this relate to cars? Read on and see.
Now, unless you've been hiding under a rock for the last three years, you may have noticed that the economy isn't quite as hot as it used to be. Everyone except the government is cutting back on their expenses, and nowhere is that more present in the car world.
Everywhere, people look at their pocketbooks, the sticker price on a family car, and cringe. The family sedan has long been the king of sales numbers. However, many folks have done the math and research, and have been opting for the compact sedans. And it's quite justifiable.
With prices ranging into the mid $20k's and a plethora of options, most consumers can stretch out their dollar by going a size down on a sedan that offers similar space, performance, and cargo space.The perfect contenders in the crowded arena of consumer sales, not too big, not too small, but right in the middle. Welterweights, in short.
My goal in this feature is to highlight some of the key players in this segment, and offer the best consumer advice for buying them, optioning them, etc. Here is a list of the cars I will be covering (in no particular order): Toyota Matrix, Nissan Sentra, Toyota Corolla, Mazda3, Kia Forte, and the Chevy Cruze. I will be posting them in order from what I view as worst to best, with a couple of honorable mentions at the end.
In the spirit of full disclosure, these cars are the ones available in my company's rental fleet that I have first-hand knowledge of, so our options are somewhat limited. To compensate for this, I will be posting information about what options are available for consumers, and at what price. Ready? Here we go.
6TH PLACE: Toyota Corolla
Now, the more consumer savvy of you may be saying "But Iron! The Corolla is the best selling car in this segment! How can this car rank in last place?" I'd be glad to tell you, exuberant reader!
Fair warning, I'm going to use analogies to describe things. In this case, it's hamburgers. See, think of all the burger places you've ever been in, and be comforted by this depressing thought: the best burger place you've ever been in has never shifted more than the fast food place down the street. And that's the Corolla's main selling point. It appeals to the least common denominator in all of us.
Now, this is not to say it's a bad car. If you buy one new, odds are it'll be running for another 20 years. At least. Plus, Toyota sells them fairly cheaply. Without incentives, the base model Corolla will ring the registers around $16k, though that will be with a five speed manual coke-can model. With all the exterior accessories, in the LE trim, with TRD rims and TRD rear sway bar, the registers ring at just under $25,000. And, it should be said, TRD has plenty of aftermarket parts to make your Corolla go faster (my personal favorite is a supercharger that bolts straight on to the engine that costs about $2000).
Even then, with power windows and locks, the Corolla can be had with power windows, cd, auxiliary input for under $20,000. So why am I so hard on it?
Well, I have a confession to make. See, my daily driver is a 2003 Corolla. It's the base model, with power mirrors and an automatic transmission being the only features. The car has served me well on my 40 mile round trip commute. It has a 1.8 liter engine with a 4-speed auto with overdrive. The engine produces 130 horsepower. Why do I bring this up, you ask? Well, guess what the present day Corolla has.
That's right kids. 9 years of innovation has brought us to the same car that was available back when I was graduating high school.
I know the Corolla has been the sales leader for years now, but that has lead Toyota to become complacent, and their car hasn't caught up with the competition.
Final verdict: If you're considering buying a Corolla, for God's Sake WAIT!!! You can do better for your money.
There's more coming, stay tuned hoons!
Do not drink anything while watching this!
Hamster Wheel Overrev!
I'll be spending the next 10 minutes cleaning up my keyboard, for those interested.
I'll be spending the next 10 minutes cleaning up my keyboard, for those interested.
Spotted in Palo Alto.
Spotted at the Town and Country center, a stones throw away from Stanford University. These little beauties are proof you don't need to have a high displacement monster to be a track terror.
You learn something new every day
I took my daily driver, a 2008 Ford Fusion SE, into the shop this morning for some routine maintenance (just an oil change, really). Before anyone gives me any crap, it's freaking cold outside and I don't have a proper jack or jack stands--which means I am NOT climbing under that car for any reason. So off to the shop I go.
Normally I just drop the car and pick it up later but today I decided to hang around and wait for him to finish, since he could get me in and out fairly quick. After getting the car up on the lift he invited me into the shop to take a look around. My mechanic knows me well and knows I'm always interested to learn stuff about cars, especially the ones I drive regularly. So I stepped onto the shop floor and stooped down to take a look. The first thing he showed me was the rear suspension.
While I already knew the rear suspension was fully independent, I didn't know that it was also adjustable to some degree. My mechanic pointed a couple things out to me and told me they could easily fine-tune the setup to dial in a little more grip, at the expense of quicker tire wear. Intrigued, I told him to leave it be for now, and he moved onto the front end of the car.
Here he pointed out that the lower control arms were also a bit special. (The control arm is the part of the suspension that allows the wheel to travel up and down with the shock absorber, for those unaware). Most cars have the lower control arm mounted at one point to the wheel assembly. With my car, it's mounted at two points. While the downside is this makes the part more expensive to replace, the upshot is it adds a lot of stability to the front end, especially at high speed. This is what gives my car its rock-solid behavior on the freeway, and it's a design borrowed from German automakers, Audi specifically.
We then got to talking about the car's handling characteristics, as my mechanic owns a Mercury Milan (essentially the same car as the Fusion, with different badges and a slightly nicer interior). We both agreed that the car has a strong tendency to understeer when pushed hard into a corner. This is a common feature in most new cars. They're designed to do this, as understeer is a safe handling problem. You fix understeer by slowing down. He told me this problem could be easily fixed by the addition of a bigger rear sway bar.
So of course that got me thinking. A sway bar, perhaps a set of progressive-rate springs (progressive-rate springs get stiffer and stiffer the more they're compressed, providing a compliant ride as well as sharp cornering at the limit), a front strut tower bar (to stiffen up the front end and sharpen up the cornering), and a few other bits and bobs, and before I knew it my shopping cart at Summit Racing had about a thousand bucks worth of stuff in it. Boy it's a good thing I have some self control, otherwise I'd have been skipping work to make a parts run with Mastercard in tow.
Normally I just drop the car and pick it up later but today I decided to hang around and wait for him to finish, since he could get me in and out fairly quick. After getting the car up on the lift he invited me into the shop to take a look around. My mechanic knows me well and knows I'm always interested to learn stuff about cars, especially the ones I drive regularly. So I stepped onto the shop floor and stooped down to take a look. The first thing he showed me was the rear suspension.
While I already knew the rear suspension was fully independent, I didn't know that it was also adjustable to some degree. My mechanic pointed a couple things out to me and told me they could easily fine-tune the setup to dial in a little more grip, at the expense of quicker tire wear. Intrigued, I told him to leave it be for now, and he moved onto the front end of the car.
Here he pointed out that the lower control arms were also a bit special. (The control arm is the part of the suspension that allows the wheel to travel up and down with the shock absorber, for those unaware). Most cars have the lower control arm mounted at one point to the wheel assembly. With my car, it's mounted at two points. While the downside is this makes the part more expensive to replace, the upshot is it adds a lot of stability to the front end, especially at high speed. This is what gives my car its rock-solid behavior on the freeway, and it's a design borrowed from German automakers, Audi specifically.
We then got to talking about the car's handling characteristics, as my mechanic owns a Mercury Milan (essentially the same car as the Fusion, with different badges and a slightly nicer interior). We both agreed that the car has a strong tendency to understeer when pushed hard into a corner. This is a common feature in most new cars. They're designed to do this, as understeer is a safe handling problem. You fix understeer by slowing down. He told me this problem could be easily fixed by the addition of a bigger rear sway bar.
So of course that got me thinking. A sway bar, perhaps a set of progressive-rate springs (progressive-rate springs get stiffer and stiffer the more they're compressed, providing a compliant ride as well as sharp cornering at the limit), a front strut tower bar (to stiffen up the front end and sharpen up the cornering), and a few other bits and bobs, and before I knew it my shopping cart at Summit Racing had about a thousand bucks worth of stuff in it. Boy it's a good thing I have some self control, otherwise I'd have been skipping work to make a parts run with Mastercard in tow.
Monday, December 12, 2011
I Respectfully Disagree
Hi folks, Iron here rounding out the Triumvirate
As my esteemed colleagues have made abundantly clear, the automotive scene in the states today is VASTLY different than what it was five years ago, never mind 20.
Also, Tsume is wrong that the future of performance driving is dead. Wrong wrong wrong....more wrong than Wrong Eddie McWrong.
Different is not necessarily worse, we should note.
Yes, the variety of high displacement v-8's and rear wheel drive cars are limited to almost all but the top of the market segment. However, the future is bright for driving enthusiasts.
Here are some of the brighter points out there for you, for cars that can be had for under $40 grand. Note, some pictures are embiggened. Fair warning.
This little scamp is the new Fiat 500 Abarth, and yes, it looks like the little city runabout that J-Lo was gyrating on a few short weeks ago. This is that car's angry older brother who stays out late and plays guitar for a punk band. Here's the figures: 160 Horsepower, 170 ft/lbs of torque, all in a car a little bigger than the average kitchen table. Available with a manual transmission, this is a dash of Italian adrenaline mixed with No-Doz and washed down a gallon of 5 hour Energy, with seating for 4 adults, 30 mpg on the freeway, and an optional convertible top, this baby should be available for around $20k. Not bad.
Slightly larger, and more capable, is the Mazdaspeed3. Hot hatchbacks provide essential no-downside motoring: they've got enough room for a week's groceries in the back, and are enough fun to go hooning around your local B-roads. This particular example has a turbo-charged 2.3 liter straight 4 that produces 260 horsepower, as near as makes no difference to 270 ftlbs of torque, and will ring the register fully optioned at around $25k out the door. In the spirit of full disclosure, this car is on my personal short-list of cars I would own.
This mad little devil hails from Sweden. Powered by a blown inline five cylinder engine, the Volvo C30 is seriously fast. 0-60 is dealt with in 5 seconds, and, having driven some of the ones in the rental fleet, I would confidently say that, on a mountain road, this baby could take all comers and can be had for around $45k.
Hyundai! While their badge name sounds like something shouted by Tae-Kwon-Do students, this baby arrived on the scene last year and was a roundhouse kick to the world of motoring. With the high end model ringing the registers at $30k, powered by a 300 hp 3.7 liter v-6 engine, this baby poses a serious threat to pony cars everywhere. And, with good visibility fore and aft, an excellent suspension, and available manual gearbox, it can be confidently driven (which is a hugely important factor)
Yes, it's a different motoring world we live in. But, fortunately, Big fun driving is still available for nearly all ages.
As my esteemed colleagues have made abundantly clear, the automotive scene in the states today is VASTLY different than what it was five years ago, never mind 20.
Also, Tsume is wrong that the future of performance driving is dead. Wrong wrong wrong....more wrong than Wrong Eddie McWrong.
Different is not necessarily worse, we should note.
Yes, the variety of high displacement v-8's and rear wheel drive cars are limited to almost all but the top of the market segment. However, the future is bright for driving enthusiasts.
Here are some of the brighter points out there for you, for cars that can be had for under $40 grand. Note, some pictures are embiggened. Fair warning.
This little scamp is the new Fiat 500 Abarth, and yes, it looks like the little city runabout that J-Lo was gyrating on a few short weeks ago. This is that car's angry older brother who stays out late and plays guitar for a punk band. Here's the figures: 160 Horsepower, 170 ft/lbs of torque, all in a car a little bigger than the average kitchen table. Available with a manual transmission, this is a dash of Italian adrenaline mixed with No-Doz and washed down a gallon of 5 hour Energy, with seating for 4 adults, 30 mpg on the freeway, and an optional convertible top, this baby should be available for around $20k. Not bad.
Slightly larger, and more capable, is the Mazdaspeed3. Hot hatchbacks provide essential no-downside motoring: they've got enough room for a week's groceries in the back, and are enough fun to go hooning around your local B-roads. This particular example has a turbo-charged 2.3 liter straight 4 that produces 260 horsepower, as near as makes no difference to 270 ftlbs of torque, and will ring the register fully optioned at around $25k out the door. In the spirit of full disclosure, this car is on my personal short-list of cars I would own.
This mad little devil hails from Sweden. Powered by a blown inline five cylinder engine, the Volvo C30 is seriously fast. 0-60 is dealt with in 5 seconds, and, having driven some of the ones in the rental fleet, I would confidently say that, on a mountain road, this baby could take all comers and can be had for around $45k.
Hyundai! While their badge name sounds like something shouted by Tae-Kwon-Do students, this baby arrived on the scene last year and was a roundhouse kick to the world of motoring. With the high end model ringing the registers at $30k, powered by a 300 hp 3.7 liter v-6 engine, this baby poses a serious threat to pony cars everywhere. And, with good visibility fore and aft, an excellent suspension, and available manual gearbox, it can be confidently driven (which is a hugely important factor)
Yes, it's a different motoring world we live in. But, fortunately, Big fun driving is still available for nearly all ages.
Rose-colored Glasses and Other Crap
So V8 performance in America is dead. Well, there's a reason for that--the V6es of this era are putting out the kind of power that V8s did only 10 years ago! Let's take the Chevy Camaro, just for example. With a base price of around $23,000 you get a 6-speed manual transmission (yes, a REAL manual), 18 inch wheels and 325 horsepower. That's the BASE MODEL engine--a 3.6L DOHC V6. The result is a car that'll run the quarter in just a tick under 14 seconds and make some rather amusing noises while doing it. The Mustang across the way is much the same. It packs a 300+HP V6 and a proper manual for a reasonable price. Need I remind you that in 2005, the Mustang GT--the one with the V8--only managed 300 horsepower out of its 4.6L unit? And the GT was significantly more expensive than this car. Even the CHALLENGER's base V6 makes over 300 horsepower, and yes--can be had with a stick.
Then there's the Taurus you maligned up there. That's 365 ground-pounding horsepower in that car, making for one blasted quick four-door. No you can't have a manual and that is both bogus and sad, but I almost can't fault Ford for not bothering to include the option when almost nobody in the country knows how to drive stick anyway.
I know you don't like it but look at it this way--gas isn't getting any cheaper. When you look at a car with a 300+ horsepower engine that STILL gets near to 30 MPG (or better, in the case of the Mustang) you have to look at yourself and ask "So what do I need with a V8 again?" A car isn't much good if you can't drive it because you can't fill the tank.
Then there's the Taurus you maligned up there. That's 365 ground-pounding horsepower in that car, making for one blasted quick four-door. No you can't have a manual and that is both bogus and sad, but I almost can't fault Ford for not bothering to include the option when almost nobody in the country knows how to drive stick anyway.
I know you don't like it but look at it this way--gas isn't getting any cheaper. When you look at a car with a 300+ horsepower engine that STILL gets near to 30 MPG (or better, in the case of the Mustang) you have to look at yourself and ask "So what do I need with a V8 again?" A car isn't much good if you can't drive it because you can't fill the tank.
Everything new is Rubbish... Sort of...
Good Evening!
I'm Tsume, and along with my good friends Iron_Fox and Monkeywrench, we've decided to start a sort of automotive show for the entertainment/education/annoyance of all on this board. This is our debut, so please be kind.
I'll start out by saying that the state of automotive performance in the United States today is absolute rubbish!
Let me rewind the clock 40 years. It's 1970.
Everyone knows about the LS-6 Chevelle, rated at 450 hp you can buy off the showroom floor, the 375 hp Camaro, the 470 hp Corvettes, the best and brightest of American supercars available to the masses as prices reasonably affordable by any yob with a job at the local Citgo; the fact is that ANY American car can be optioned with a genuinely high-performance engine just by ticking a block at the dealer's lot.
Oldsmobile, in a 4 door station wagon, offers a 365 horsepower 455 with a 4 speed stick
Pontiac has no qualms about doing a Grand Am with a manual trans and a High Output Pontiac 455
Buick sells a Skylark with a Stage 1 455 and a 4 speed stick
Chevolet will do you up a Monte Carlo or a Nova with a 400+ hp 454 engine if you know what to ask for
Ford, in a basic sedan, offers the high performance 429 Cobra Jet motor if you want it
Mopar offers a 4 barrel 440 cubic inch plant with a 4 barrel in any of its cars, from the Dart to the Monaco
If I go to the dealership today and ask Chevrolet for a manual transmission in anything outside the Camaro, it's a 6 cylinder and flappy paddles from a Maxxis controller from 1985
If I go to Dodge and ask for a Charger with the big motor, they try to sell me a $45,000 luxury sedan with a Starbucks finder and 18 way heated leather seats. Manual transmission? Sure, we've got these nifty paddles!
If I go to Ford and ask for a high performance sedan, they'll point me at a 6 cylinder Taurus with some hairdryers hanging off the exhaust manifolds. Not a manual transmission in sight. Technology? Out the wazoo. Sounds like a swarm of bees? Unfortunately.
Even in the truck market, the Big Three don't offer a proper manual transmission behind their V-8s anymore. Not even in the performance market, in vehicles like the Raptor or the Silverado SS.
It's not like these things don't exist either; Australia offers a BEVY of rear wheel drive V8 supercars in a wide variety of platforms; the Holden Monaro, the Holden Caprice, the Holden Maloo, the Ford Falcon; hilariously available in China, Australia and the Middle East but NOT in the United States where we're stuck with a bunch of heavy, useless front wheel drive based overpriced automatic transmission sedans, laden with Starbucks finders, crash beams, Facebook posting devices and butt-warmers.
In the modern American marketplace, proper performance vehicles with gearshifts you have to press a pedal to move that spin the rear (proper) ties are relegated to the 'boomers who can afford to relive their childhood through a $50,000 musclecar wannabee like the Challenger, Camaro SS or the Mustang. None of these are accessible nor available to the high-school kid who's "Saved his pennies and saved his dimes" as the Beach Boys song goes.
I submit that until America gets its act together and offers a V-8 rear wheel drive sedan that comes with a PROPER THIRD PEDAL... Performance and driving in the United States are dead.
I'm Tsume, and along with my good friends Iron_Fox and Monkeywrench, we've decided to start a sort of automotive show for the entertainment/education/annoyance of all on this board. This is our debut, so please be kind.
I'll start out by saying that the state of automotive performance in the United States today is absolute rubbish!
Let me rewind the clock 40 years. It's 1970.
Everyone knows about the LS-6 Chevelle, rated at 450 hp you can buy off the showroom floor, the 375 hp Camaro, the 470 hp Corvettes, the best and brightest of American supercars available to the masses as prices reasonably affordable by any yob with a job at the local Citgo; the fact is that ANY American car can be optioned with a genuinely high-performance engine just by ticking a block at the dealer's lot.
Oldsmobile, in a 4 door station wagon, offers a 365 horsepower 455 with a 4 speed stick
Pontiac has no qualms about doing a Grand Am with a manual trans and a High Output Pontiac 455
Buick sells a Skylark with a Stage 1 455 and a 4 speed stick
Chevolet will do you up a Monte Carlo or a Nova with a 400+ hp 454 engine if you know what to ask for
Ford, in a basic sedan, offers the high performance 429 Cobra Jet motor if you want it
Mopar offers a 4 barrel 440 cubic inch plant with a 4 barrel in any of its cars, from the Dart to the Monaco
If I go to the dealership today and ask Chevrolet for a manual transmission in anything outside the Camaro, it's a 6 cylinder and flappy paddles from a Maxxis controller from 1985
If I go to Dodge and ask for a Charger with the big motor, they try to sell me a $45,000 luxury sedan with a Starbucks finder and 18 way heated leather seats. Manual transmission? Sure, we've got these nifty paddles!
If I go to Ford and ask for a high performance sedan, they'll point me at a 6 cylinder Taurus with some hairdryers hanging off the exhaust manifolds. Not a manual transmission in sight. Technology? Out the wazoo. Sounds like a swarm of bees? Unfortunately.
Even in the truck market, the Big Three don't offer a proper manual transmission behind their V-8s anymore. Not even in the performance market, in vehicles like the Raptor or the Silverado SS.
It's not like these things don't exist either; Australia offers a BEVY of rear wheel drive V8 supercars in a wide variety of platforms; the Holden Monaro, the Holden Caprice, the Holden Maloo, the Ford Falcon; hilariously available in China, Australia and the Middle East but NOT in the United States where we're stuck with a bunch of heavy, useless front wheel drive based overpriced automatic transmission sedans, laden with Starbucks finders, crash beams, Facebook posting devices and butt-warmers.
In the modern American marketplace, proper performance vehicles with gearshifts you have to press a pedal to move that spin the rear (proper) ties are relegated to the 'boomers who can afford to relive their childhood through a $50,000 musclecar wannabee like the Challenger, Camaro SS or the Mustang. None of these are accessible nor available to the high-school kid who's "Saved his pennies and saved his dimes" as the Beach Boys song goes.
I submit that until America gets its act together and offers a V-8 rear wheel drive sedan that comes with a PROPER THIRD PEDAL... Performance and driving in the United States are dead.
Subscribe to:
Posts (Atom)