Car Reviews
- Thread starter JMoney
- 19 comments
- 3,386 views
- 7,703
- Indy
- xXKingJoshXx
1989 Lincoln Town Car
Engine: big
Transmission: tough
Weight: a lot
0-60: long time
Top speed: not much
MPG: poor
MSRP (inflation adjusted): $55,000
Current value: about $1200, if you really want it.
Rating (CarGurus) [idea stolen from @Slash
]: 4.3/5
I have driven this car since I was 15 years old (I am 17 currently), and I couldn't ask for a better car. Well, I could, but it is great for me. It's slow, thirsty, and huge, but I LOVE IT. It's basically a couch on wheels. It attracts attention, especially if I'm in the 'hood. It originally belonged to my great grandma (obviously) and then to my grandma and now I drive it. It has about 122,000 miles (the mileage in my sig is incorrect) and has never had anything major go wrong as long as you're not talking about brakes. It needs a new vinyl top, and to be honest it needs the seats redone (at least the driver's seat) and has...a few...missing parts. It has never been wrecked (excluding one time when my great grandma somehow backed into another car and ruined the right rear door) and is all original.
I guess that's it.
Engine: big
Transmission: tough
Weight: a lot
0-60: long time
Top speed: not much
MPG: poor
MSRP (inflation adjusted): $55,000
Current value: about $1200, if you really want it.
Rating (CarGurus) [idea stolen from @Slash
]: 4.3/5I have driven this car since I was 15 years old (I am 17 currently), and I couldn't ask for a better car. Well, I could, but it is great for me. It's slow, thirsty, and huge, but I LOVE IT. It's basically a couch on wheels. It attracts attention, especially if I'm in the 'hood. It originally belonged to my great grandma (obviously) and then to my grandma and now I drive it. It has about 122,000 miles (the mileage in my sig is incorrect) and has never had anything major go wrong as long as you're not talking about brakes. It needs a new vinyl top, and to be honest it needs the seats redone (at least the driver's seat) and has...a few...missing parts. It has never been wrecked (excluding one time when my great grandma somehow backed into another car and ruined the right rear door) and is all original.
I guess that's it.
Last edited:
- 34,949
- Indian Falls, NY
- slashfan7964
1985 Ford F-250 4x4 (Base)
Engine: 4.9L Inline 6, 5.8L V8 (x2)
Transmission: C6 3 Speed Automatic
Weight: 6,600lbs dry
0-60: 6.5-7 seconds if I punch it (current motor), 5.5/6 flat with best motor (in 4WD)
Top speed: 85mph stock, 110 with my mods
Summer Tires: Cooper Discoverer Radial LT
Summer Tire Size: 33x12.5R16.5 (318x66R16.5 for you metric heads) 8 Lug
Winter Tires: Cooper Discoverer A/T and ATR
Winter Tire Size: 235x85R16 8 Lug
Stock Tire Size: 215x85R16 8 Lug
MPG: 3-6, 12 if your lucky
MSRP (inflation adjusted): $16,000
Current value: $20,000 Original/Restored, otherwise $5,000 on average
Rating (CarGurus) 4.6/5
After 3 motors, a full frame up rebuild, replaced body, transmission rebuild, cracking the frame offroading it to hell, pulling overweight loads, drag racing etc...couldn't ask for a better truck. Has 662,000 miles on the frame. Stupid easy to work on, lots of aftermarket...it has that "tough" look to it. Need I say more?
Needs to be restored again though.
For the actual short review:
It's a damn good, tough truck. It's got one of the strongest factory drivetrains you can get, especially the transmission. Full Dana axles all the way around. 3.73 gears. It's been beat to hell and back. It does not die. Let it sit for a year without starting, then start it; fire right up without question.
Bed likes to bounce on the road a bit but has good traction because of a homemade bumper. Suspension has been upgrade to be stiffer and stronger to hold more weight, but it still has a rather soft and good handling ride at least for a truck. Lots of cheaper aftermarket upgrades. Power is very good even with the original 6 cylinder, that was nearly as powerful as the 302 V8 that was optioned in this model. It comes on fast and strong, very low in the RPM range with these V8s I have now which is good for getting this tank moving.
The body was very sturdy until rust set it. Not a ding on it anywhere. Manual windows, vent windows and rear slider are all nice touches. The interior isn't too bad. It has carpet pockets on the bottom of the door with chrome handles inside. Its my favorite interior ever.
Engine: 4.9L Inline 6, 5.8L V8 (x2)
Transmission: C6 3 Speed Automatic
Weight: 6,600lbs dry
0-60: 6.5-7 seconds if I punch it (current motor), 5.5/6 flat with best motor (in 4WD)
Top speed: 85mph stock, 110 with my mods
Summer Tires: Cooper Discoverer Radial LT
Summer Tire Size: 33x12.5R16.5 (318x66R16.5 for you metric heads) 8 Lug
Winter Tires: Cooper Discoverer A/T and ATR
Winter Tire Size: 235x85R16 8 Lug
Stock Tire Size: 215x85R16 8 Lug
MPG: 3-6, 12 if your lucky
MSRP (inflation adjusted): $16,000
Current value: $20,000 Original/Restored, otherwise $5,000 on average
Rating (CarGurus) 4.6/5
After 3 motors, a full frame up rebuild, replaced body, transmission rebuild, cracking the frame offroading it to hell, pulling overweight loads, drag racing etc...couldn't ask for a better truck. Has 662,000 miles on the frame. Stupid easy to work on, lots of aftermarket...it has that "tough" look to it. Need I say more?
Needs to be restored again though.
For the actual short review:
It's a damn good, tough truck. It's got one of the strongest factory drivetrains you can get, especially the transmission. Full Dana axles all the way around. 3.73 gears. It's been beat to hell and back. It does not die. Let it sit for a year without starting, then start it; fire right up without question.
Bed likes to bounce on the road a bit but has good traction because of a homemade bumper. Suspension has been upgrade to be stiffer and stronger to hold more weight, but it still has a rather soft and good handling ride at least for a truck. Lots of cheaper aftermarket upgrades. Power is very good even with the original 6 cylinder, that was nearly as powerful as the 302 V8 that was optioned in this model. It comes on fast and strong, very low in the RPM range with these V8s I have now which is good for getting this tank moving.
The body was very sturdy until rust set it. Not a ding on it anywhere. Manual windows, vent windows and rear slider are all nice touches. The interior isn't too bad. It has carpet pockets on the bottom of the door with chrome handles inside. Its my favorite interior ever.
Last edited:
- 6,092
- Phoenix, AZ
2003 BMW 530i
Engine: 3.0L Inline 6 (M54B30)
Transmission: 5-Speed Shiftable Automatic (ZF 5HP19)
Weight: 3505 lbs
0-60: 7.0 seconds
Top Speed: 128 mph
MPG: 19-27
MSRP (inflation adjusted): $53,329 (base), $57,891 (with options)
Current Value: $5-12,000, average ~$7,000
Rating (CarGurus): 4.5/5
For a car considered by many a BMW connoisseur to be the best 5-Series, there's a lot of debate as to which flavor really earns that title. Every enthusiast agrees that the manual is the one to go for, not only for the added driver-involvement (not that I'd know), but also for the reliability advantage over the automatic gearbox. Some suggest you head straight for the M5 for its muscle car-like grunt, but not everyone can take on an used M-car. The 540i is recommended to those looking for an M5-lite (particularly in M-Sport guise), or for individuals who desire a balance between the more affordable maintenance (relatively) of the regular 5ers, but with a bit of M-car flavor. The purists will argue that the both aforementioned cars are lacking in one key department: handling. To clear the larger engine, BMW switched from the rack & pinion power-assisted steering to a recirculating ball setup. The general consensus is that this switch compromised the precise steering characteristics for which BMWs are known. The purists will also have you know that the six cylinder 5ers have the upper hand in reliability and maintenance costs.
The 530i is the middle of the road car in a middle of the road size class; one rung up from the 525i, but a step below the 540i, ditto the M5. More mature than a 3-Series, but not as serious as a 7er. Most enthusiasts concede that the 525i is lacking for power, while 540i provides more than is necessary. The 530i isn't a fast car, but it's not a slow car either. It's sufficient. Speaking of which, housed under that flat hood is the M54B30 six cylinder, or simply as the good 'ol M54 within enthusiast circles. M54 denotes the family of engines that this motor belongs to, while B30 indicates the displacement. The M54B30 is a three liter six cylinder, while an M54B25 would be a two and a half liter, an M54B22 a two point two liter, etc. As is a BMW trademark, all six cylinders are arranged in one line, and the engine itself sits longitudinally in its bay. In B30 guise, this motor can be trusted to produce around 228 horsepower and 221 ft-lbs of torque.
If you've managed to find a needle in a haystack, then your M54B30 sends its power to the rear wheels (no all-wheel drive model was offered) via a five-speed manual gearbox. However, the majority of 530is call the shots through a five-speed shiftable automatic, known as the ZF 5HP19. It would appear that the engine and transmission in the 530i are on good terms with one-another. The engine is just as willing to be revved out as it is to quietly move about in the lower RPMs. Any decision made by your right foot is guaranteed to produce a response; this was a car made before the age of fuel-consciousness. The car will do its best to keep the engine in the background under low-stress situations, but is eager to kick down a gear or two, should you suddenly want to move faster. Never will you be left feeling flat-footed.
Contrary to popular opinion amongst enthusiasts of a certain niche of vehicle, accelerating isn't the only thing that matters. Once you realize this, you'll find that the 530i stops on a dime. The brakes allow you to stop quickly and smoothly every time. Notably absent is that annoying tugging force that is experienced when bringing a larger car to a stop. Unless you mash the pedal to the carpet, the skin clinging to your face will stay there. After slowing down or coming to a stop, it may just be time to change directions. The 530i is pretty good at this. That rack & pinion steering allows you to choose a precise path through a corner, and the suspension and tires do an admirable job of ensuring that you stick to that path, with minimal body-roll at most. Keep in mind that this particular 530i was not optioned with the sport package, but it does quite well for what's considered a more luxury-biased Bimmer.
Luxury-bias is what this specific 530i's option package pertains to: the premium package. The premium package includes such niceties as leather upholstery and vavona high-gloss wood. I have no idea what the latter means. Also included are rain-sensing wipers, an auto-dimming rear view mirror and an on-board computer. Noticeably absent from this 530i's repertoire is a navigation system, not that I miss it. The E39 features a functional but attractive interior. Almost everything is logically placed, with the obvious exception being the cup holders. Although they may appear harmless in their placement, actually utilizing them obscures the climate controls. Not only that, but the cup holders themselves are rather small and tend to break easily. All controls are simple to use, and are arranged in a fashion that makes them simple to use via feel. Especially easy to use are the controls that lie on the steering wheel. The stereo is excellent for a stock vehicle. All interior surfaces feel of high quality. The leather is smooth without being slippery, and the wood trim looks and feels high-quality. The E39's cabin is a nice compromise between its analog predecessors and iDrive-laden successors. There are no touch screens to be found here, but it certainly doesn't feel old school. Any tech-centric luxury to be found is kept to a satisfying minimum.
There's a reason so many BMW enthusiasts preach about the E39: it's well-rounded. If there's one weakness, it's that little crap likes to break from time to time. These old Bimmers can be reliable, but they require that you stay on top of things, which doesn't necessarily equate to peace of mind in my opinion. You're always thinking of what may need to be replaced soon, or why the engine light came back on. This is the clear advantage that this car's Japanese competitors possess. With a Lexus, you're pretty much good to go for hundreds of thousands of miles. They don't really break. You don't have to wonder if it'll start in the morning. To me, that's luxury. Peace of mind is luxury. That said, I'm willing to keep track of little things and keep maintenance logs and do some research, because this car is worth it. The looks are timeless, and the interior is functional. Just driving the car normally is rewarding; the steering, brakes and throttle are all precise, and every input you make is met with a perceptible effect. There's not enough amenities to overwhelm you, but it's far from spartan. The ride is comfortable, but not to the detriment of handling. The seats are comfortable, but are firm enough to keep you feeling alert. The E39 530i is an excellent car, and I hope to keep mine for a long time.
Engine: 3.0L Inline 6 (M54B30)
Transmission: 5-Speed Shiftable Automatic (ZF 5HP19)
Weight: 3505 lbs
0-60: 7.0 seconds
Top Speed: 128 mph
MPG: 19-27
MSRP (inflation adjusted): $53,329 (base), $57,891 (with options)
Current Value: $5-12,000, average ~$7,000
Rating (CarGurus): 4.5/5
For a car considered by many a BMW connoisseur to be the best 5-Series, there's a lot of debate as to which flavor really earns that title. Every enthusiast agrees that the manual is the one to go for, not only for the added driver-involvement (not that I'd know), but also for the reliability advantage over the automatic gearbox. Some suggest you head straight for the M5 for its muscle car-like grunt, but not everyone can take on an used M-car. The 540i is recommended to those looking for an M5-lite (particularly in M-Sport guise), or for individuals who desire a balance between the more affordable maintenance (relatively) of the regular 5ers, but with a bit of M-car flavor. The purists will argue that the both aforementioned cars are lacking in one key department: handling. To clear the larger engine, BMW switched from the rack & pinion power-assisted steering to a recirculating ball setup. The general consensus is that this switch compromised the precise steering characteristics for which BMWs are known. The purists will also have you know that the six cylinder 5ers have the upper hand in reliability and maintenance costs.
The 530i is the middle of the road car in a middle of the road size class; one rung up from the 525i, but a step below the 540i, ditto the M5. More mature than a 3-Series, but not as serious as a 7er. Most enthusiasts concede that the 525i is lacking for power, while 540i provides more than is necessary. The 530i isn't a fast car, but it's not a slow car either. It's sufficient. Speaking of which, housed under that flat hood is the M54B30 six cylinder, or simply as the good 'ol M54 within enthusiast circles. M54 denotes the family of engines that this motor belongs to, while B30 indicates the displacement. The M54B30 is a three liter six cylinder, while an M54B25 would be a two and a half liter, an M54B22 a two point two liter, etc. As is a BMW trademark, all six cylinders are arranged in one line, and the engine itself sits longitudinally in its bay. In B30 guise, this motor can be trusted to produce around 228 horsepower and 221 ft-lbs of torque.
If you've managed to find a needle in a haystack, then your M54B30 sends its power to the rear wheels (no all-wheel drive model was offered) via a five-speed manual gearbox. However, the majority of 530is call the shots through a five-speed shiftable automatic, known as the ZF 5HP19. It would appear that the engine and transmission in the 530i are on good terms with one-another. The engine is just as willing to be revved out as it is to quietly move about in the lower RPMs. Any decision made by your right foot is guaranteed to produce a response; this was a car made before the age of fuel-consciousness. The car will do its best to keep the engine in the background under low-stress situations, but is eager to kick down a gear or two, should you suddenly want to move faster. Never will you be left feeling flat-footed.
Contrary to popular opinion amongst enthusiasts of a certain niche of vehicle, accelerating isn't the only thing that matters. Once you realize this, you'll find that the 530i stops on a dime. The brakes allow you to stop quickly and smoothly every time. Notably absent is that annoying tugging force that is experienced when bringing a larger car to a stop. Unless you mash the pedal to the carpet, the skin clinging to your face will stay there. After slowing down or coming to a stop, it may just be time to change directions. The 530i is pretty good at this. That rack & pinion steering allows you to choose a precise path through a corner, and the suspension and tires do an admirable job of ensuring that you stick to that path, with minimal body-roll at most. Keep in mind that this particular 530i was not optioned with the sport package, but it does quite well for what's considered a more luxury-biased Bimmer.
Luxury-bias is what this specific 530i's option package pertains to: the premium package. The premium package includes such niceties as leather upholstery and vavona high-gloss wood. I have no idea what the latter means. Also included are rain-sensing wipers, an auto-dimming rear view mirror and an on-board computer. Noticeably absent from this 530i's repertoire is a navigation system, not that I miss it. The E39 features a functional but attractive interior. Almost everything is logically placed, with the obvious exception being the cup holders. Although they may appear harmless in their placement, actually utilizing them obscures the climate controls. Not only that, but the cup holders themselves are rather small and tend to break easily. All controls are simple to use, and are arranged in a fashion that makes them simple to use via feel. Especially easy to use are the controls that lie on the steering wheel. The stereo is excellent for a stock vehicle. All interior surfaces feel of high quality. The leather is smooth without being slippery, and the wood trim looks and feels high-quality. The E39's cabin is a nice compromise between its analog predecessors and iDrive-laden successors. There are no touch screens to be found here, but it certainly doesn't feel old school. Any tech-centric luxury to be found is kept to a satisfying minimum.
There's a reason so many BMW enthusiasts preach about the E39: it's well-rounded. If there's one weakness, it's that little crap likes to break from time to time. These old Bimmers can be reliable, but they require that you stay on top of things, which doesn't necessarily equate to peace of mind in my opinion. You're always thinking of what may need to be replaced soon, or why the engine light came back on. This is the clear advantage that this car's Japanese competitors possess. With a Lexus, you're pretty much good to go for hundreds of thousands of miles. They don't really break. You don't have to wonder if it'll start in the morning. To me, that's luxury. Peace of mind is luxury. That said, I'm willing to keep track of little things and keep maintenance logs and do some research, because this car is worth it. The looks are timeless, and the interior is functional. Just driving the car normally is rewarding; the steering, brakes and throttle are all precise, and every input you make is met with a perceptible effect. There's not enough amenities to overwhelm you, but it's far from spartan. The ride is comfortable, but not to the detriment of handling. The seats are comfortable, but are firm enough to keep you feeling alert. The E39 530i is an excellent car, and I hope to keep mine for a long time.
- 15,460
- Orange County, NY
- GTP_GT916
- Nii916
- 2,260
- N. Jessamine, KY
- JMoney-689
- Woodside689
1991 Mercury Capri Convertable
Engine: 1.6L I4
Drivetrain: FF
Transmission: 5-Speed Manual
Horsepower: 102
Top Speed: Not much
0-60: roughly 14 seconds?
Value: Around $4,500
I love how this car feels in every way. The handling feels lightweight and nimble, and shifting into the next gear gives you a wonderful sensation as the car resumes accelerating.
More power would be nice (as offered in the Turbo trim), but I would think a larger engine would weight the car down and ruin it's handling. It's also somewhat difficult to launch from a standstill, as the car wants to stall often. The rear seats are a joke, as any drive taller than 5'6 will leave zero inches of legroom for the rear seat passenger. There is also a rattle in the gear shifter at more than 40 mph.
The fact that it's a red convertible that isn't a Miata or an S2000 makes it both unique and cool. It actually turns more heads than my dad's other car, a black Porsche 911. A perfect car for summer.
Engine: 1.6L I4
Drivetrain: FF
Transmission: 5-Speed Manual
Horsepower: 102
Top Speed: Not much
0-60: roughly 14 seconds?
Value: Around $4,500
I love how this car feels in every way. The handling feels lightweight and nimble, and shifting into the next gear gives you a wonderful sensation as the car resumes accelerating.
More power would be nice (as offered in the Turbo trim), but I would think a larger engine would weight the car down and ruin it's handling. It's also somewhat difficult to launch from a standstill, as the car wants to stall often. The rear seats are a joke, as any drive taller than 5'6 will leave zero inches of legroom for the rear seat passenger. There is also a rattle in the gear shifter at more than 40 mph.
The fact that it's a red convertible that isn't a Miata or an S2000 makes it both unique and cool. It actually turns more heads than my dad's other car, a black Porsche 911. A perfect car for summer.
- 1,591
- Under the Hood
1999 Pontiac Trans Am WS6
Engine: 5.7L (346ci) V8 (LS1)
Transmission: 6 spd Manual (T56)
Weight: 3450 lbs
0-60: 4.9 seconds
Top Speed: 162 mph electronically limited
MPG: 17-29
HP/TQ: 320/350
MSRP (inflation adjusted): $45,548
Current Value: $4,000 for a WS6, $10,000 for a WS6 you're not embarrassed to be seen in
Rating (CarGurus): 4.7/5
Born in 1998, the 4th and last generation of the F-Body was the fastest, and many argue, the best looking of the Firebirds. Up 15hp from the previous LT1, GM's all new aluminum LS1 engine rewrote the books on V8 smallblock pushrod design. Since then the LSX platform has been one of the most popular choice for motor swaps due to their low weight, high durability and nearly limitless potential.
Driving Impressions:
When you get in the the car the first thing you will notice is the utterly massive doors. Over 4 feet long, you will need the radius of a small moon to open them up without hitting anything. After that you will notice just how low you are in the car. I'm over 6' and I can barely see past your hood. Once you adjust your seat accordingly you are ready to start off. Turn the key and you hear the Corvette motor growl to life. Put your seatbelt on (you'll need it), turn off TCS and you're ready to have some fun. As soon as you turn on the road you realize just how much torque your right foot has at it's disposal. No matter what gear, no matter what RPM, touch the throttle and you are kicked in the back of your head. This can become very addicting. Once you show it some corners it's more of the same. Steering is tight for a car fitted with rudimentary truck shocks and a solid rear axle. This is primarily due to the 55/45 weight distribution. With the engine push back over the front wheels, this car doesn't understeer as much as you would think, and if it does step on the loud pedal to kick the tail out. All this fun get multiplied by 2 when the T-Tops are off
Day-to-day ownership:
I have purchased this car nearly a year ago and have put 5,000 well enjoyed miles on her. All she needed was gas, oil and a new PS pump hose. Gas mileage isn't brilliant, but bearable. I average 17 city/26 highway. Ride? I'll say it straight out, the ride is terrible. 15 year old truck shocks coupled with rudimentary suspension design goes for a ride that leaves a lot to be desired. An upside is that the aftermarket selection is massive. You could build this car from the ground up using just aftermarket parts. Suspension, engine blocks, axles, seats even styled header knobs are available. Many of the Trans Am's problems like it's cheap interior, rough ride, useless headlights, primitive stereo and ancient shifter can be fixed by upgrading them with higher quality aftermarket replacements. It is also surprisingly practical. Unlike many Coupe's, you can actually use the rear seats and due to the massive wheelbase, trunk space is also immense.
Summary:
As long as you know this car isn't trying to pretend it's as comfortable as a Bentley or as frugal as a Prius, this car will put a smile on nearly anyone's face. Harsh ride and interior is made out of cheap Chinese plastic but I believe Pontiac has captured the true essence of a drivers car; a car loud, powerful, sharp, and easily modifiable to suite individual tastes. All for a price cheaper than a Ford Fiesta.
Engine: 5.7L (346ci) V8 (LS1)
Transmission: 6 spd Manual (T56)
Weight: 3450 lbs
0-60: 4.9 seconds
Top Speed: 162 mph electronically limited
MPG: 17-29
HP/TQ: 320/350
MSRP (inflation adjusted): $45,548
Current Value: $4,000 for a WS6, $10,000 for a WS6 you're not embarrassed to be seen in
Rating (CarGurus): 4.7/5
Born in 1998, the 4th and last generation of the F-Body was the fastest, and many argue, the best looking of the Firebirds. Up 15hp from the previous LT1, GM's all new aluminum LS1 engine rewrote the books on V8 smallblock pushrod design. Since then the LSX platform has been one of the most popular choice for motor swaps due to their low weight, high durability and nearly limitless potential.
Driving Impressions:
When you get in the the car the first thing you will notice is the utterly massive doors. Over 4 feet long, you will need the radius of a small moon to open them up without hitting anything. After that you will notice just how low you are in the car. I'm over 6' and I can barely see past your hood. Once you adjust your seat accordingly you are ready to start off. Turn the key and you hear the Corvette motor growl to life. Put your seatbelt on (you'll need it), turn off TCS and you're ready to have some fun. As soon as you turn on the road you realize just how much torque your right foot has at it's disposal. No matter what gear, no matter what RPM, touch the throttle and you are kicked in the back of your head. This can become very addicting. Once you show it some corners it's more of the same. Steering is tight for a car fitted with rudimentary truck shocks and a solid rear axle. This is primarily due to the 55/45 weight distribution. With the engine push back over the front wheels, this car doesn't understeer as much as you would think, and if it does step on the loud pedal to kick the tail out. All this fun get multiplied by 2 when the T-Tops are off
Day-to-day ownership:
I have purchased this car nearly a year ago and have put 5,000 well enjoyed miles on her. All she needed was gas, oil and a new PS pump hose. Gas mileage isn't brilliant, but bearable. I average 17 city/26 highway. Ride? I'll say it straight out, the ride is terrible. 15 year old truck shocks coupled with rudimentary suspension design goes for a ride that leaves a lot to be desired. An upside is that the aftermarket selection is massive. You could build this car from the ground up using just aftermarket parts. Suspension, engine blocks, axles, seats even styled header knobs are available. Many of the Trans Am's problems like it's cheap interior, rough ride, useless headlights, primitive stereo and ancient shifter can be fixed by upgrading them with higher quality aftermarket replacements. It is also surprisingly practical. Unlike many Coupe's, you can actually use the rear seats and due to the massive wheelbase, trunk space is also immense.
Summary:
As long as you know this car isn't trying to pretend it's as comfortable as a Bentley or as frugal as a Prius, this car will put a smile on nearly anyone's face. Harsh ride and interior is made out of cheap Chinese plastic but I believe Pontiac has captured the true essence of a drivers car; a car loud, powerful, sharp, and easily modifiable to suite individual tastes. All for a price cheaper than a Ford Fiesta.
Joel
Premium
- 8,141
- Halifax, NS
- Noob616
2003 Toyota Corolla CE
Engine: 1.8L I4, 130hp/125 lb-ft
Transmission: 4 speed auto
Weight: 2490lbs (curb weight)
0-60: 8.5-11 seconds (it's a crap shoot based on how the transmission feels)
Top speed: lol
MPG: 33-38
MSRP (inflation adjusted): ~$18,500, probably above $20k with A/C.
Current value: $4,000-5,000
Rating (CarGurus): 4.1/5
It's a car. My parents bought it new in late 2002 if I recall correctly. It's pushing 170,000km in that time, 20k of which I'm responsible for. It's been incredibly reliable as these things tend to be, the only thing that has had trouble outside of regular maintenance are the manual roll up windows, they don't really stay rolled up all the way which can be annoying on the highway if the passenger window falls down half a cm and you're driving alone. I guess that tells you what you need to know about this car, literally nothing of consequence has broken and when I complain about the car's condition I'm complaining about the passenger side window. You pretty much just take this car for granted because it's so problem free mechanically.
It isn't particularly powerful but it's fairly light and you will never be "needing" more power. It rides well, handles OK, the fit and finish of the interior is excellent, and for a small car the interior and trunk are of a good size and accommodate 4 average sized adults. As far as day to day practicality this car is about as good as it gets in its segment. Only real quality of life issue with it is the lack of cruise control and wind noise at highway speeds, but I guess that's more just me being spoiled by driving newer cars. Fuel economy is excellent, most of my driving is done at 80-100km/h on country roads with the windows down, and I can push 40MPG if I'm careful.
My biggest gripe with the car is the transmission, this automatic is why there are so many people who hate them. It's a 4 speed which means it's a 3 speed with a highway gear and it's frustrating. It's programmed in a way to drive smoothly, which means pulling away from a stop light is effortless, but when you put your foot down to pass someone on the highway it gets confused and sometimes will just try to pull at 3k instead of dropping into the powerband which means acceleration is just a theoretical concept. The other issue with the transmission is that since there is only 1 highway gear it isn't able to work very well at certain speeds. In 4th gear at 80-100km/h you move along smoothly and sip fuel, but when you move up to 120km/h which is the average highway speed in Ontario you end up around 3k and burn fuel too much. It means you're basically forced to stay at 110km/h or throw money out the window which is annoying when everyone around you is doing 120.
All things considered it's an excellent car and I'd recommend one to anyone. It's been very dependable and driven daily for almost 12 with no major problems. As I said, only qualms are the transmission and fuel economy above 110 km/h, for the vast majority of daily driving this car is pretty much perfect. It's not remotely exciting but I didn't have to pay for it so I can't complain.
Engine: 1.8L I4, 130hp/125 lb-ft
Transmission: 4 speed auto
Weight: 2490lbs (curb weight)
0-60: 8.5-11 seconds (it's a crap shoot based on how the transmission feels)
Top speed: lol
MPG: 33-38
MSRP (inflation adjusted): ~$18,500, probably above $20k with A/C.
Current value: $4,000-5,000
Rating (CarGurus): 4.1/5
It's a car. My parents bought it new in late 2002 if I recall correctly. It's pushing 170,000km in that time, 20k of which I'm responsible for. It's been incredibly reliable as these things tend to be, the only thing that has had trouble outside of regular maintenance are the manual roll up windows, they don't really stay rolled up all the way which can be annoying on the highway if the passenger window falls down half a cm and you're driving alone. I guess that tells you what you need to know about this car, literally nothing of consequence has broken and when I complain about the car's condition I'm complaining about the passenger side window. You pretty much just take this car for granted because it's so problem free mechanically.
It isn't particularly powerful but it's fairly light and you will never be "needing" more power. It rides well, handles OK, the fit and finish of the interior is excellent, and for a small car the interior and trunk are of a good size and accommodate 4 average sized adults. As far as day to day practicality this car is about as good as it gets in its segment. Only real quality of life issue with it is the lack of cruise control and wind noise at highway speeds, but I guess that's more just me being spoiled by driving newer cars. Fuel economy is excellent, most of my driving is done at 80-100km/h on country roads with the windows down, and I can push 40MPG if I'm careful.
My biggest gripe with the car is the transmission, this automatic is why there are so many people who hate them. It's a 4 speed which means it's a 3 speed with a highway gear and it's frustrating. It's programmed in a way to drive smoothly, which means pulling away from a stop light is effortless, but when you put your foot down to pass someone on the highway it gets confused and sometimes will just try to pull at 3k instead of dropping into the powerband which means acceleration is just a theoretical concept. The other issue with the transmission is that since there is only 1 highway gear it isn't able to work very well at certain speeds. In 4th gear at 80-100km/h you move along smoothly and sip fuel, but when you move up to 120km/h which is the average highway speed in Ontario you end up around 3k and burn fuel too much. It means you're basically forced to stay at 110km/h or throw money out the window which is annoying when everyone around you is doing 120.
All things considered it's an excellent car and I'd recommend one to anyone. It's been very dependable and driven daily for almost 12 with no major problems. As I said, only qualms are the transmission and fuel economy above 110 km/h, for the vast majority of daily driving this car is pretty much perfect. It's not remotely exciting but I didn't have to pay for it so I can't complain.
- 3,694
- South Australia
2013 Toyota 86 (GT) / Scion FRS
Engine: 2L 4 Cylinder Boxer
Transmission: 6 Speed Manual
Weight: 1257kg
0-60: 7.7*
Top speed: 145 MPH
BHP: 200
MPG: 40
MSRP (inflation adjusted): $25,255
Current Value: $20,750 (7k km)
Rating (CarGurus): 4/5
There's not much I can say that you haven't read in every smile filled review ever done on the BreezeFreeze. So I'm just going to put down some specific, personal things I've noticed in the last three months of ownership.
Interior
-The back seats are a hat rack, but fold completely flat leaving a space big enough for an average sized person to sleep in. The back seats are fitted with baby seat attaching points and In an emergency can hold 2 short human beings. Watching someone struggle out of the back seat is always entertaining.
-It's stereo is simple to use and bluetooth is easily set up. The sound quality from the speakers is good enough to crank some classic rock music right up.
- The speedo reads to 260 KP/H which can make telling if you're doing 105 or 110 difficult. The gauges have brightness adjustment which tones down every light on the dash except the high beam indicator light. Believe me when I say that blue light can seem very bright when you're driving down a dark, deserted highway.
Mechanical
- It feels a lot quicker than what it actually is and makes a great noise. The gearbox makes heel-toe down shifting a very fun experience.
- It's pretty efficient. My average fuel consumption over 7000ks has been 33.4MPG, and I drive like a spanner pretty often. I've seen the instant read out on some highway driving hover around 45MPG.
- Road noise from the Prius tyres is audible. It's not loud enough however to affect conversation
- There are a few small rattles and squeaks starting to appear but i'm hoping the dealer can sort then out. Other than that, build quality is holding up well.
To live with
- It isn't the most beautiful car on the road but It gets way more looks and comments than I thought it would. Even some car people have no idea what it is and everybody is surprised when I tell them it costed me less than a new Commodore or Falcon. They tend to ask if it's fast to which the answer of "not really... But it's fun" gets a lot of raised eyebrows.
- Exiting the car is something many of my passengers have had trouble doing. Compared to the average car it's a long way down and there's no handle to assist the less agile in getting out.
- It's a lot more comfortable on rough roads than I thought it would be. Obviously it's no Cadillac but it's not a major problem.
- The grill on the fenders is unapologetically fake and half the front grill goes no where. It is a little bit unfortunate that there was no way they could make style go with substance but it's no big deal.
- Most people I see driving them are around middle aged, which is reflected in the fact that the more expensive GTS model out sells the GT in Australia 2-1.
- Being a young man, insurance costs a lot. But thanks to being new, having 4 seats and not featuring a turbo it's a lot cheaper to cover than a similarly valued 90's sports car. And I mean a lot.
- Subaru logos and stamps are everywhere under the bonnet. Toyota could have covered them up with stickers but choose not to, I think that was a somewhat respectful move toward their project partner.
Overall
It's everything I hoped it would be and more. Comfortable, fun, fast (enough), fuel efficient and pretty practical for a sports car. It isn't perfect but I'd definitely recommend anyone in the sports car market take the 86/BRZ/FRS for a test drive. I'm sorry that I didn't do a full review but I figured with all the professional ones about, this rundown would be a bit more useful
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- 3,202
- Murcie LP710
2000 Subaru Impreza WRX Club Spec Evo 4 "SIC EM"
Engine: 2.0L turbocharged and intercooled horizontally-opposed four (EJ205, Mitsubishi TD04L turbocharger)
Gearbox: 5-speed manual transmission (Subaru 5MT)
Weight: Approximately 1290kg with mods, 1270kg stock (2844/2800lb)
0-62mph in tested 6.0secs with a soft launch
Top speed: Approx. 242km/h (150mph)
Fuel Consumption: 12L/100km on urban cycle (19.6mpg) and 7.5L/100km extra urban (31mpg)
Outputs: 206kW/276hp, 400Nm/295lb-ft with mods, 160kW/224hp, 290Nm/213lb-ft stock
RRP: AU$39,990, +AU$2270 for Club Spec Evo 4 Package
Current Value: AU$9,000-13,000
Purchase Price: AU$13,200 (2012)
Rating (CarGurus): 4.8/5 (based on all 2000 Impreza models, as of course there's no WRX)
The Back Story
The original GC8 Impreza WRX and STi brought Subaru into the world of quirky but practical performance. Based upon a modestly-selling standard Impreza, slugged with a turbocharger and Subaru's Symmetrical All-Wheel-Drive, the at-first slow-selling WRX quickly gained a cult following and colourful history for its affordable and efficient performance.
Nipping at the heels of the original Liberty RS turbo that had shone the light on the benefits of a relatively lightweight turbocharged all-wheel-drive vehicle, the WRX was introduced to the Australian market in 1994, at the base price of $39,990 which it has kept even with inflation until the new 2014 model (which amazingly has dropped a grand off its list price despite being an all-new vehicle with even more tech and features).
At first it was a slow seller, being a rather niche performance vehicle that at the time consumers found somewhat expensive but it quickly garnered positive reviews from journalists and quickly cemented its status as a cult classic. It caused the performance arms from Holden and Ford Australia to lift their game, but even in the late-90s they couldn't match the value-for-money deal that was the WRX.
The MY99 and MY00 WRXs saw sales skyrocket and Subaru even saw a light advertising war from Porsche as the German marque even considered the WRX as a threat to the standard 911.
It wasn't all rosy for the Pleiades make though. As a testament to how easy they were to steal the WRX quickly gained a bad rep for a spate of ram-raid robberies with Rexys as the getaway vehicles. In light of the fact that the Ford and Holden V8 pursuit vehicles couldn't keep up the Police decided "if you can't beat 'em, join 'em." Because of this debacle insurance companies rocketed up the premiums or even wouldn't insure them at all.
In spite of this the Rex has been a considerable success, not only for being in the right place at the right time, but also because until about the mid-Noughties, it had very little competition in its price bracket.
Fast-Forward
Today, the GC8 WRXs are at a bit of a value slump but many are pitching for unmolested examples to fetch a pretty penny soon.
Myself, I bought this MY00 WRX Club Spec Evo 4 for $13,200 back in 2012. I have now owned it for the past 1.5 years and have left it mostly untouched. I didn't think I'd warm over to a WRX so much because I had preferred Subaru's larger turbocharged Libertys, that was until I laid eyes on it and drove it.
A Classic Stance
There's plenty of debate as to which WRX was the best looking, however there are many who love the low-slung stance of the GC8 compared to its more mature contemporaries.
The 1999 model introduced the final facelift of the GC8 WRX with front bumper restyling, new lights and grille, and a taller rear spoiler adopted from the Version IV STi.
The Club Spec Evo 4 package, made for 2000 models, was the first of the Club Spec line to go a little crazy externally, introducing the striking and polarising Cashmere Yellow paintwork set on MY99 black 5-spoke alloys. 300 were made overall, 250 being sedans and 50 hatchbacks.
With the big fat spoiler, aggressive front bumper treatment and hood scoop, in my opinion the 99/00 WRX is the best looking as it's the one that looks like it means the most business.
Love at First Rev
The ever-venerable EJ205 horizontally-opposed "Boxer" four had been a part of the WRX since its inception in 1993 and was used all the way to the MY06 update when they went to the larger EJ255. Equipped with a small but willing Mitsubishi TD04L turbocharger, with a top-mount intercooler, this baby is all about a potent mid-range.
Being a small-capacity four-cylinder you don't really get much of anything until you hit about 3000rpm on a stock motor, then you hear the turbo start to spool and boom, you're off like a flash. Maximum boost is about 12psi in the mid-range, with it tapering off at the top end.
The stock tune for the EJ205 is a rather mild one, which is why the most popular modification is an aftermarket ECU or an ECUTek tune on the stock ECU. Mine has the latter. Combined with a turbo-back exhaust system the outputs are similar to that of a Version VI STi, the difference being that there's considerably less turbo lag thanks to the smaller turbo. The turbo begins spooling at about 2200rpm, before pushing 15psi at 3500rpm and tapering off to 11psi at the top end.
Most of the character from the engine though comes from its H4 layout combined with unequal-length headers to give that signature offbeat Subaru rumble. Indeed there's very few other places you will hear such a noise. It hunts for the 7000rpm with gusto, however it's at its happiest at peak boost at about 4000-4500rpm, where any gear will get a significant surge of torque and that nice "push-you-in-your-seat" feeling.
The 5-speed manual transmission, I find, is only as slick as the driver's changes. It doesn't like to be rushed; slamming home the gears will only upset it and shorten its life. Indeed it doesn't like to be launched either - getting the quickest 0-100 time out of it is a case of a lot of clutch slip because as any WRX driver will tell you "clutches are cheaper than gearboxes."
While the shift quality was improved considerably in later GD models and at its best in the GE, in the GC8 it's a bit hit-and-miss. SIC EM has a short shifter kit installed and it has improved the shift quality a fair way, along with the shifts being far more direct.
What's it Like on the Inside?
The interior. Probably one of my only gripes, here in 2014 anyway, is the way this looks and feels inside. There's no soft touch plastics, a few of the trim pieces rattle and squeak, and it's just an expanse of dark colours. There's also not much sound deadening. While for some (like myself, admittedly) this means that it's more of an opportunity to hear the Boxer burble, over time and distance the tyre and wind noise does get grating.
There are a few saving graces, namely the MOMO leather-wrapped steering wheel which is a decent thing to look at and a lovely thing to hold. Also the gauges, which are a part of the Club Spec Evo 4 package and are white-faced items from the Ver.VI STi. The seats look rather crap but they do have some decent bolstering for my size.
The stereo is almost hilariously bad and was one of the first things I got rid of. The stock unit is essentially a 4-speaker stereo (+ 2 tweeters, also part of the CSE4 package) with a Clarion CD player, which was an option for the normal WRX.
My revamped sound system consists of Rockford Fosgate splits all round (6" up front, 6.5" up back), a new Sony Xplod head unit with iPod connectivity, DVD playback and Parrot Bluetooth, among other things of course, and an Alpine 12" subwoofer with enclosure in the boot.
Armed with some decent amplification the sound system is excellent quality, and the subwoofer provides powerful and well-controlled bass. The Bluetooth system works very well, with handsfree options available as well and the microphone is clear with no distortion.
As for space, the WRX is based on a compact vehicle so you would expect it to be cosy but it's actually quite decent. The boot's nice and large and although legroom is somewhat lacking in the rear row with the front seats in my position, it will accommodate 4 adults without too many complaints.
But the handling! Tell us about the handling!
As said before, the WRX was a double whammy with the Liberty RS as to the benefits of a lightweight AWD performance vehicle.
Because it is AWD though it's incredibly difficult to get the back end to step out unless you're behaving like an absolute animal. The limits of grip are incredibly high and when you do reach them it will progress into manageable understeer.
The WRX is at it's best in a semi-technical environment, where you can use the all-paw grip to slingshot you out of corners and rip along to the next corner as quickly as possible. It's a very potent point-to-point vehicle which is why they tend to be used heavily in hill climbs in this locale.
The steering is communicative but overall a bit too assisted and feels light. Ride quality is a bit choppy and there is some body roll but it is well controlled.
I am unsure on what the stock tyres were when the WRX was brought here however this example, when I bought it, had Toyo TEO Plus touring tyres on it. While grip in the wet was commendable they accentuated the natural understeer of the WRX a bit too much for my liking. The standard 2000 WRX came with 6-spoke 16x7" alloy wheels while the Club Spec Evo 4 package added 1999-model 5-spoke 16" alloy wheels, painted black to offset the CSE4's striking Cashmere Yellow paint. Stock tyres were 205/50/R16 in size.
My most recent modification to this particular example was the new wheels. Going from the 16" wheels to 18" was a bit of a risk in terms of the exterior looks but I'm particularly happy with the resulting Enkei GTC01 aluminium racing wheels. 18x8" and now with 225-section tyres all round this has added some weight but due to the wheels' construction it is minimal. More importantly, the tyres are now Bridgestone Potenza Adrenalin RE002s, 225/40/R18, and they made a significant difference to the feel of the car, along with significantly increasing the grip limits. Wet or dry the RE002s are certainly worth the extra coin.
The brakes were upgraded in '99 to 4-piston fixed front calipers over sliding two-piston fronts along with larger diameter discs, and the rear brake discs were ventilated instead of solid. Stopping power is strong, though the pedal feel is a little spongy and has a little too much travel for my liking.
So, the verdict...
Well, in my opinion the WRX is well deserved of its cult status. It is not without its flaws but as a bang for buck performance car goes it is a Very Good Thing™, and it is very much an all-purpose weapon with practicality, character and even a little infamy.
Engine: 2.0L turbocharged and intercooled horizontally-opposed four (EJ205, Mitsubishi TD04L turbocharger)
Gearbox: 5-speed manual transmission (Subaru 5MT)
Weight: Approximately 1290kg with mods, 1270kg stock (2844/2800lb)
0-62mph in tested 6.0secs with a soft launch
Top speed: Approx. 242km/h (150mph)
Fuel Consumption: 12L/100km on urban cycle (19.6mpg) and 7.5L/100km extra urban (31mpg)
Outputs: 206kW/276hp, 400Nm/295lb-ft with mods, 160kW/224hp, 290Nm/213lb-ft stock
RRP: AU$39,990, +AU$2270 for Club Spec Evo 4 Package
Current Value: AU$9,000-13,000
Purchase Price: AU$13,200 (2012)
Rating (CarGurus): 4.8/5 (based on all 2000 Impreza models, as of course there's no WRX)
The Back Story
The original GC8 Impreza WRX and STi brought Subaru into the world of quirky but practical performance. Based upon a modestly-selling standard Impreza, slugged with a turbocharger and Subaru's Symmetrical All-Wheel-Drive, the at-first slow-selling WRX quickly gained a cult following and colourful history for its affordable and efficient performance.
Nipping at the heels of the original Liberty RS turbo that had shone the light on the benefits of a relatively lightweight turbocharged all-wheel-drive vehicle, the WRX was introduced to the Australian market in 1994, at the base price of $39,990 which it has kept even with inflation until the new 2014 model (which amazingly has dropped a grand off its list price despite being an all-new vehicle with even more tech and features).
At first it was a slow seller, being a rather niche performance vehicle that at the time consumers found somewhat expensive but it quickly garnered positive reviews from journalists and quickly cemented its status as a cult classic. It caused the performance arms from Holden and Ford Australia to lift their game, but even in the late-90s they couldn't match the value-for-money deal that was the WRX.
The MY99 and MY00 WRXs saw sales skyrocket and Subaru even saw a light advertising war from Porsche as the German marque even considered the WRX as a threat to the standard 911.
It wasn't all rosy for the Pleiades make though. As a testament to how easy they were to steal the WRX quickly gained a bad rep for a spate of ram-raid robberies with Rexys as the getaway vehicles. In light of the fact that the Ford and Holden V8 pursuit vehicles couldn't keep up the Police decided "if you can't beat 'em, join 'em." Because of this debacle insurance companies rocketed up the premiums or even wouldn't insure them at all.
In spite of this the Rex has been a considerable success, not only for being in the right place at the right time, but also because until about the mid-Noughties, it had very little competition in its price bracket.
Fast-Forward
Today, the GC8 WRXs are at a bit of a value slump but many are pitching for unmolested examples to fetch a pretty penny soon.
Myself, I bought this MY00 WRX Club Spec Evo 4 for $13,200 back in 2012. I have now owned it for the past 1.5 years and have left it mostly untouched. I didn't think I'd warm over to a WRX so much because I had preferred Subaru's larger turbocharged Libertys, that was until I laid eyes on it and drove it.
A Classic Stance
There's plenty of debate as to which WRX was the best looking, however there are many who love the low-slung stance of the GC8 compared to its more mature contemporaries.
The 1999 model introduced the final facelift of the GC8 WRX with front bumper restyling, new lights and grille, and a taller rear spoiler adopted from the Version IV STi.
The Club Spec Evo 4 package, made for 2000 models, was the first of the Club Spec line to go a little crazy externally, introducing the striking and polarising Cashmere Yellow paintwork set on MY99 black 5-spoke alloys. 300 were made overall, 250 being sedans and 50 hatchbacks.
With the big fat spoiler, aggressive front bumper treatment and hood scoop, in my opinion the 99/00 WRX is the best looking as it's the one that looks like it means the most business.
Love at First Rev
The ever-venerable EJ205 horizontally-opposed "Boxer" four had been a part of the WRX since its inception in 1993 and was used all the way to the MY06 update when they went to the larger EJ255. Equipped with a small but willing Mitsubishi TD04L turbocharger, with a top-mount intercooler, this baby is all about a potent mid-range.
Being a small-capacity four-cylinder you don't really get much of anything until you hit about 3000rpm on a stock motor, then you hear the turbo start to spool and boom, you're off like a flash. Maximum boost is about 12psi in the mid-range, with it tapering off at the top end.
The stock tune for the EJ205 is a rather mild one, which is why the most popular modification is an aftermarket ECU or an ECUTek tune on the stock ECU. Mine has the latter. Combined with a turbo-back exhaust system the outputs are similar to that of a Version VI STi, the difference being that there's considerably less turbo lag thanks to the smaller turbo. The turbo begins spooling at about 2200rpm, before pushing 15psi at 3500rpm and tapering off to 11psi at the top end.
Most of the character from the engine though comes from its H4 layout combined with unequal-length headers to give that signature offbeat Subaru rumble. Indeed there's very few other places you will hear such a noise. It hunts for the 7000rpm with gusto, however it's at its happiest at peak boost at about 4000-4500rpm, where any gear will get a significant surge of torque and that nice "push-you-in-your-seat" feeling.
The 5-speed manual transmission, I find, is only as slick as the driver's changes. It doesn't like to be rushed; slamming home the gears will only upset it and shorten its life. Indeed it doesn't like to be launched either - getting the quickest 0-100 time out of it is a case of a lot of clutch slip because as any WRX driver will tell you "clutches are cheaper than gearboxes."
While the shift quality was improved considerably in later GD models and at its best in the GE, in the GC8 it's a bit hit-and-miss. SIC EM has a short shifter kit installed and it has improved the shift quality a fair way, along with the shifts being far more direct.
What's it Like on the Inside?
The interior. Probably one of my only gripes, here in 2014 anyway, is the way this looks and feels inside. There's no soft touch plastics, a few of the trim pieces rattle and squeak, and it's just an expanse of dark colours. There's also not much sound deadening. While for some (like myself, admittedly) this means that it's more of an opportunity to hear the Boxer burble, over time and distance the tyre and wind noise does get grating.
There are a few saving graces, namely the MOMO leather-wrapped steering wheel which is a decent thing to look at and a lovely thing to hold. Also the gauges, which are a part of the Club Spec Evo 4 package and are white-faced items from the Ver.VI STi. The seats look rather crap but they do have some decent bolstering for my size.
The stereo is almost hilariously bad and was one of the first things I got rid of. The stock unit is essentially a 4-speaker stereo (+ 2 tweeters, also part of the CSE4 package) with a Clarion CD player, which was an option for the normal WRX.
My revamped sound system consists of Rockford Fosgate splits all round (6" up front, 6.5" up back), a new Sony Xplod head unit with iPod connectivity, DVD playback and Parrot Bluetooth, among other things of course, and an Alpine 12" subwoofer with enclosure in the boot.
Armed with some decent amplification the sound system is excellent quality, and the subwoofer provides powerful and well-controlled bass. The Bluetooth system works very well, with handsfree options available as well and the microphone is clear with no distortion.
As for space, the WRX is based on a compact vehicle so you would expect it to be cosy but it's actually quite decent. The boot's nice and large and although legroom is somewhat lacking in the rear row with the front seats in my position, it will accommodate 4 adults without too many complaints.
But the handling! Tell us about the handling!
As said before, the WRX was a double whammy with the Liberty RS as to the benefits of a lightweight AWD performance vehicle.
Because it is AWD though it's incredibly difficult to get the back end to step out unless you're behaving like an absolute animal. The limits of grip are incredibly high and when you do reach them it will progress into manageable understeer.
The WRX is at it's best in a semi-technical environment, where you can use the all-paw grip to slingshot you out of corners and rip along to the next corner as quickly as possible. It's a very potent point-to-point vehicle which is why they tend to be used heavily in hill climbs in this locale.
The steering is communicative but overall a bit too assisted and feels light. Ride quality is a bit choppy and there is some body roll but it is well controlled.
I am unsure on what the stock tyres were when the WRX was brought here however this example, when I bought it, had Toyo TEO Plus touring tyres on it. While grip in the wet was commendable they accentuated the natural understeer of the WRX a bit too much for my liking. The standard 2000 WRX came with 6-spoke 16x7" alloy wheels while the Club Spec Evo 4 package added 1999-model 5-spoke 16" alloy wheels, painted black to offset the CSE4's striking Cashmere Yellow paint. Stock tyres were 205/50/R16 in size.
My most recent modification to this particular example was the new wheels. Going from the 16" wheels to 18" was a bit of a risk in terms of the exterior looks but I'm particularly happy with the resulting Enkei GTC01 aluminium racing wheels. 18x8" and now with 225-section tyres all round this has added some weight but due to the wheels' construction it is minimal. More importantly, the tyres are now Bridgestone Potenza Adrenalin RE002s, 225/40/R18, and they made a significant difference to the feel of the car, along with significantly increasing the grip limits. Wet or dry the RE002s are certainly worth the extra coin.
The brakes were upgraded in '99 to 4-piston fixed front calipers over sliding two-piston fronts along with larger diameter discs, and the rear brake discs were ventilated instead of solid. Stopping power is strong, though the pedal feel is a little spongy and has a little too much travel for my liking.
Well, in my opinion the WRX is well deserved of its cult status. It is not without its flaws but as a bang for buck performance car goes it is a Very Good Thing™, and it is very much an all-purpose weapon with practicality, character and even a little infamy.
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- 6,092
- Phoenix, AZ
2002 Lexus LS430
Engine: 4.3L V8 (3UZ-FE)
Transmission: 5-Speed Automatic (A650E)
Weight: 3955 lbs
0-60: 6.3 seconds
Top speed: 131 mph
MPG: 18/25 mpg
MSRP (inflation adjusted): $85,840
Current value: $7000-25,000, average ~$13,000
Rating (CarGurus): 5/5
Much like the cars themselves, the Lexus fan-base have always been quiet about the appreciation they have for their machines. You see owners of Benzes bragging about their tank-like build quality, drivers of BMWs participating in their respective car clubs, and Audi owners- well, Audi owners are a mixed bag. Lexus owners, bar those who actually think a '93 LS400 looks good when stripped of its ground clearance, are the closest you can get to regular people in the realm of luxury cars. Often times, the typical Lexus driver is an older, wealthier version of a Camry driver. They cannot tell you what's going on under the hood, what tires their car sits on, and certainly cannot recite performance specs. However, they can tell you that they've had the car for ten years, and during that tenure, their car has not wronged them. A great deal of German cars are leased for a short amount of time. Sure, people lease Lexii, but for a lot of people, these are long-term luxury cars. Cars for people who don't necessarily understand the dynamic advantages German cars offer. Cars for people who just want to be comfortable in something more presentable than a Buick. Cars for people who want peace of mind.
Car enthusiasts tend to show their blindness to what the car-buying public actually wants when faced with Toyotas. They will argue until they are blue in the face that you should totally get a manual (very important) GTI in brown rather than a beige Camry. Camrys are so boring, they argue. While Camrys may very well be boring, it's the way you look at that that reveals how well you can put yourself into the shoes of a non-enthusiast. If they disregard the Camry immediately for being boring and instead try to nudge you towards that sick yellow, manual Focus ST, then they lack that ability. If, however, they can recognize that while they would not choose a Camry, but they can see why someone else would be happy with it, then they're also the person who can see the appeal of a Lexus. Lexii routinely receive flack in enthusiast circles because they're 'vanilla', or 'beige', or they 'have no soul'. Any one of those could very well be true, but if you limit yourself to that label, you're not allowing yourself to see the point of a Lexus.
You buy a Lexus because you desire a car that keeps you comfortable and isolates you from the outside world. You want a car with some curb appeal, but it doesn't have to look too distinct. You like your gadgets, and you like it when they continue to work ten years after you bought the car. Above all, you want a car with these qualities, but for a more reasonable price. The price lures you in, and the worry-free ownership experience keeps you under the Lexus umbrella. Any new car can (and should) be reliable, and almost any new car can bring you past 200,000 miles. The difference is that Lexii did this without the major headaches that owners of Benzes and Bimmers could sometimes expect along the way. For the non-enthusiast who just wants a nice car, that's perfect.
The LS430 represents the third generation (UCF30) of the flagship LS sedan. Arguably the biggest redesign in the LS' brief history, the UCF30 shed the stately, boxy appearance that had gradually evolved over the previous decade, spanning two generations. The wheelbase was stretched a bit, and the car grew slightly taller. Length and width between the UCF20 (1995-2000) and UCF30 (2001-2006) are identical. The UCF30 also lost the 4.0L V8 (1UZ-FE) that debuted in the first LS400 in 1989, in favor of a new 4.3L V8, known as the 3UZ-FE. The 3UZ-FE produces 290 horsepower and 320 lb-ft of torque, and sends that muscle to the rear wheels via a five-speed automatic transmission.
The 3UZ does its best to make its presence felt only slightly, through a generous helping of plastics in the engine bay (lovingly known as the hood within a hood), as well as plenty of sound-deadening. Both of these contribute to one of the LS430's greatest strengths: it's so damn quiet. Turn off the air conditioning, heated/cooled seats, turn off the radio and roll up the windows. Drive around at speed and just listen. The LS430 is so quiet that if you were so inclined, you could carry out a conversation with your passenger without raising your voice beyond a whisper. Under normal acceleration, the engine rarely rises to more than a low hum in the background. That low hum quickly becomes a muscular thrum if you mash the throttle and let the transmission decide for a second. While it sounds nice in the cabin, it is ill-advised to attempt to replicate this by revving it up for your friends. The LS430's uber-restrictive exhausts neuter any perceptible V8 muscle in favor of an asthmatic wheeze. At least it sounds good from the driver's seat, right?
One other thing you can enjoy from the driver's seat is all the amenities offered within the cabin. Granted, this particular LS430 benefits from being optioned with the Custom Luxury package, which, for a hefty $6,895 adds an appropriately hefty amount of equipment. Inside the cabin, the front passengers now benefit from heated and cooled seats (though your buddies in the back have to make due with toasty bums), a navigation system, a Mark Levinson stereo (it's alright) and a power tilt/sliding moonroof (why is this not standard?). For quieter access, power door closers, though sometimes temperamental, will eliminate the necessity of slamming the door upon ingress and egress. To prevent you from mowing down disabled orphans as you back into your spot (or more importantly, scratching the paint!), parking sensors are added not-so-discreetly to the front and rear bumpers. Similarly, the radar-adaptive cruise control prevents you from mowing down bus-fulls of said disabled orphans out on the highway. You choose between three set distances, and the LS430 will coast, downshift, brake or accelerate on its own to maintain that distance. All you have to do is point the car in the desired direction.
The cabin itself is a very nice place to be. All interior plastics are of high quality, with a smooth texture. The dark gray wood is real and looks excellent. The color scheme is attractive, if you like beige. The seats are trimmed in a leather that is buttery smooth to the touch. Comfort abounds whether you choose to be seated in the front or the back, although the seats do nothing to hold you in. This lack of bolstering all around contributes to a rather un-luxurious feel during cornering. Of course, the softly-sprung suspension is also to blame. In corners, the LS430 does nothing to hide its heft and leans from side to side. Body roll is abundant, and that smooth leather starts to work against you, allowing you to slide about in the seat. Due to the absence of sufficient bolstering, you'll be looking for something to grab onto for safety. I'd normally say that what the LS430 needs is a stiffer suspension, but the cloud-like ride quality is one of the Lexus' biggest strengths, and that shouldn't be compromised.
Like the suspension's ability to keep the car planted, the brakes also feel inadequate. Under harsh braking, the nose dives comically towards the pavement, and you can feel all two tons still wanting to move forward. In normal conditions, a longer than average braking distance is required to come to a smooth stop. Of course, the average consumer doesn't care about handling prowess, or the ease of stopping smoothly, so maybe both of my complaints are invalid when it comes to what this car was designed for, but they are indeed faults.
Piloting the LS430 in a normal fashion is where the car shines the most, around town and especially on the highway. You're isolated from the world around you in serene comfort. The car glides across road surfaces and reduces most road imperfections to something that's heard more than it's felt. For the most part, the engine quietly stays out of the picture, and unless you push it, it feels as benign as the four cylinder sedans surrounding you on the road. The engine is torquey at low to mid RPMs, but the transmission shifts early under light throttle applications, somewhat cutting you out of the power band. The car likes to stay as close to 1,000 RPM as it can, but it's just above 2,000 where the power is felt. This early shifting doesn't necessarily evoke a feeling of sluggishness, but you'll be the slowest one to come up to speed after a red light. Luckily, the engine is happy to let you quietly surge past the pack if you step into the throttle a bit more, but the transmission really prefers it when you don't. Unfortunately, if you drive the way the transmission wants you to, you'll quickly get a Camry on your ass, every time.
That's the weirdest issue about the LS430, while not a fault of the car itself, it's how you get treated on the road. I was surprised when I got my BMW to find that people were actually nice to me. People let me in, motioned me on and didn't tailgate. In the Lexus, nobody really likes you. You get tailgated, honked at, cut off, the whole kapooyah. Nobody lets you in (though thankfully, applying a bit of the right pedal can correct that), and nobody really likes you in general. Maybe they assume that you're a rich asshole, despite the fact that you're driving a twelve year old barge at the bottom of its depreciation curve. Even weirder is that once you get out, everyone is suddenly coming to compliment your car. They'll tailgate you all the way there, but once you arrive, there's no shortage of nice things to say. People think this car's a lot newer than it is. They look at you in disbelief when you tell them that it's actually about the same age as a typical Call of Duty player, and that you can pick one up for less than their dreadful Versa. Normal people like the LS430. They find it to be comfortable, they like the gadgets, and they think it looks nice. If you want a car to impress others, apparently the LS430's the way to go.
The LS430 does a fine job of appealing to its target market, then. It's got curb appeal outside without being showy or gimmicky, and has aged very well since its introduction some thirteen years ago. That timelessness is an especially important quality, as LS owners tend to be long-term owners as well. Then again, most buyers of top of the line sedans tend to be long-term owners. The LS offers the same performance, comfort and amenities as its competitors, but the LS430's advantage is that those qualities aren't diminished as the car ages. Granted, it's not immune, but the frequency at which little crap breaks on an LS seems to be much less than its contemporaries. Lexus buyers are those who want the same experience of an S-Class, but without the headaches inherent to a turn of the century Merc several years down the road. The Lexus is also something you want to hold onto; after four years of walking past this one in the garage, I feel no urge to see it replaced. Hopefully it sticks around for many more years.
Engine: 4.3L V8 (3UZ-FE)
Transmission: 5-Speed Automatic (A650E)
Weight: 3955 lbs
0-60: 6.3 seconds
Top speed: 131 mph
MPG: 18/25 mpg
MSRP (inflation adjusted): $85,840
Current value: $7000-25,000, average ~$13,000
Rating (CarGurus): 5/5
Much like the cars themselves, the Lexus fan-base have always been quiet about the appreciation they have for their machines. You see owners of Benzes bragging about their tank-like build quality, drivers of BMWs participating in their respective car clubs, and Audi owners- well, Audi owners are a mixed bag. Lexus owners, bar those who actually think a '93 LS400 looks good when stripped of its ground clearance, are the closest you can get to regular people in the realm of luxury cars. Often times, the typical Lexus driver is an older, wealthier version of a Camry driver. They cannot tell you what's going on under the hood, what tires their car sits on, and certainly cannot recite performance specs. However, they can tell you that they've had the car for ten years, and during that tenure, their car has not wronged them. A great deal of German cars are leased for a short amount of time. Sure, people lease Lexii, but for a lot of people, these are long-term luxury cars. Cars for people who don't necessarily understand the dynamic advantages German cars offer. Cars for people who just want to be comfortable in something more presentable than a Buick. Cars for people who want peace of mind.
Car enthusiasts tend to show their blindness to what the car-buying public actually wants when faced with Toyotas. They will argue until they are blue in the face that you should totally get a manual (very important) GTI in brown rather than a beige Camry. Camrys are so boring, they argue. While Camrys may very well be boring, it's the way you look at that that reveals how well you can put yourself into the shoes of a non-enthusiast. If they disregard the Camry immediately for being boring and instead try to nudge you towards that sick yellow, manual Focus ST, then they lack that ability. If, however, they can recognize that while they would not choose a Camry, but they can see why someone else would be happy with it, then they're also the person who can see the appeal of a Lexus. Lexii routinely receive flack in enthusiast circles because they're 'vanilla', or 'beige', or they 'have no soul'. Any one of those could very well be true, but if you limit yourself to that label, you're not allowing yourself to see the point of a Lexus.
You buy a Lexus because you desire a car that keeps you comfortable and isolates you from the outside world. You want a car with some curb appeal, but it doesn't have to look too distinct. You like your gadgets, and you like it when they continue to work ten years after you bought the car. Above all, you want a car with these qualities, but for a more reasonable price. The price lures you in, and the worry-free ownership experience keeps you under the Lexus umbrella. Any new car can (and should) be reliable, and almost any new car can bring you past 200,000 miles. The difference is that Lexii did this without the major headaches that owners of Benzes and Bimmers could sometimes expect along the way. For the non-enthusiast who just wants a nice car, that's perfect.
The LS430 represents the third generation (UCF30) of the flagship LS sedan. Arguably the biggest redesign in the LS' brief history, the UCF30 shed the stately, boxy appearance that had gradually evolved over the previous decade, spanning two generations. The wheelbase was stretched a bit, and the car grew slightly taller. Length and width between the UCF20 (1995-2000) and UCF30 (2001-2006) are identical. The UCF30 also lost the 4.0L V8 (1UZ-FE) that debuted in the first LS400 in 1989, in favor of a new 4.3L V8, known as the 3UZ-FE. The 3UZ-FE produces 290 horsepower and 320 lb-ft of torque, and sends that muscle to the rear wheels via a five-speed automatic transmission.
The 3UZ does its best to make its presence felt only slightly, through a generous helping of plastics in the engine bay (lovingly known as the hood within a hood), as well as plenty of sound-deadening. Both of these contribute to one of the LS430's greatest strengths: it's so damn quiet. Turn off the air conditioning, heated/cooled seats, turn off the radio and roll up the windows. Drive around at speed and just listen. The LS430 is so quiet that if you were so inclined, you could carry out a conversation with your passenger without raising your voice beyond a whisper. Under normal acceleration, the engine rarely rises to more than a low hum in the background. That low hum quickly becomes a muscular thrum if you mash the throttle and let the transmission decide for a second. While it sounds nice in the cabin, it is ill-advised to attempt to replicate this by revving it up for your friends. The LS430's uber-restrictive exhausts neuter any perceptible V8 muscle in favor of an asthmatic wheeze. At least it sounds good from the driver's seat, right?
One other thing you can enjoy from the driver's seat is all the amenities offered within the cabin. Granted, this particular LS430 benefits from being optioned with the Custom Luxury package, which, for a hefty $6,895 adds an appropriately hefty amount of equipment. Inside the cabin, the front passengers now benefit from heated and cooled seats (though your buddies in the back have to make due with toasty bums), a navigation system, a Mark Levinson stereo (it's alright) and a power tilt/sliding moonroof (why is this not standard?). For quieter access, power door closers, though sometimes temperamental, will eliminate the necessity of slamming the door upon ingress and egress. To prevent you from mowing down disabled orphans as you back into your spot (or more importantly, scratching the paint!), parking sensors are added not-so-discreetly to the front and rear bumpers. Similarly, the radar-adaptive cruise control prevents you from mowing down bus-fulls of said disabled orphans out on the highway. You choose between three set distances, and the LS430 will coast, downshift, brake or accelerate on its own to maintain that distance. All you have to do is point the car in the desired direction.
The cabin itself is a very nice place to be. All interior plastics are of high quality, with a smooth texture. The dark gray wood is real and looks excellent. The color scheme is attractive, if you like beige. The seats are trimmed in a leather that is buttery smooth to the touch. Comfort abounds whether you choose to be seated in the front or the back, although the seats do nothing to hold you in. This lack of bolstering all around contributes to a rather un-luxurious feel during cornering. Of course, the softly-sprung suspension is also to blame. In corners, the LS430 does nothing to hide its heft and leans from side to side. Body roll is abundant, and that smooth leather starts to work against you, allowing you to slide about in the seat. Due to the absence of sufficient bolstering, you'll be looking for something to grab onto for safety. I'd normally say that what the LS430 needs is a stiffer suspension, but the cloud-like ride quality is one of the Lexus' biggest strengths, and that shouldn't be compromised.
Like the suspension's ability to keep the car planted, the brakes also feel inadequate. Under harsh braking, the nose dives comically towards the pavement, and you can feel all two tons still wanting to move forward. In normal conditions, a longer than average braking distance is required to come to a smooth stop. Of course, the average consumer doesn't care about handling prowess, or the ease of stopping smoothly, so maybe both of my complaints are invalid when it comes to what this car was designed for, but they are indeed faults.
Piloting the LS430 in a normal fashion is where the car shines the most, around town and especially on the highway. You're isolated from the world around you in serene comfort. The car glides across road surfaces and reduces most road imperfections to something that's heard more than it's felt. For the most part, the engine quietly stays out of the picture, and unless you push it, it feels as benign as the four cylinder sedans surrounding you on the road. The engine is torquey at low to mid RPMs, but the transmission shifts early under light throttle applications, somewhat cutting you out of the power band. The car likes to stay as close to 1,000 RPM as it can, but it's just above 2,000 where the power is felt. This early shifting doesn't necessarily evoke a feeling of sluggishness, but you'll be the slowest one to come up to speed after a red light. Luckily, the engine is happy to let you quietly surge past the pack if you step into the throttle a bit more, but the transmission really prefers it when you don't. Unfortunately, if you drive the way the transmission wants you to, you'll quickly get a Camry on your ass, every time.
That's the weirdest issue about the LS430, while not a fault of the car itself, it's how you get treated on the road. I was surprised when I got my BMW to find that people were actually nice to me. People let me in, motioned me on and didn't tailgate. In the Lexus, nobody really likes you. You get tailgated, honked at, cut off, the whole kapooyah. Nobody lets you in (though thankfully, applying a bit of the right pedal can correct that), and nobody really likes you in general. Maybe they assume that you're a rich asshole, despite the fact that you're driving a twelve year old barge at the bottom of its depreciation curve. Even weirder is that once you get out, everyone is suddenly coming to compliment your car. They'll tailgate you all the way there, but once you arrive, there's no shortage of nice things to say. People think this car's a lot newer than it is. They look at you in disbelief when you tell them that it's actually about the same age as a typical Call of Duty player, and that you can pick one up for less than their dreadful Versa. Normal people like the LS430. They find it to be comfortable, they like the gadgets, and they think it looks nice. If you want a car to impress others, apparently the LS430's the way to go.
The LS430 does a fine job of appealing to its target market, then. It's got curb appeal outside without being showy or gimmicky, and has aged very well since its introduction some thirteen years ago. That timelessness is an especially important quality, as LS owners tend to be long-term owners as well. Then again, most buyers of top of the line sedans tend to be long-term owners. The LS offers the same performance, comfort and amenities as its competitors, but the LS430's advantage is that those qualities aren't diminished as the car ages. Granted, it's not immune, but the frequency at which little crap breaks on an LS seems to be much less than its contemporaries. Lexus buyers are those who want the same experience of an S-Class, but without the headaches inherent to a turn of the century Merc several years down the road. The Lexus is also something you want to hold onto; after four years of walking past this one in the garage, I feel no urge to see it replaced. Hopefully it sticks around for many more years.
- 2,260
- N. Jessamine, KY
- JMoney-689
- Woodside689
2003 Ford F-150 JMSP (JMoney Sports Package)
Trim: XL, RWD, Regular Cab
Engine: Ford Essex 4.2L V6
Transmission: 4-Speed Manual (+Overdrive Gear)
Weight: roughly 4144 lbs
Horsepower: 210 or 225
Top Speed: 98 mph
Tires: Cooper Discoverer A/T3
Price, new: $18,900
Current Value: $5,000
Mileage: about 192,000
I've owned this truck for about a year and a half now, and have put 17,000 miles on it. In it's previous life, it was used as an escort truck for my grandfather's relocation service. Many of it's miles were gained on the interstate. Since the truck has been in my possession, it's appearance has been transformed. It once looked like this:
The first time I drove the truck was when I was learning to drive manuals. I didn't stall it- the clutch easily let out and got the truck moving much more gracefully than my dad's Mercury Capri. I drove it around my coldi-sac, then backed into the driveway again.
Over the next year I mowed my neighbors' yards to earn money, and bought the truck from my grandfather for $1000. He would have given it to me, as he no longer needed an escort vehicle, but he didn't have 3 other cars to give to his other grandsons. The first change I made was the removal of the orange roof lights, which has a huge impact on the truck's handling. Soon after, I bought new headlights and custom-built a bumper to sit in the brackets that a tow bar had once been in. The "Ford Racing" windshield sticker was added next.
Back in the summer my friend's dad, who had an '04 F-150 Heritage, told me has had bought a toolbox for his bed and couldn't use his bed cover anymore, if I wanted to take it. The cover, at that point, looked like a piece of ****. Most of the black paint had peeled off, and it was in several pieces. Over the next few days, my dad and I took it apart, repainted it, and reinstalled it in my bed. I paid $50 worth of spray paint to fix a bed cover worth hundreds that I got for free. Later I would add a fold-out tailgate ladder.
The interior is very roomy, but the feel of cheapness cannot be ignored. I say the seats are made of pleather; plastic leather, or a very low-qualify vinyl. The plastic dash is made of panels that don't fit together properly (a common problem for Ford). One thing you will immediately notice is the lack of an RPM gauge, despite having a manual transmission. I've considering putting one on the hood, like on a Pontiac GTO.
Generally, people like the truck- It's the biggest source of compliments I've ever had. The reaction to the windshield sticker is mixed, however. One time I had a guy in a flatbed truck at a light wanting to race after seeing the sticker. He was promptly dusted. In any case, the sticker makes it easier to see the truck in a crowded parking lot.
The truck has a distinct handling feel- the suspension is rock-hard, and ever bump in the road can be felt. That being said, there is little body roll when braking accelerating, or cornering. The brakes are very strong, probably the best brakes of any car I have driven. In short, driving it feels like a tank, but not a barge. The turning circle is very small thanks to the short wheelbase. The steering used to be very loose until I got the ball joints replaced.
A truck with this many miles in this good condition is rare, and I am proud to own one. The truck is my pride and joy. I know I will never be able to sell it (I wouldn't get much for it anyway). It's the perfect vehicle for a young driver in America.
Trim: XL, RWD, Regular Cab
Engine: Ford Essex 4.2L V6
Transmission: 4-Speed Manual (+Overdrive Gear)
Weight: roughly 4144 lbs
Horsepower: 210 or 225
Top Speed: 98 mph
Tires: Cooper Discoverer A/T3
Price, new: $18,900
Current Value: $5,000
Mileage: about 192,000
I've owned this truck for about a year and a half now, and have put 17,000 miles on it. In it's previous life, it was used as an escort truck for my grandfather's relocation service. Many of it's miles were gained on the interstate. Since the truck has been in my possession, it's appearance has been transformed. It once looked like this:
The first time I drove the truck was when I was learning to drive manuals. I didn't stall it- the clutch easily let out and got the truck moving much more gracefully than my dad's Mercury Capri. I drove it around my coldi-sac, then backed into the driveway again.
Over the next year I mowed my neighbors' yards to earn money, and bought the truck from my grandfather for $1000. He would have given it to me, as he no longer needed an escort vehicle, but he didn't have 3 other cars to give to his other grandsons. The first change I made was the removal of the orange roof lights, which has a huge impact on the truck's handling. Soon after, I bought new headlights and custom-built a bumper to sit in the brackets that a tow bar had once been in. The "Ford Racing" windshield sticker was added next.
Back in the summer my friend's dad, who had an '04 F-150 Heritage, told me has had bought a toolbox for his bed and couldn't use his bed cover anymore, if I wanted to take it. The cover, at that point, looked like a piece of ****. Most of the black paint had peeled off, and it was in several pieces. Over the next few days, my dad and I took it apart, repainted it, and reinstalled it in my bed. I paid $50 worth of spray paint to fix a bed cover worth hundreds that I got for free. Later I would add a fold-out tailgate ladder.
The interior is very roomy, but the feel of cheapness cannot be ignored. I say the seats are made of pleather; plastic leather, or a very low-qualify vinyl. The plastic dash is made of panels that don't fit together properly (a common problem for Ford). One thing you will immediately notice is the lack of an RPM gauge, despite having a manual transmission. I've considering putting one on the hood, like on a Pontiac GTO.
Generally, people like the truck- It's the biggest source of compliments I've ever had. The reaction to the windshield sticker is mixed, however. One time I had a guy in a flatbed truck at a light wanting to race after seeing the sticker. He was promptly dusted. In any case, the sticker makes it easier to see the truck in a crowded parking lot.
The truck has a distinct handling feel- the suspension is rock-hard, and ever bump in the road can be felt. That being said, there is little body roll when braking accelerating, or cornering. The brakes are very strong, probably the best brakes of any car I have driven. In short, driving it feels like a tank, but not a barge. The turning circle is very small thanks to the short wheelbase. The steering used to be very loose until I got the ball joints replaced.
A truck with this many miles in this good condition is rare, and I am proud to own one. The truck is my pride and joy. I know I will never be able to sell it (I wouldn't get much for it anyway). It's the perfect vehicle for a young driver in America.
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- 13,283
- GTPlanet
- Street-King-07
- Quattro Saltire
2011 Vauxhall Corsa ecoFLEX Limited Edition
Engine: 1.3l turbocharged inline-4 diesel
Transmission: 5-speed manual
Weight: roughly 2500lbs
Power: 75hp
Torque: 140ft lbs
0-60: roughly 15 seconds
Top Speed: 110mph
MPG: 67.3mpg claimed.
Price: ~£13,000
I've had this car for over 2 years now after I needed something more economical to drive and cheaper to road tax following the Astra I had before. It feels much more nippy around town thanks to the torquey little diesel and it's quite fleet when out on the open roads.
The main downside are it's a bit less practical than the Astra, with this being a 3-door, so sitting in the back would not be recommended for long journeys.
The inside definitely feels a step up from the Astra. The piano black trim feels quite nice to the touch and it feels much better equipped than what I had before. There's plenty of headroom inside thanks to the tall roofline and generally quite a bit of space up front.
The Limited Edition trim I chose came with sports paraphernalia including sports seats, sports suspension, sports pedals, red air vents, big 17" alloys on low profile tyres and colour contrasting roof and mirrors which are more visible on other colours than the black one I chose.
With the big wheels and the sports suspension, the ride is firm, but it isn't uncomfortable. Steering is nicely weighted and acceleration feels reasonably brisk around town. MPG-wise I'm currently averaging around 63mpg under normal driving conditions which is more than enough for me.
Overall, it's a satisfying little car that does it's job well for me, especially since I'm travelling back and forth from college for most of the week. It wasn't meant to be the fastest car in the world, or the most exciting to drive, but it didn't need to be. For me, it feels fast enough and with good fuel ecomony, that's all that matters.
Engine: 1.3l turbocharged inline-4 diesel
Transmission: 5-speed manual
Weight: roughly 2500lbs
Power: 75hp
Torque: 140ft lbs
0-60: roughly 15 seconds
Top Speed: 110mph
MPG: 67.3mpg claimed.
Price: ~£13,000
I've had this car for over 2 years now after I needed something more economical to drive and cheaper to road tax following the Astra I had before. It feels much more nippy around town thanks to the torquey little diesel and it's quite fleet when out on the open roads.
The main downside are it's a bit less practical than the Astra, with this being a 3-door, so sitting in the back would not be recommended for long journeys.
The inside definitely feels a step up from the Astra. The piano black trim feels quite nice to the touch and it feels much better equipped than what I had before. There's plenty of headroom inside thanks to the tall roofline and generally quite a bit of space up front.
The Limited Edition trim I chose came with sports paraphernalia including sports seats, sports suspension, sports pedals, red air vents, big 17" alloys on low profile tyres and colour contrasting roof and mirrors which are more visible on other colours than the black one I chose.
With the big wheels and the sports suspension, the ride is firm, but it isn't uncomfortable. Steering is nicely weighted and acceleration feels reasonably brisk around town. MPG-wise I'm currently averaging around 63mpg under normal driving conditions which is more than enough for me.
Overall, it's a satisfying little car that does it's job well for me, especially since I'm travelling back and forth from college for most of the week. It wasn't meant to be the fastest car in the world, or the most exciting to drive, but it didn't need to be. For me, it feels fast enough and with good fuel ecomony, that's all that matters.
- 3,202
- Murcie LP710
2014 Subaru WRX
Engine: 2.0L turbocharged and intercooled horizontally-opposed 4 (FA20DIT)
Gearbox: 6-speed manual or Lineartronic "8-speed" CVT
Kerb Weight: 1469-1562kg (manual base - CVT Premium)
0-62mph in 6.0secs/6.3secs manual/CVT
Top Speed: N/A
Fuel Consumption: 9.2L/100km (manual, combined)/8.6L/100km (CVT, combined) | 25mpg/27mpg
Outputs: 197kW/265hp, 350Nm/258lb-ft @ 2400-5200rpm
RRP: AU$45,990 as tested +ORC (WRX Premium CVT), base price of AU$38,990
So, it's no real secret that despite the questionable styling that the pictures of the "final product" fourth generation Subaru WRX displayed, I have been very eager to drive this car. I of course currently own the GC8 WRX I reviewed a few posts above, I have also driven many different stock and modified WRXs, STis and hot Libertys over the years, the most recent being the last incarnation of the third generation WRX sedan, the RS40 limited edition. A new WRX is always a very exciting prospect.
Dat Styling Tho.
Honestly, as Havok_ stated, pictures do not do the WRX justice. WRXs have always been rather controversially styled. Many believe they get better with age and I tend to agree. But this WRX, despite being somewhat more conservative than previous generations certainly looks good in my eyes, particularly from the back 3/4 profile where the flared wheel arches, the big vents in the front quarter panels and the rear boot area make it look nice and aggressive without being too childish. The quad-exhaust tips look pretty horn too.
The front is full of lights and somewhat more aggressive shapes. The front headlights with the C-shaped DRLs incorporated into the assembly are a highlight; as well as Subaru's new family radiator grille, if a little too tall. The fog light assemblies in the corners of the bumper detract from it somewhat though, looking a little too large for my tastes and becoming somewhat of a distraction from the rest of the fascia.
The one major point for me though, and I've heard this a lot as well, is that the 17" wheels seem to be on the small side for this car, which is the largest WRX yet physically.
And The Interior?
While the WRX cannot hide that it's innards are inherently based on the standard Impreza, it's actually a very nice interior, much more mature inside than previous WRXs and it no longer looks economy car cheap.
In typical Subaru fashion it feels solidly put together but unlike typical Subaru fashion there's some nice soft-touch plastics around the dash; there are some faux-carbon panels about but it's refreshingly used sparingly and teamed well with gloss black fascias, red backlighting and brushed silver plastics.
At the helm of the WRX you'll find a nice flat-bottomed and leather-wrapped wheel with a dash of red stitching, finished off with all the audio and Bluetooth controls along with, in my test car's case, the SI-Drive's S and S# buttons. The paddles for this car's $2000 CVT transmission option are nice quality but inevitably just plastic and a little on the small side. Physical feedback from the paddles is good, and they move with the steering wheel rather than being anchored to the steering column which is a nice touch. The test car was a Premium outfitted with black leather seats, again with red stitching accented on the bolsters, and the 6.1" multi-function satellite navigation screen. The seats aren't as aggressively bolstered as my WRX or indeed the optional STi-spec Recaros in the RS40 but they are considerably more comfortable and still do a decent job of holding you into place.
All specs of the WRX now come with a reversing camera as standard, however annoyingly even on the Premium it's displayed on the smaller 4.3" multi-function display situated on top of the dash. With the driver's seat in my position I found myself having to squint a little to see what the camera was seeing. All-around vision is good though, blind spots are small and it's easy to see out the back window.
Along with the rear vision camera the smaller MFD also contains the usual tripmeter and fuel consumption readouts, and a cool digital boost gauge which was fun to see wind up when you opened up the throttle.
Start 'Er Up Then.
One of the first things that most Subaru fans will inevitably not hear upon firing up the engine is the usual offbeat Subaru Boxer rumble. Listen closely and you can still hear a bit of a burble but otherwise it's normal 4-cylinder fare.
Yes, the FA20DIT, based upon the engine found within the BRZ and the Toyota 86, now has equal-length headers which almost completely eliminates the WRX "boy-racer" call of old. Will I miss it? Of course, but then the new WRX still doesn't sound too bad and has a nice growl coming out of those cool pipes.
The instrument panel lights up red with white needles and you get a slick-looking digital readout in the centre displaying instant fuel consumption as a bar that goes up and down (in my case it went down a fair bit
), what gear you're in and whether to change up or down depending on how you're driving and what SI-Drive mode you're in.
Getting underway, even though this is a small-capacity turbocharged engine it becomes immediately apparent that it's much more tractable than WRXs of old, even compared to the larger 2.5L EJ25 in the RS40. I started off with the CVT in auto mode and SI-Drive set to "Intelligent." Being a CVT as the speed started to rise there was some resonance present within the cabin but it did a pretty good job of being where it needed to be within the rev range.
Leaving town, I pulled the gear lever over to the right for manual mode and pushed the rather innocent little Sport button on the steering wheel. It's important to note here that SI-Drive in Subarus is not like a "traditional" Sport mode in the sense that it firms up the suspension and damping or makes it into a rocket-powered farting unicorn, but it does mess around with the throttle calibration and shift points within the CVT transmission and it does make a difference.
Moving into Sport or Sport# mode adds two more "shift-points" to the CVT transmission - while the standard "Intelligent" mode has six, S/S# have 8. The shifts are actually much quicker than one would expect them to be; while there is about a half-second delay between pulling the paddle and the shift happening, the shifts themselves are crisp and fast, even giving you a nice little push back in the seat on upshifts.
Back to the engine. The turbocharger is now a twin-scroll unit and when you put your foot down this engine has some serious guts to it. My WRX has a more potent mid-range but that's with mods; and even then I would believe this would give mine a good run up until about 130km/h. It's actually quite an unassuming vehicle. The only true giveaway of the performance this has is the hood scoop. And then you get to the corners.
Oooh, That Sounds Exciting...
It really is. While the WRX retains the usual Subaru AWD "planted feel" and the ride is still a little rough, taking a few good corners will truly give the game away as to why Subaru spent its budget on the new chassis improvements rather than making the hatch bodystyle or recreating the WRX Concept.
In a word to sum it up: fantastic. The WRX has new-found poise and dartiness thanks to its quicker steering ratio, torque vectoring system and 235-section tyres that the previous generations could only dream of.
While the electrically-assisted steering is on the light side and devoid of feel, it's incredibly accurate and the whole chassis inspires a lot of confidence. Again the party piece of the WRX is its slingshot-like ability getting out of corners with its major low-down guts, but it's no longer the be-all-end-all of the driving experience. It's also considerably more composed in its control of body roll over previous generations. While the more rigid construction means the ride quality does suffer a bit, it feels much better suspended than the third generation.
So, What's The Verdict?
The fourth generation WRX has brought about a new sense of maturity to the previous "boy racer's wet dream" aura. It hasn't so much lost it's character as changed it around a little, and in my personal opinion it's a better car and a better drive for it.
Reserve prejudices from the exterior until you get some seat time. Trust me, it's worth it.
NB: Unfortunately I didn't manage to procure that many pictures when I actually drove it. Will get some more hopefully after the weekend.
Engine: 2.0L turbocharged and intercooled horizontally-opposed 4 (FA20DIT)
Gearbox: 6-speed manual or Lineartronic "8-speed" CVT
Kerb Weight: 1469-1562kg (manual base - CVT Premium)
0-62mph in 6.0secs/6.3secs manual/CVT
Top Speed: N/A
Fuel Consumption: 9.2L/100km (manual, combined)/8.6L/100km (CVT, combined) | 25mpg/27mpg
Outputs: 197kW/265hp, 350Nm/258lb-ft @ 2400-5200rpm
RRP: AU$45,990 as tested +ORC (WRX Premium CVT), base price of AU$38,990
So, it's no real secret that despite the questionable styling that the pictures of the "final product" fourth generation Subaru WRX displayed, I have been very eager to drive this car. I of course currently own the GC8 WRX I reviewed a few posts above, I have also driven many different stock and modified WRXs, STis and hot Libertys over the years, the most recent being the last incarnation of the third generation WRX sedan, the RS40 limited edition. A new WRX is always a very exciting prospect.
Dat Styling Tho.
Honestly, as Havok_ stated, pictures do not do the WRX justice. WRXs have always been rather controversially styled. Many believe they get better with age and I tend to agree. But this WRX, despite being somewhat more conservative than previous generations certainly looks good in my eyes, particularly from the back 3/4 profile where the flared wheel arches, the big vents in the front quarter panels and the rear boot area make it look nice and aggressive without being too childish. The quad-exhaust tips look pretty horn too.
The front is full of lights and somewhat more aggressive shapes. The front headlights with the C-shaped DRLs incorporated into the assembly are a highlight; as well as Subaru's new family radiator grille, if a little too tall. The fog light assemblies in the corners of the bumper detract from it somewhat though, looking a little too large for my tastes and becoming somewhat of a distraction from the rest of the fascia.
The one major point for me though, and I've heard this a lot as well, is that the 17" wheels seem to be on the small side for this car, which is the largest WRX yet physically.
And The Interior?
While the WRX cannot hide that it's innards are inherently based on the standard Impreza, it's actually a very nice interior, much more mature inside than previous WRXs and it no longer looks economy car cheap.
In typical Subaru fashion it feels solidly put together but unlike typical Subaru fashion there's some nice soft-touch plastics around the dash; there are some faux-carbon panels about but it's refreshingly used sparingly and teamed well with gloss black fascias, red backlighting and brushed silver plastics.
At the helm of the WRX you'll find a nice flat-bottomed and leather-wrapped wheel with a dash of red stitching, finished off with all the audio and Bluetooth controls along with, in my test car's case, the SI-Drive's S and S# buttons. The paddles for this car's $2000 CVT transmission option are nice quality but inevitably just plastic and a little on the small side. Physical feedback from the paddles is good, and they move with the steering wheel rather than being anchored to the steering column which is a nice touch. The test car was a Premium outfitted with black leather seats, again with red stitching accented on the bolsters, and the 6.1" multi-function satellite navigation screen. The seats aren't as aggressively bolstered as my WRX or indeed the optional STi-spec Recaros in the RS40 but they are considerably more comfortable and still do a decent job of holding you into place.
All specs of the WRX now come with a reversing camera as standard, however annoyingly even on the Premium it's displayed on the smaller 4.3" multi-function display situated on top of the dash. With the driver's seat in my position I found myself having to squint a little to see what the camera was seeing. All-around vision is good though, blind spots are small and it's easy to see out the back window.
Along with the rear vision camera the smaller MFD also contains the usual tripmeter and fuel consumption readouts, and a cool digital boost gauge which was fun to see wind up when you opened up the throttle.
Start 'Er Up Then.
One of the first things that most Subaru fans will inevitably not hear upon firing up the engine is the usual offbeat Subaru Boxer rumble. Listen closely and you can still hear a bit of a burble but otherwise it's normal 4-cylinder fare.
Yes, the FA20DIT, based upon the engine found within the BRZ and the Toyota 86, now has equal-length headers which almost completely eliminates the WRX "boy-racer" call of old. Will I miss it? Of course, but then the new WRX still doesn't sound too bad and has a nice growl coming out of those cool pipes.
The instrument panel lights up red with white needles and you get a slick-looking digital readout in the centre displaying instant fuel consumption as a bar that goes up and down (in my case it went down a fair bit
), what gear you're in and whether to change up or down depending on how you're driving and what SI-Drive mode you're in.Getting underway, even though this is a small-capacity turbocharged engine it becomes immediately apparent that it's much more tractable than WRXs of old, even compared to the larger 2.5L EJ25 in the RS40. I started off with the CVT in auto mode and SI-Drive set to "Intelligent." Being a CVT as the speed started to rise there was some resonance present within the cabin but it did a pretty good job of being where it needed to be within the rev range.
Leaving town, I pulled the gear lever over to the right for manual mode and pushed the rather innocent little Sport button on the steering wheel. It's important to note here that SI-Drive in Subarus is not like a "traditional" Sport mode in the sense that it firms up the suspension and damping or makes it into a rocket-powered farting unicorn, but it does mess around with the throttle calibration and shift points within the CVT transmission and it does make a difference.
Moving into Sport or Sport# mode adds two more "shift-points" to the CVT transmission - while the standard "Intelligent" mode has six, S/S# have 8. The shifts are actually much quicker than one would expect them to be; while there is about a half-second delay between pulling the paddle and the shift happening, the shifts themselves are crisp and fast, even giving you a nice little push back in the seat on upshifts.
Back to the engine. The turbocharger is now a twin-scroll unit and when you put your foot down this engine has some serious guts to it. My WRX has a more potent mid-range but that's with mods; and even then I would believe this would give mine a good run up until about 130km/h. It's actually quite an unassuming vehicle. The only true giveaway of the performance this has is the hood scoop. And then you get to the corners.
Oooh, That Sounds Exciting...
It really is. While the WRX retains the usual Subaru AWD "planted feel" and the ride is still a little rough, taking a few good corners will truly give the game away as to why Subaru spent its budget on the new chassis improvements rather than making the hatch bodystyle or recreating the WRX Concept.
In a word to sum it up: fantastic. The WRX has new-found poise and dartiness thanks to its quicker steering ratio, torque vectoring system and 235-section tyres that the previous generations could only dream of.
While the electrically-assisted steering is on the light side and devoid of feel, it's incredibly accurate and the whole chassis inspires a lot of confidence. Again the party piece of the WRX is its slingshot-like ability getting out of corners with its major low-down guts, but it's no longer the be-all-end-all of the driving experience. It's also considerably more composed in its control of body roll over previous generations. While the more rigid construction means the ride quality does suffer a bit, it feels much better suspended than the third generation.
So, What's The Verdict?
The fourth generation WRX has brought about a new sense of maturity to the previous "boy racer's wet dream" aura. It hasn't so much lost it's character as changed it around a little, and in my personal opinion it's a better car and a better drive for it.
Reserve prejudices from the exterior until you get some seat time. Trust me, it's worth it.
NB: Unfortunately I didn't manage to procure that many pictures when I actually drove it. Will get some more hopefully after the weekend.
Last edited:
- 1,085
- Concord MA
- DiGiTaL_
- Digital_L30
I can elaborate a bit further due to the fact I picked mine up two days ago.To be updated tomorrow but for now I'll throw up the specs:
2014 Subaru WRX
Engine: 2.0L turbocharged and intercooled horizontally-opposed 4 (FA20DIT)
Gearbox: 6-speed manual or Lineartronic "8-speed" CVT
Kerb Weight: 1469-1562kg (manual base - CVT Premium)
0-62mph in 6.0secs/6.3secs manual/CVT
Top Speed: N/A
Fuel Consumption: 9.2L/100km (manual, combined)/8.6L/100km (CVT, combined) | 25mpg/27mpg
Outputs: 197kW/265hp, 350Nm/258lb-ft @ 2400-5200rpm
RRP: AU$45,990 as tested +ORC (WRX Premium CVT), base price of AU$38,990
2015 WRX Limited
I just want to say that I am no way biased to the new car and will give my honest and objective opinion about the 2015 and how it compares to the previous iteration and my personal feelings about the car.
So as any Subaru fan I had been following this car for a few months, when I first saw it in person, let me say it is a whole other beast. Pictures DO NOT do this car justice. Maybe it's the color I chose, but she's a looker. The LED's look awesome and the headlights are very very bright, at night you will swear these are magic.
Initial impressions of how the car drives compared to my 13 is that the ride is much stiffer but well damped, some reviews say that the 2015 is extremely rigid and I disagree, it is not harsh at all, unless you live near a volcano. Very precise steering, it is tight and very very precise, it does feel like a go-kart and I have no reservations with making that comment.
Shifter is miles and miles away from the 13' the WRX has a very mechanical feel to the shifts but very precise, I like it. It does not feel as rubbery as the 13' and the throws are so much shorter it almost makes me feel wierd that I liked the previous shifter. Clutch is also very manageable, the pickup point is higher than the 13' but it engages quickly and is easy to modulate when you want to launch at a litter higher RPM. I can tell that after break in any owner wont have trouble launching this car perfectly.
Gas mileage is much better than the 13' I am averaging 26 mpg's on my drive to work and I don't drive slowly. I am sure if I kept it at 60 I can get 30mpg or more all day long.
One thing any new owner will experience is the fact that the engine sounds much more subdued, what used to grumble now whistles. The turbo is the most audible of all, especially at lower RPM's the spooling sound is very addicting, much more pronounced that the 13'.
Stereo is also miles beyond what the 13' was capable of, visibility and the rear view camera are a welcome addition and all in all, it's a great little car. People are giving thumbs up, staring and even asking me what kind of car it is. I take it in stride, it's so funny though that so many people apparently hated the styling on forums and websites like M/T and C/D. Oh well, I am happy with it and it is much more than I even expected! I'll post more pics if requested. These were taken fro my phone so quality isn't fantastic.
Thanks for reading, and if you have any questions feel free to send a message.
- 1,603
- Indianapolis,IN
- JrDarknes
1993 Nissan 240sx
Engine & Performance
Base engine size: 2.4 L
Cylinders: inline 4
Torque: 160 ft-lbs. @ 4400 rpm
Horsepower: 155 hp @ 5600 rpm
Turning circle: 30.8 ft.
Base engine type: gas
DriveTrain
Drive type: rear wheel drive
Transmission: 5-speed manual
Fuel
Fuel type: gas
Fuel type: regular unleaded
Fuel tank capacity: 15.9 gal.
Range in miles (cty/hwy): 302.1/413.4 mi.
EPA mileage est. (cty/hwy): 19/26 mpg
This car is very fun to drive when it's not having any problems. Only thing is, most likely you will run into problems. Every. Single. Damn. Dayyy.
It's very fun hearing the tires schreech when u shift in second fast enough. It likes to let the rear loose everytime u hit a corner (well every since I lowered it). For some odd reason, old people think it looks like a corvette. Little boys like the pop up headlights.
Lastly, new owners will not get used to getting the key out.
- 3,202
- Murcie LP710
Updated my post above.
- 866
- Frozen Wasteland
- GTP_Cosworth
Resurrecting this thread a bit, but what I'm about to write is a bit too big and in depth to go in the "What have you driven today" thread.
2014 Jeep Cherokee
When I was in the market for a brand new SUV last winter, I really wanted a Cherokee. However the dealer wouldn't play ball, offering me an absolutely insulting trade-in amount on my old car, so I walked out of there before even test driving the Jeep. Which I quite regret as if I knew how good it was, I would have gone to a couple different dealers before going to the competition.
The first thing that strikes you about this car is the styling. Its one of those designs that you either love or hate. I hated it when I first saw it about a year ago, but its grown on me and I absolutely love it now. It really stands out from the crowd, its got presence and personality, its even a touch intimidating. In the right colour it looks absolutely epic in my opinion.
The interior I'm less a fan of. The whole design, although ergonomic, isn't very elegant, the steering wheel in particular is quite unattractive. The model I drove was equipped with Jeep's uLink system, which meant a large touchscreen was sitting in the middle of the dashboard. Although easy to navigate, the buttons are quite small on the screen, and there is no haptic feedback, so its very difficult to use without looking away from the road. The quality of materials used is quite good though, there are soft-touch plastics pretty much everywhere you'd actually put your fingers on, and some very nice leather stitching running across the top of the dashboard. Fit and finish was good as well. Overall the interior reminded me of something you'd get in a German car, not particularly elegant but well built with quality materials.
Now on to the driving dynamics. The suspension on the North model I test drove was quite soft. It coped with small bumps well, but on rougher roads it was quite bouncy and uncomfortable. However, there was very little body roll in the corners. The steering is over-assisted and a bit vague, but that can be said about 90% of cars in this segment, the brakes are the opposite though, the second you even get near them, the car screeches to a halt. I frankly had a hard time adjusting to them and would have preferred them to be a bit more progressive. Overall the handling is quite neutral and car-like, its obviously no sports car but its definitely something I could live with and even enjoy.
The 9-speed automatic gearbox in my model was a bit jerky at low speeds, though the car only had 2k miles on the clock, so maybe it simply hadn't settled in yet. It shifted much more smoothly once you got up to speed, and despite the huge number of gears, I never got the feeling that it was constantly shifting or fishing for gears.
The 3.6L V6 engine in my test drive model was the highlight. To give you an idea of that engine's power, I actually managed to spin the tires in 3rd gear while already travelling at 20mph. It made the Jeep properly fast, not just for an SUV but compared to pretty much anything. And when you didn't step on it, it also managed to be quite smooth and quiet. Say whatever you will about Turbo 4's and their superior efficiency, but I've yet to experience one on a sub-$50k car that was anywhere as good as this big V6.
Overall I'd definitely say the Cherokee is an excellent vehicle. In a way its a shame that its styling is so polarizing, as its going to turn a lot of people away from what is a genuinely brilliant SUV. Its certainly at the top of its category, if I had to give a rating, I'd give it an 8.5/10
2014 Jeep Cherokee
When I was in the market for a brand new SUV last winter, I really wanted a Cherokee. However the dealer wouldn't play ball, offering me an absolutely insulting trade-in amount on my old car, so I walked out of there before even test driving the Jeep. Which I quite regret as if I knew how good it was, I would have gone to a couple different dealers before going to the competition.
The first thing that strikes you about this car is the styling. Its one of those designs that you either love or hate. I hated it when I first saw it about a year ago, but its grown on me and I absolutely love it now. It really stands out from the crowd, its got presence and personality, its even a touch intimidating. In the right colour it looks absolutely epic in my opinion.
The interior I'm less a fan of. The whole design, although ergonomic, isn't very elegant, the steering wheel in particular is quite unattractive. The model I drove was equipped with Jeep's uLink system, which meant a large touchscreen was sitting in the middle of the dashboard. Although easy to navigate, the buttons are quite small on the screen, and there is no haptic feedback, so its very difficult to use without looking away from the road. The quality of materials used is quite good though, there are soft-touch plastics pretty much everywhere you'd actually put your fingers on, and some very nice leather stitching running across the top of the dashboard. Fit and finish was good as well. Overall the interior reminded me of something you'd get in a German car, not particularly elegant but well built with quality materials.
Now on to the driving dynamics. The suspension on the North model I test drove was quite soft. It coped with small bumps well, but on rougher roads it was quite bouncy and uncomfortable. However, there was very little body roll in the corners. The steering is over-assisted and a bit vague, but that can be said about 90% of cars in this segment, the brakes are the opposite though, the second you even get near them, the car screeches to a halt. I frankly had a hard time adjusting to them and would have preferred them to be a bit more progressive. Overall the handling is quite neutral and car-like, its obviously no sports car but its definitely something I could live with and even enjoy.
The 9-speed automatic gearbox in my model was a bit jerky at low speeds, though the car only had 2k miles on the clock, so maybe it simply hadn't settled in yet. It shifted much more smoothly once you got up to speed, and despite the huge number of gears, I never got the feeling that it was constantly shifting or fishing for gears.
The 3.6L V6 engine in my test drive model was the highlight. To give you an idea of that engine's power, I actually managed to spin the tires in 3rd gear while already travelling at 20mph. It made the Jeep properly fast, not just for an SUV but compared to pretty much anything. And when you didn't step on it, it also managed to be quite smooth and quiet. Say whatever you will about Turbo 4's and their superior efficiency, but I've yet to experience one on a sub-$50k car that was anywhere as good as this big V6.
Overall I'd definitely say the Cherokee is an excellent vehicle. In a way its a shame that its styling is so polarizing, as its going to turn a lot of people away from what is a genuinely brilliant SUV. Its certainly at the top of its category, if I had to give a rating, I'd give it an 8.5/10
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