It is my firm belief that sometime in the mid to late ninties someone, or some group, with TONS of clout over the automtive industry issued an edict that the safety of FWD and front torque biased AWD had to be brought into line with their RWD and rear torque biased AWD brotheren.

My vote goes to the automotive insurance industry. Accident statistics most readily available, certainly with the CLOUT and enough synergy with the industry to want to keep this on the QT.

The safety issue involved the potential for loss of directional control due to engine braking, especially FRONT engine braking, in wintertime adverse roadbed conditions. There is also the issue of the potential for engine braking to interfere with ABS, again especially detrimental for FWD vehicles.

So, late in the last century the shift pattern/schedule was revised across the industry to address the safety issue. The new shift pattern dictated that anytime there was a FULL lift-throttle action by the driver the transaxle would be quickly upshifted so as to prevent any significant level of engine braking.

The problem that quickly arose from this change was that if the driver quickly returned to acceleration “mode” the engine was now at idle and the just previously commended upshift would deplete the ATF pressure/flow reserve. With little or no ATF pressure/flow available the subsequent downshift due to the driver’s re-application of pressure to the gas pedal could not be quickly completed.

As evidence of Lexus has now replaced a LOT of early RX300 transaxles.

By 2001 Lexus had figured out the problem and increased the displacement of the ATF oil pump, gear type oil pump, to provide more pressure/flow at engine idle.

So, the 2001 RX300’s, even with all equipped with the extra ATF cooling via the tow package, OVERHEATS the ATF to the point that the recommended traansaxle ATF service interval has declined from infinity (the life of the vehicle actually) to every 15,000 miles.

What to do, what to do…??

Oh, I know, let’s use DBW, e-throttle, to delay the onset of engine torque until the subsequent downshift can be completed, the clutches firmly seated.

So the RX330 used the old standard ATF gear pump displacement but was equipped with DBW “to protect the drive train”.

Regretably some one else in engineering had already decided that the VC, Viscous Clutch, in the AWD version was contributing to the overheating of the ATF and so it was removed, not to return until the advent of the RX350.

Is Lexus listening, do you suppose?

The final FIX…

SNOW mode…Assuming the new shift pattern upshift technique is to help alleviate accidents due to loss of directional control arising for engine braking, why not just have a SNOW mode that can be activated by the driver, by a rain sensor, or if the OAT hovers around or below freezing?

Upon a full lift-throttle event in SNOW mode the transaxle would remain in the same gear ratio (ready to SURGE forward on command) but the engine RPM, via DBW, would not be allowed to fall enough to provide a significant level of engine braking to the driven wheels, FRONT, rear, or ALL.

Absent being in SNOW mode the shift pattern could be the same as it was pre-2000, NO upshifting on full lift-throttle events.

No HIGH potential for engine braking, FRONT especially, to put your life at risk or interfere with ABS if the roadbed traction is satisfactory.

I guess on second thought ABS interference via engine braking might still be an issue. But that could addressed by keeping the upshift pattern but delaying it until the brakes are applied.

“This is a terrific car on the driving loop,” wrote another. “Easy to get pinpoint location in corners and squirts out of ‘em with great gusto.”

Another scribbler summed it up: “On the Hocking Hills loop, this car rules ! Eager turn-in, nice balance, great grip, good power, outstanding steering.”

To be fair, the Mazda was its equal on the twisties, but the Jetta’s feline responses were complemented by smoother ride quality and an exhaust note that was sporty rather than raucous”

Better refinement with near equal handling/performance.

Put 30,000 miles on the Mazda and it will be pretty close to 5 seconds flat.

The GLI is just not in the smae class. Especially in terms of handling.

My GLI has 18″ summer tires and handles very well. I enjoy the handling more than my previous 350z. It may not have pure speed of MS6, but it as less lag and a more tractable engine. Still 0-60 in under 7 seconds.

If you want more speed, buy the $500 chip for and extra 50hp.

Again MS6 is a very sporty car in an aggressive style way (similar, but not quite as extreme as boy racer STIs and EVOs). I just value the german refinement over all out speed.

Or GTI?

cause… the GLI does not compete with this rocket.

Agreed on all your other points. But… crude can be good.

I drove the car and i would consider it for these low prices. But I found car overall to be a bit crude. The shifter and clutch action were not very smooth, the power delivery and engine note were not very refined, and the interior/exterior design where average.

I choose the VW GLI instead b/c of these refinement issues.

If you added 400 pounds to your WRX, that’s the steering

Jonny, where would you say the car’s steering feedback falls between, say, a 911 and a video game?

Very pretty to look at.

Very bad for heeling and toeing.

I have a Miata right now and my daily drive is a WRX — both cars feature perfectly set up pedals, the Miata even more so.

That’s just the hoons talking through their…hats. It’s true that early MS6s were going into limp mode after getting flogged around, but the reality was that it was an overzealous ECU picking up too much data from a knock sensor and thinking that the engine was pinging. Apparently, all it takes to fix it up is a reflash and, of course, 93 octane.

hilarious!

seems like a steal, but i like old s8 types of monster cars

Mazda… less ugly by comparison, but not pretty on our own.

1- please see a black or black cherry version of this car in person…with the black only interior (ditto on that funky white/black)

2- Try a quick test spin with 93 octane like the manual specs. The ECU doesnt give you the good stuff without it. If you have to wait for 3500 rpm you are right smack in the middle of the boost country and should have permagrin by then. As a matter of fact, she runs out of breath at 4800. Yes, its night and day without 93.
Curiously, you are the first reviewer Ive heard complain of the pedal layout. Most, including myself, find it perfect. Oh, and the Pirellis are not OEM, they should be Bridgestone RE050A (vastly superior and quite quiet as well, I should know, Im running Pzeros on my Speed6 currently) And yeah, I get 27-29 mpg consistently (a long way from WRX country in that dept).

Its a polarizing design, certainly not for everybody. For me, its nothing but goodtimes.

you posted what I was going to.

Those pictures do the car great justice.

I parked it next to a regular 6 and this dude is just a mutant.

Mazda seems to have two design languages — Japanese perfection (Mazda3, new MX-5) and toy-store overkill (RX-8, this guy).