Like most sports cars, the Z got fat as it aged. The one/two combo punch of emissions and safety regulations worked over many a performance car throughout the ’70s, some not surviving the decade. The Z changed from SU-clone carbs, to finicky Hitachi flat-tops, to a Bosch fuel injection system over three years, all the while increasing displacement to handle the extra weight of massive bumpers. Enthusiasts may whine about the changes, but it seems market pressures added the pounds, too. In 1979, the 280ZX was released — a softer, more luxurious car than the predecessor.
Yet, it sold just as well, showing that Nissan were right about the market. New Z owners were pulling up to the valet at the disco, rather than carving canyons.
My wife tells me that I’m not allowed to own an RX-7.
To be fair, there are any number of cars I’ll likely never own due the the varied circumstances of life and wallet, but Mazda’s rotary wonder, generally available for a budget price, is off limits due to the misadventures of relative youth. More details, someday, when I’ve recovered from the tetanus.
Like I mentioned last week, turbocharging and all wheel drive were big selling points in the early ’90s. GM didn’t want to miss the party and commissioned a limited run of turbo 4.3 V6s, threw some monochrome cladding on their compact pickup and SUV, and created a hotrod sensation for the new decade.
In the pre-Playstation days of the early ’90s, most Yanks knew nothing of the glory of an AWD turbocharged powerslide on gravel. I was lucky, as my dad installed a C-band satellite and we watched all kinds of oddball motorsport from around the globe. I especially loved watching Carlos Sainz and his Castrol-liveried Celica ripping up stages.
The homologation special has been around nearly as long as road cars have been built into racers. Nearly every OEM that went racing built street cars that aped the racers, in an effort to make certain parts kosher for the track or stage. Sadly, many of those meant for rally never made it here to the States, as there were few such enthusiasts here.
As should be quite clear from my previous Crapwagon ramblings, I like weird cars. My current garage, however, is quite boring, with a domestic minvan and SUV, and a rusty/immobile Miata. For the last four years, my automotive wanderlust has been mostly sated by writing for Bring A Trailer. I’ve been able to stave my funky automotive cravings by writing about the cars rather than inviting a call from a divorce attorney.
There are a few cars that make me consider that tradeoff. Near the top of the list: an E36/8 Clownshoe, otherwise known as the M Coupe. Those massive flares, the short wheelbase, and the MGB GT-aping hatch make me feel all tingly. I followed a trailered, caged M Coupe last weekend for a while (I’m assuming it was headed to a trackday at Mid Ohio) and it gave me rather dirty thoughts.
I needed a car. Any car. My dad and I were limping my dying ’85 Nissan Maxima around town to multiple car dealers, looking for an appropriate replacement. I was 19, I think, and since I commuted thirty miles a day to college (when I went to class) I needed reliable, efficient transport.
A second-generation CRX, much like this one, caught my eye and we climbed in. One problem arose, however, as both my dad and I were well north of 300 pounds each, and the stock springs were sagging a bit. Oh, and the streets near the dealer had rough, rutted cobblestones. We were lucky to return with an intact exhaust, and I reluctantly moved on to a roomier Accord coupe.
For decades, compact cars from Dearborn were miserable. Blue Oval enthusiasts in North America looked longingly at the rally-bred Escorts in the UK and Europe, wondering when the promised “world car” would cross the Atlantic.
Improbably, I was one of those guys. I bought a 2000 Focus sedan (ZTS model with the twincam Zetec) with six months and 6000 miles on the odo, and flogged it for seven years and about a dozen recalls. Should have listened to my Dad, who always warned against buying a first-year model. (Read More…)
Ok, I’ll admit it. I’m a closet Francophile. Unfortunately, the nearest Citroen dealer is, at least, a forty hour drive-and-ferry ride from my Ohio homestead.
As much as I enjoy driving a small, taut-handling roadster, I must resign myself to the fact that I have a wife and two kids that will occupy the car as well. We are frequent long-haul roadtrippers, with at least four round trips of over ten hours over the last year as a family. A quiet, rapid, smooth-riding vehicle is in order. Who does calm and comfy like the French?
The “big engine in a small car” theme has been with car enthusiasts for generations. GTO, Sunbeam Tiger, Cobra, Monster Miata: plenty of enthusiasts, both in the boardrooms and in garages across the globe, know that more power plus less mass equates to speed.
Insert your own preferred derogatory descriptor in the title.
The E36 M3 – lauded as a wonderful driver’s car, yet derided as a watered-down car unworthy of the ///M badge. Built in reasonably high numbers, this M3 will never be as collectible as it’s predecessor, the Mighty E30, nor as beastly as the E46.
I think that’s ok.