Before the Audi 5000 (the 100 or 200 outside of the US market) became notorious for playing the lead role in the first unintended acceleration fiasco (technically, the Ford “park-to-reverse” fiasco involved unintended shifting, not acceleration), it was known as an expensive, luxurious German car purchased by a handful of car-savvy California orthodontists. Sales of the first-generation 5000 began in the 1978 model year, so this high-mileage ’79 is a rare one. I spotted this lil’ beige devil in a Denver-area self-service yard last week. (Read More…)
I’m sitting on the pit lane of my local track — Atlantic Motorsports Park in Shubenacadie, Nova Scotia — surveying the empty course. My helmet is on the seat beside me, my hands are gripping the leather-wrapped wheel, and I can hear the low growl of three-cylinders idling as they wait for me.
But before I get to that, a bit about what I’m driving.
This is the Mitsubishi Mirage G4. It’s what happens when the oft-cheapest new hatchback in Canada (depending on who is offering what cash on the hood that month) grows a trunk. Under the hood: a 1.2-liter three-cylinder engine that has 78 horses in there somewhere. Connected to that is a continuously variable transmission, the only transmission available on this SEL trim tester.
I do a quick check of the course to make sure it’s still empty. My foot hits the floor.
I’m going to wager you’ve gorged yourself at a sprawling Chinese buffet at least once. Back in my college days, Emerald Palace was a favourite: big portions, ample choices, reasonable prices. Sometimes, the proprietors would limit choice, holding back the good stuff for busier, higher-profit nights. It was annoying because you knew — knew! — a few scrumptious menu items were locked away in the kitchen walk-in, just out of reach.
The previous-generation Buick LaCrosse debuted in the dark recesses of 2009, when the domestic auto industry — hemorrhaging red ink and tottering towards bankruptcy — cried and shovelled back tub loads of Ben & Jerry’s. Buick was on the minds of Chinese buyers for a few years by this time. This played a large part in the brand escaping the executioner’s axe seven years ago. The second-generation LaCrosse was Buick’s all-in gambit on The Red Dragon.
Domestically, Buick’s been making a splash lately, and some of that swagger is apparent in the team that worked on the LaCrosse. Not content to simply chase its existing customers, the tri-shield brand plans to make the LaCrosse one of its “conquest models,” drawing buyers’ attention out from behind the wheels of competing marques. To this extent, the LaCrosse is actually two very different cars, depending on how you tick the option boxes.
Quality of life is about making the best of your surroundings. There isn’t a car on the market today that reflects that ethos more than the Honda Accord.
After years of growing to make room for smaller models in the lineup, the Accord — which has gathered accolades as the most reliable choice in the family car segment for decades — has skipped having a midlife crisis, and is still playing like a kid. It would be easy to say the Accord has always been a favorite for us, but as the competition improves, we wanted to come back and give the Accord another go.
Here’s what we learned after several days of puttering around southern California in the Accord Sport, the value-priced model that hits the sweet spot of what you have and what you want.
How is it that there are still sufficient Volvo 140s left, more than 40 years after production of the original Swedish brick ceased, that you’ll still find plenty of them in American wrecking yards? Not in the quantities you’ll find of their 240 descendants, of course, but anybody driving a 140 today should have no problem getting parts. (Read More…)
It’s been somewhat challenging in the recent past to keep up with all the model name changes at Infiniti, but such is the case in the automotive luxury marketplace. One year real names are the ultimate fashion statement; the next it’s letters and numbers.
Infiniti seems to have taken this into consideration with naming its 2016 Infiniti Q70L 3.7 AWD.
I took my first driver’s test, in 1982, in a loathsome ex-rental-car 1979 Ford Granada sedan, a car that made my beige 1969 Toyota Corona sedan seem both fun to drive and cool by comparison. Since that time, it makes me happy each time I see a pre-Fox Platform Granada (or its Mercury sibling, the Monarch) in the junkyard. Where it belongs. (Read More…)
General Motors brought Opel Kadetts into the United States via several routes over the years. They came from Germany and were badged as Opels at first, Isuzu built “Buick Opels” a bit later, then Isuzu dealers sold them as I-Marks (the Chevette was also a Kadett sibling, but at least it was American-built). By the late 1980s, the Kadett’s American cousin was the Daewoo LeMans, a crappily-built Korean front-wheel-drive miserybox based on the Kadett E. Few were sold, and nearly all of those were three-door hatchback versions.
Here’s an exceptionally rare LeMans sedan, from the next-to-last year of American-market sales, that I spotted last week in a Denver self-service wrecking yard. (Read More…)
The Volvo 140 was the first of the beloved brick-shaped Swedes. It was built for the 1967 through 1975 model years, and it served as the basis for the legendary 240. I owned one, briefly, and found it was a very competent machine for its era. These cars are not worth big money today, unless they’re in excellent cosmetic shape, so the ones that stay on the street tend to do so because their owners can keep them running for cheap. (Read More…)
This weekend, Alex dropped a bonus video review of the all-new 2016 Chevrolet Volt for us to enjoy. Unfortunately, he’s also been too busy building sheds to do a full review, so this is all we’ve got.
(It’s okay, though. The best work happens in a shed.)
Want to check it out? Hit up the video after jump.
There’s something unique about Jaguars. For some people it’s the aristocratically British character, sporty pedigree and classic, elegant style of Jaguars that make them special. For others it’s the strange technical solutions, uncomfortable compromises and utter lack of reliability that make Jaguars a non-option.
These two groups aren’t likely to agree about much when it comes to Britain’s luxury marque, but both camps will likely be of the opinion that a four-cylinder diesel engine doesn’t fit the driving experience emoted by Jaguar’s iconic Leaper.
Will the upcoming Jaguar XF 2.0-liter diesel still be a proper Jag? Or will its stops at oily diesel pumps also frequented by Ford Super Duty pickups and NOx-belching Volkswagens cover the brand’s grand sporting image in a thin layer of soot?
We already have it in Europe, so I took the opportunity to find out.
Like cockroaches scattering in the light, Americans are fleeing sedans for the upright comfort and wagon-like space of crossovers.
The full-size sedan segment has recently been hit hard, Maxima included. Since 2012, the auto market has expanded 20 percent, while full-size sedan sales have contracted 14 percent. Based on an aging design and the entrance of Korean rivals, the Maxima’s 12-percent market share in 2012 dwindled to eight percent in 2015.
There is a fair chance no more than six people will read this review, and five of those readers will be future doctoral students deconstructing the final days of the sedan. Does that mean no matter how good the Maxima is — or could be — it’s doomed to fail?