I’m not trying to pick on Nissan, but here’s something interesting: In July, 2010, sales of the very large Nissan Armada SUV above were up 311.4%. Sales of the Xterra SUV were up 56.6%. On the flip side, sales of the subcompact Nissan Cube were down 54%. Sales of the equally subcompact Nissan Versa were down 9.4%. This isn’t meant to bash SUVs—I’m not an SUV hater—it’s meant to show that in July, 2010, sales of large vehicles were up, and sales of small cars were down, and not just at Nissan.
It’s been said Americans have short memories. This could certainly be said for car buying trends, at least with regards to vehicle size and fuel efficacy. Gas prices have held relatively steady over the last year—the average price is still under $3.00 a gallon, although on the rise—and Americans have decided to buy larger, thirstier cars again. At least that’s what July’s sales data suggest.
July was a good month for the majority of automakers offering vehicles in the States. However, it was the bigger vehicles leading the charge, even though there’s more small cars on the market than in recent history. Autoblog, for example, reported Honda’s Civic was down 25.5% while the Pilot was up 45.4% (the Fit was down 29.5%). Nissan’s car division was down 3.7%, but its trucks went up 51%. As I reported on Tuesday, all b-segment cars on the U.S. market (sans the Kia Rio and Kia Soul; +99.7% and +65.9%, respectively) experienced a drop in sales compared to this time in 2009.
It’s not like Americans don’t have small options these days, it’s quite the contrary. There are more small car choices these days than since the 1980s, and they’re almost undoubtedly the best small cars ever to grace American soil. Even with the not-so-stellar economy, gas prices that still aren’t “cheap,” and many great smaller options, the slow sales of small cars says something about U.S. consumers: They like big vehicles and fuel economy isn’t as important as many want to think.
How soon people forget. Remember when gas prices approached $5.00 a gallon in places? It wasn’t very long ago. Remember saving money by driving a car that got 25 MPG vs. 15? Of course a subcompact, compact, or even a “car” doesn’t fit everyone’s bill. But, they likely fit more lifestyles then many people would want to believe. It’s the “bigger is better” mentality.
Hey, I’m the last person on Earth that’s going to tell someone what they have to buy. Some people need pickups, SUVs, and minivans (most “minivans” aren’t very “mini” anymore if you haven’t noticed), and you do have the freedom to buy whatever the hell you want—that’s fine. But I’d bet gas prices will rise again and used car lots will once again be strewn with copious amounts of large, gas-guzzling vehicles. I just figure it’s a matter of if not when.
Clearly, Americans decided to buy big with their vehicle purchases—at least in July—despite the influx of great small vehicles. But is this spike in bigger vehicle sales simply a blip on the radar, or is this a return to buying bigger and less fuel-efficient again? Assuming gas prices stay around where they are, the next few months should be good indicators.
Courtesy of our content partner – Subcompact Culture
E36 BMW M3
Bugeye
C4 Chevrolet Corvette
B5 Audi S4
Z32 Nissan 300ZX Turbo
SN-95 Ford Mustang GT
EM1 Honda Civic Si
951 Porsche 944 Turbo
JZZ30 Lexus SC 300
C170 Ford SVT Focus
Coupe, Sport, Light. With even the slightest mention of these words near any BMW fan in the US, they’ll start drooling and panting uncontrollably. Shortly after they will pull every last hair on their head, fall to their knees and in a mad fit of rage and confusion, scream to the car gods, “WHY?! WHY NOT HERE?” OK, not exactly, but that is the equivalent emotion felt by avid BMW fans who long for this car. It was more powerful, louder, lighter, lower, stiffer, grippier, and above all, more fun than the already popular M3. Visually the car had subtle additions like the carbon fiber roof, a bumper mounted intake, a more aerodynamically sculpted trunk, and bigger, lighter wheels. Underneath the hood was a different story. What BMW did to the 3 Series to make the M3 is the same thing they did to make the M3 CSL from the M3 (So would this be the M-M3?). It’s performance increase over the M3 is significant and quantifiable but utterly irrelevant. Tiff Needell of Brittan’s 5th Gear TV show once screamed, “I don’t care if it is faster! I just sounds faster!” as he plowed up through the gears. This car brought back the true spirit of “M.” Initially the M3 CSL had no radio, no AC, no leather, and was only available in SMG (which did perform better on the track). Comfort and convenience went out the window and performance was the sole focus, a feat last seen only in the first ever M3 (E30). Why the US never saw this masterpiece is beyond me. If BMW managed to get the M3 CSL here legally, it would have instantly sold out.
OK so we finally have the GT-R here, but we never saw this one. This was the first of the Skylines to really jump off the technological deep end. It was the first real-life video game. Like the Nissan GT-R we now have, this car could make even the most appalling drivers look like pros. Whatever mistake you made, the committee of on-board computers would make appropriate corrections by diverting power funds to the proper locations. This car could read your mind. Whatever you were trying to do, it somehow knew what you wanted and gave you more. Couple that to its estimated 350BHP turbocharged 2.6L in-line six and you had a car that was almost unstoppable. All of the advantages of front, rear and all-wheel drive were present with few of the disadvantages. As if this wasn’t enough, Nissan made the V-Spec Nur variant, which improved the already fantastic suspension and engine. In 2007, our prayer was finally answered. The successor to the R34 Skyline, the Nissan GT-R (R35) arrived in US showrooms and quickly sold out for more than MSRP. Just don’t try to import an R34, even through Florida; it just may end up crushed into tin cans when the Fed’s find out, and that my car enthusiast friends, is a crime against humanity.
The Type R badge is the rice rocket wet dream. Honda had great success with the Integra Type R in the US. Before the great crash of the auto industry, a used Integra Type R in good condition would cost you well over $20,000. However, no other Type R made it to the US. Hatchback-phobia again is the problem with the Civic Type R. Critics hailed this souped-up city runabout as the typical high revving torqueless go-cart we’ve all come to expect from Honda. Although the newer EP’s suspension was less advanced as its predecessors double wishbone, it handled as well as the best of its competition.
The US did get the hatchback Civic Si, an anemic version of the Civic Type R, but it was not nearly as successful as its sedan predecessor, which played a large roll in Honda’s decision not to introduce the Type R in the US. Like the BMW M3 CSL, the Type R does not simply represent higher performance numbers. It represents a huge worldwide following which some have dubbed a religion. Other cars that received the Type R treatment include the Accord and NSX. The removal of sound insulation and the addition of under-body aero lead the NSX Type R to nearly tie the Ferrari 360 Challenge Stradale’s lap time of the Nürburgring Nordschleife. Do not despair for there is good news for the Civic Type R in the US! A Type R sedan had been released in Japan with speculation that it might come Stateside. We’ll keep you posted.
Considered to be the world’s ultimate hot hatch, the Lancia Delta Integrale first hit Europe’s streets in1991. Many things we consider as ordinary features on most cars today were standard on this high performance model Delta. It had a 2.0L turbo four that churned 215HP and came with an advanced torsion AWD unit capable of sending power as need to wheels that had more traction with a distribution of almost 50:50 front to rear, perfect for lurid slides in the dirt. But the engine and drive train were relatively unchanged from it’s lesser Turbo HF leaving the only difference to the suspension. The Delta Integrale was wider and stiffer giving it better performance on and off road. (Yes I did say off road) It’s most distinguishing feature are the rally inspired light weight wheels and aggressive body kit resembling it’s rally counterpart. In 1993, computers were added to the cars brain which gave it variable ignition timing, less intrusive emission control, idle control (VW MkII fans will appreciate this), and boost control which reduced turbo lag. Emission laws again spoil our fun in the US and that inexplicable fear of hatches. However, look closely and you’ll find a few gray market imports lurking about. I spotted a black one in San Mateo, California just a few blocks from downtown.
The Imprezza 22B sold out just after it went on sale. It was in such high demand that it was rumored even the late Colin McRae had to pay for his. For those of you who are unfamiliar with this beast, Subaru decided to celebrate their 40th birthday and dominant 3rd title of World Rally Championship by making the 22B. Their driver, Colin McRae, was largely responsible for their success that year. Subaru claimed their car made 276BHP, the mandated limit for cars sold in Japan, but many have spun the dyno rollers at a higher number. Although it was based on the Imprezza chassis, the 22B was noticeably wider and was equipped with road clawing suspension, eye-popping brakes and a more aggressive AWD setup. The WRX Coupe R the common man’s 22B. It lacked the wide body and power but had equally aggressive suspension and had a detuned version of the 22B’s engine. Both cars had enough power to hurl themselves up against their top-gear rev limiter thanks to the short ratio differential. This made it the perfect weekend track warrior. Emission laws barred these mischievous siblings from the US.
The biggest criticism of American cars is the notion that they are undesirable. Well, here’s a very desirable one. Meet the Ford Focus RS. It’s a more powerful, more nimble Focus. Ford’s European design division came up with the internationally successful Focus and consequently entered it into WRC competition which was also driven by Colin McRae. Their tribute car came in the form of the Focus RS. Though not a huge departure from the standard Focus, the first RS was equipped with a 2.0L turbo four producing a modest 205 HP. Earlier this year, the second generation Focus RS hit European showrooms with a whopping 300+HP turbocharged five-cylinder from Volvo. The first generation Focus RS would have been a patriotic and unique alternative to the Japanese Evo’s and STI’s. More importantly it might have helped put the US automaker back on the map at home.
No, the year range is not a typo. This is one of Italy’s most quintessential cars. Its style and superior performance was everything that was Italian all in a compact aluminium shell with wheels. In Italy during the 60′s a gorgeous woman could be called “Abarthizzata.” Other than working it’s way into modern Italian vocabulary, the Abarth’s racing counterparts were successful in their classes which included touring cars. Early versions put out only a mere 27BHP while the later 850SS models were rated a almost 100BHP and were capable of reaching speeds close to 120MPH. Fiat has revived this model in Europe and has specifically announced its plans to bring the car to America. With its purchase of Chrysler, Fiat has perfect distribution method for the 500 Abarth. Just as BMW did with Mini, Fiat will sell the 500 through Chrysler dealerships.
We have yet another car inspired by rally racing; this one is from the Group B era. For those who don’t know, Group B era ended because the cars were too fast and too dangerous. So, Porsche decided to make a production version of the car that was too dangerous for racing drivers. This monstrosity gave new meaning to the word ridiculous. Remember, this car showed up in the mid 80′s and could time warp you to 60MPH in 3.7 seconds and to the quarter mile in 11.8 seconds. These figures were pure insanity in the 80′s. The only car to out accelerate the 959 was the famed McLaren F1, which showed up in the 90′s. Speed wasn’t the only thing it had. Style, reliability and handling were in equal abundance. The Porsche-Steuer Kupplung (PSK) AWD unit, the most advanced of its time, could direct 80% of available power to the rear when needed, the shocks could be adjusted electronically to various comfort and sport settings, it’s aerodynamics produced no lift which made it drivable at its top speed of almost 200MPH, and it sported super light weight magnesium alloy wheels which burn a blinding white when lit on fire. Porsche refused to send the US Department of Transportation the four 959s required for crash testing, so the car was never brought here by Porsche. However, since the “Show and Display” law, the car now meets crash test standards and can be fitted with emissions equipment to make the car legal in the US.
This is the great grandmother of all of Audi’s AWD cars. The Audi Sport Quattro housed the same AWD unit used in Audi’s legendary Group B rally car and has been handed down to all of Audi’s cars. Quattro is the pride of all Audi fans and it was the reason of the car’s dominance in Group B. The rally version eventually made well over 500BHP and is still one of the most powerful rally cars ever built. The production version made a modest 305BHP from a 2.1L in-line five. Even 17 years later, the Audi Sport Quattro could up keep up with the far more advanced Mitsubishi Lance Evolution VI. Only 224 were ever made and none were sent to the US, although gray market cars have been spotted. Emission laws again prove to be a thorn in the side of many automakers attempting to bring cars into the US.
Yet another feather-weight rally inspired hot hatch that never saw the Red, White, and Blue. This car is like a baby Skyline GT-R. It had similar AWD unit and an exclusive turbo-charged engine with 2 less cylinders and 1 liter less displacement. Other goodies included a snazzy body kit, sporty suspension, and big brakes. This car was available in left hand drive but only made it as far as UK in its westward travels. It was very quick for its day and had a matching chassis making a great competitor to the Subaru WRX and Mitsubishi Lancer Evolution, but in a smaller, cuter package.
Nissan Skyline GT-R (R32) – It earned the nickname of ‘Godzilla’. An offspring of a concept car called MID-4, the Nissan Skyline GT-R production mirrored the Porsche 959 – except for the engine placement. In street form the car was nearly unbeatable. But in race form the GT-R was unbeatable, literally. It won all 29 races in the JTCC (Japan Touring Car Championships) from 1989-1993 and won the series title every year during that time. From 1991-1997, the car was undefeated in the N1 series in all 50 races. The car was so dominant in racing that the GT-R was given it’s own racing series, now known as (JGTC) Japan GT Car Series. Not only did the ‘Godzilla’ dominate the Japanese home market, but it killed the competition at the Nurburgring, the UK, and Australian racing circuits. In fact, the rumor is that the GT-R was squeezed out of the Australian race circuit.
Auto Union Type D – Born before Europe broke out in conflict yet again, the Type D was a fantastic improvement over the Type C. With new rules limiting engine size, the total output of the engine went down, but improvements in the suspension and the chassis slightly tamed the monster that was the Type C. In the era of high horsepower, low grip, and knife in the back handling, the Type D was a valiant effort by the company that went on to become Audi. Driven to success by Tazio Nuvolari after the tragic death of Bernd Rosemeyer, and through various team upsets, the Type D represented what a team could accomplish when they were blood thirsty to win. Hard to master, but incredibly fast, this mid engined car set lap records that were in place long after the cars disappeared behind the Iron Curtain after WWII.
Audi Sport Quattro – This monster was created to smash all contenders in the short lived Group B Rally. Driven hard by Walter Röhrl before the FIA took the axe to the overpowered and accident prone Group B cars, this car literally dominated the rally scene for the few shorts years it was allowed to. It took a few years for other manufactures to emulate Audi, as RWD not AWD was the norm at the time. Being able to reliably put down the close to 600 HP the later versions produced made this one hard car to catch, even with the tough competition.
Porsche 917K – Before modern times of anti-stall, traction control, and computer controlled everything, the 917K delivered a well earned first win at the 24 hours of Le Mans to Porsche. After a disappointing showing by the unstable 917 in 1969, the car was modified with a shorter tail to produce downforce instead of lift. Having finally solved the stability issues, the 917 went on to set the standard for the series. Setting total distance records that stand in modern times at 3,107.7 on the Circuit de la Sarthe, this was a car to be feared at the track. While later versions had more power, and even went faster down the Mulsanne Straight, the 917K was the first version to make the competition shake in their driving suits.
McLaren-Mercedes MP4/13 – In an attempt to slow the cars down further, the FIA mandated grooved tires in the 1998 F1 season. Fighting for traction, the new tires were not well liked, caused an immense amount of frustration, but one team had the car to best adapt. Edging out the genetic mutant that we call Shuey, Mika Häkkinen earned the Drivers Championship, while McLaren-Mercedes easily won the Constructors Championship. Fighting off a frustrated Ferrari, the MP4/13 was questioned and reviewed for it’s different braking system, and it was found out that it was using the brakes similar to a modern hybrid. Converting kinetic energy to electrical energy stored in batteries, the MP4/13 could give itself a close to 40HP boost for a limited time. This long wheel base McLaren had a few teething problems, but was a huge advance for McLaren’s record in the 1990′s.
Mercerdes 300SL W194 – Nicknamed the ‘Gull Wing’, this was the first car to use direct fuel injection into its 6 cylinders, although the race version was carburated. The race version of the same vehicle, to the tune of approximately 230hp, won numerous overall victories at the 24 hour of Le Mans endurance race, and recorded 2nd and 4th place finishes in its first race, the Mille Miglia in Italy. The ‘Gull Wing’ was so well designed that ex-factory Mercedes racing driver John Fitch drove it in an attempt to set a land speed record at the Bonneville Salt Flats in 2005. It was also recently voted as ‘the Car of the Century’.
Ford Sierra Cosworth – From BTCC, DTM, Group N Rally, to a host of others, this little hatch took on the world. Inspired off a rather uninspiring small car, the project of Stuart Turner looked to exploit this little RWD car and imprint Ford’s name back into racing. By adding a aircraft carrier sized dual-rear wing, the lift generated by the hatchback was negated, and instead pushed the rear wheels to the ground at speed. Short wheelbase, high HP, and plenty of venues in which to compete, 1980′s race tracks were crammed with these cars. The rules required the car to be homologated, and soon tarted up Sierras were seen across Europe.
Ford GT40 – Built at the request of an enraged Henry Ford II, the GT40 teethed for a little before dominating at Le Mans. Ford was upset due to a failed acquisition of Ferrari, and shot Enzo between the eyes by building a better racecar than the men from Modena could muster. Destroying the competition in 1966, the GT40′s scored a 1-2-3 finish, proving their Lola sourced chassis and 427ci engine was a force to be reckoned with. Combining great looks, immense power, and handling poise, the GT40 was the perfect slap in the face Ferrari deserved. Thousands of replicas later, and remade by Ford in 2003, the GT40 can turn heads on the road or track to this day.
Jaguar D-Type – Borrowing a ton of technology from aircraft industry, the D-Type took full advantage of Malcolm Sayer’s aerodynamic expertise. Combining disk brakes (first seen on the C-Type predecessor), a monocoque chassis, fuel bladders and a wind tunnel tested design, Jaguar was attacking Le Mans for all it was worth. Down on power against the Ferraris, the D-Type used it’s slippery shape and fantastic brakes to edge forward. While the factory cars always seemed to be plagued by misfortune, the simplicity of the D-Type ensured that many private entries were around to take up the slack. An impressive racing history combined with an advanced yet simple chassis, the D-Type was the car to beat for many years in the 1950′s.
Lotus-Ford 72 – The forefather to the F1 cars of today. A ground breaking shape that was emulated quickly, the 72 surged ahead of the pack, and revolutionized the F1 world. Inboard brakes to save unsprung weight, sidepod mounted radiators, and exotic (if quirky) suspension allowed this Ford powered car to set a blistering pace. Accomplished as being one of the most recognizable of the 1970′s F1 cars, this wedge went on to run in almost 6 complete seasons before a worthy replacement was introduced. Either in the Gold Leaf livery, or Black on Gold, the John Player Special 72′s went on to score many wins, and raised the bar for what made an F1 car competitive. The top mounted airbox that gives the engine the benefit of ram air was introduced on the 72, and quickly became the standard in F1.
Datsun Z/ZX – The 240Z was originally named ‘Fairlady Z’, after the Broadway’s ‘My Fairlady’ play. But at the race track, there was nothing lady about the Z. It is probably the most decorated car in SCCA history. The Z won from 1970-1979 and 1984 in the production C class, and for a good measure the same car won again in 1986 in the GT2 class (by the son of a driver of one of the original Z’s). It was also piloted by some of the most famous American drivers such as Johnny Morton, Paul Newman, and Steve Millen (of Stillen).
Audi R10 – A revolution in endurance racing, the Audi R10 TDI was the first truly successful diesel vehicle to compete. Released as a concept in 2005 with a 5.5 liter twin-turbo V-12 diesel, the R10 won both the 12 hours of Sebring and the 24 hours of Le Mans in its first full race season. Between 2006 and 2008, the R10 racked up 3 consecutive 24 hours of Le Mans victories in the LMP1 category and overall. Not only did it win 3 years in a row but the R10 also took over the podium with many 1-2 finishes, leaving other manufacturers like Peugeot to dream about the victory. Case in point, in the 2008 Le Mans, after a rare mechanical problem, the Audi fell a good 45 minutes behind the Peugeot 908, only to come back to win by a margin of 4 minutes in the late stages of the race. The dominant force in endurance racing since its inception, it is being used as the base for its replacement, the 2009 Audi R15 racecar.
Suzuki Escudo – Anyone who has played Gran Turismo 2 or 3 knows this baby. With a 2.0L V6 cranking out an astonishing 985HP, this boosted beast was made for one purpose: climb Pikes Peak. While the newer XL7 may hold the current climb record, you’d be hard pressed to ask a car enthusiast what an Escudo is without them bringing up this horrifying car. With the wing area that rivals most small aircraft, more power than an F1 car, and a purpose built mid engine, AWD chassis, this car really took full advantage of the “Unlimited Class” in the Race to the Clouds.
Saturn SL/SC – An upstart company, in the mid-80′s, had a vision of affordable cars with customer service that rivaled luxury brands. GM incubated this new startup carmaker, and when they couldn’t sustain itself, GM took over the operation. By creating cheap (if not mediocre) cars with no haggle pricing and great customer service, Saturn hit a home run. While the brand is dead today, there is no debate that these inexpensive cars with their plastic dent resistant panels represented a huge leap forward from GM. It’s not uncommon for these little guys to run abused past the 200k mile mark, and keep on chugging, proving that America can do cheap and reliable, just like their rivals from across the Pacific.
Lexus LS 400 – Toyota took a cue from Honda, who created the Acura brand to market its upper class vehicles. The formula was simple: take what the Germans do best, and shove it back in their smug faces. Who thought a brand known for making fun little tin cans could whip up a hyper luxury car that could offer more than an S-Class or 7 Series? They did that and more, all while undercutting their price point. Known for stone cold reliability (something that began to elude the Germans in the 90′s), it’s common to see neglected LS 400′s still running around, hundreds of thousands of miles behind their bald tires. It’s a fair bet to make that there is still some money left in their owners’ wallets.
Porsche Boxster – The Boxster was the car that Porsche has been wanting to create for 30 years. It’s no secret that Porsche’s been trying to replace the fabled 911 for about 30+ years, with cars like 924, 928, and 944. They wanted to remain loyal to their purists, but needed to branch out and diversify their lineup. Offering awesome handling, precision steering, adequate power, and a open-top motoring experience, the Boxster was a hit. It was actually such an immense hit that Porsche actually decided to make all their cars resemble the looks of the Boxster (see the 996 and Cayenne). Without the Boxster, Porsche as we know would not exist today. The Boxster took a car company that was getting stale and perceived as a one-horse wonder, and made them relevant again.
Ford Explorer – While some kids might have been attacked by a T-Rex in one, this was the favorite kid hauler of the 1990′s. Too old to want a wagon, too hip to drive a mini van, Americans turned to the SUV. With promises about adventures off roading and camping, Ford sold more Explorers than expected. Sadly though, most of these lived only on paved roads, with the occasional dirt parking lot at a Spice Girls concert. In the 1990′s, if you were the hip Dad rocking out to Candlebox on the way to preschool, chances are you were driving an Explorer XLT or Eddie Bauer. Don’t let the Firestone debacle scare you (*cough cough bad drivers*), these were excellent trucks.
GM (Saturn) EV1 – The second Saturn vehicle on this list; strange ain’t it? The all-electric EV1 could be the car that started the downfall of GM. The Saturn EV1 showcased the American ingenuity and forward thinking. GM correctly marketed this vehicle as a Saturn, because in 1996, the Saturn brand was a ‘forward thinking’ company. Since the EV1 only could be leased, and not purchased, the demand was artificially deflated. The cancellation of the EV1 program is also highly controversial. The conspiracy theorists state that the GM brass decided they couldn’t profit from servicing these vehicles (no oil changes or tune-ups), basing their information from typical dealership service department hearsay. The arrogance and the greed of GM and its dealers killed the EV1. Soon after the death of EV1, the Prius took over as the halo ‘green car’ while GM was rolling in cash from selling SUVs and trucks.
Chevrolet Corvette (C5) – GM might have shot the interior out of a plastic shotgun full of various borrowed parts, but under all of the plastic, cheap leather and balsa wood is where this Corvette trounced all others behind it. With an obtainable entry price, unending power and torque from the LS1, and a T-56 transaxle to route the power, the C5 had the go fast bits ready. What really set this apart though, was the hydroformed chassis, which was an elegant solution to the complex frame design. No longer did the interior make noise like crickets finding each other in a hurricane, and no longer did your chassis flex your contact patch away mid corner. Predictable and high limit handling, with plenty of acceleration, you had to spend a lot more money back in the 1990′s to beat the C5′s performance in any regard.
VW New Beetle – The public as a whole buys cars on looks (well, Ramblers did sell…), and there is no smarter way to pack your showrooms than remake a car everyone loved. Since almost everyone has a fond story of a Beetle, it only made sense to fill showrooms with people who want to have another cute mobile. Whether or not the 2.slow engine was a boat anchor, or the interior had an aircraft carrier sized dashboard, this car simply made people smile, and remember their beloved cars of the past. Did you hear the last part Ford and Chrysler? That’s right, the formula is proven, people like retro cars, so feel free to make all the PT Cruisers and Mustang GT’s you want, with some retro Camaros and Challengers in there for good measure.
VW Jetta/Golf - These cars allowed journalists the ability to combine the term dash stroker and frugal in the same sentence. For years, fully grown men realize they have made it in life when the pure act of sitting inside their Lexus, BMW, Audi or Mercedes is just as fun as driving it. The quality of materials, the softness of the materials, the seamless stitching, and the plush headliners all add up to a tactile overload that shows the world you cashed in your Corolla, and now you commute with style! Well, along came the MkIV, and it threw a wrench the size and shape of a big yellow couch into the works. All of a sudden every kid with a cosigner could lease one, and extol the virtues of soft touch plastics to their lesser brethren just like their dear old dad can with his Bimmer. What this did for everyone else is set the standard high for what is expected out of a commuter, and dash strokers around the world rejoiced, as it’s pretty hard now to find a commuter car without a nice interior. Suddenly the economy car wasn’t the penalty box it used to be.
Nissan 300ZX Turbo (Z32) – Before the 1990 300ZX Turbo, Japanese sports cars were considered second class citizens. This Z car though, was low slung, wide, powerful, featured timeless design, and made a huge statement. It not only revitalized the Z fan-base, but it attracted a whole new clientele. Even people who didn’t necessarily like Japanese cars were inclined to give the Nissan at least a look or two. The Z had a twin turbo engine and a 4-wheel steering system, the two features that the Japanese rivals copied – the 3000GT, Supra Turbo, RX-7. Even GM felt the kick in the ass to make the next Corvette (C5) better, and the ‘Super GT’ class was born.
BMW 540i (E39) – While we wanted to cheat and put the M5 in here, and against the fact that it was delivered in the states in late 1999, the M5 truly is a 2000 model year. What spawned this monster of a car, with 400hp, a manual transmission, and an interior even a MkIV owner would drool on? It’s little brother, the 540i. The horsepower war in the family sedan segment had seemed to have stalled out in the late 1990′s, as BMW and Mercedes waited for one another to show their hand for their next ‘Bahn Stormer. In the mean time, nothing defined the perfect daily driver like a high HP, RWD, manual transmission BMW. Back when the looks were elegant and understated, when the interiors were not blistered with i-Drive humps, you could get a 155mph family hauler that was just at home in your daily commute as it was pounding your favorite back roads. Executives all over the world love their toys, and leasing a 540 in the 1990′s while your M5 was on order was the smartest way to keep your wife happy with a family hauler, while having all the fun you wanted on the side.
Hyundai Tiburon – Even after the introduction of the Tiburon in 1996, the general public thought of Hyundai as a cheap, junky cars. The boys in Seoul decided to make a stronger presence in the world. The only way to get any respect was to up its quality. Good thing, since the Mitsubishi owned Hyundai was finally able to stand on its own. The Tiburon replaced the Scoupe (which had a good track record of racing), and slowly reversed its shoddy image. They soon introduced the 10-year warranty, the third generation Sonata, and even Consumer Reports reliability ranking caught up to Honda’s level. The Tiburon was Hyundai’s halo car before the Genesis, and it signified the start of Hyundai’s 10+ year meteoric rise.
Nissan Maxima (A32) - The car itself wasn’t spectacular in any sense. It could be argued that this generation of Maxima almost made Nissan bankrupt. But this car is on the list for one thing, this stale-looking Japanese mid-size car can hit 0-60 in 6.5 seconds, all thanks to its engine. The mighty VQ30DE engine might be the most important engine in the last two decades. This V6 engine was developed for the German Touring Car Championship racing circuit, and was dropped into the American market Maxima. The race engine was super smooth, powerful, and extraordinarily light. Until the VQ30DE, the general thought was that the inline-6 engines were the way to go for smoothness and power (BMW and Toyota). Not only this engine made the list of many automotive publications’ top engine list, but found its way to just about every Nissan/Infiniti vehicle on the market today. It’s taken nearly two decades for the other manufacturers to catch up to the VQ.
AMG Hummer – Ever thought what it would be like to build a suspension from bridge girders, fire Stinger missiles from your roof, or lead an attack through the desert, all while getting 8mpg? If this was your fantasy back in the 90′s, this was the truck of choice. With the ability to maul unpaved roads like a Cougar at ladies night, nothing short of narrow trails stopped the H1. Loved by our favorite Terminator, hated now by anyone who hugs baby seals and loves mother earth, the H1 was a way to make a statement that you were a pure, unadulterated, bad ass. While it wasn’t quite 12 yards long, or two lanes wide, it was close to 65 tons of American Pride.