He drove an early 90s S-class from 211,000 miles to 295,000 miles (still going) starting in August of 2005. So far, his maintenance and repair costs have exceeded $58,000.
Date
Mileage
Description
Cost
Running total
Cost less paint
.
8/10/2005
211295
Balance and rotate tires
51.8
58541.89
48976.89
.
9/27/2005
213631
Washer level sensor
574.32
.
LF window switch
Miles covered
Cost per mile
.
Front pads
83439
0.586978391399705
.
Rear pads
.
Rear rotors
.
10/27/2005
214934
A svc, B svc, plugs, console wood, ball joonts, booster hose, alignment, front bumper replaced/paint, rear bumper paint
rr console window switch, oil, new p/s pump/hoses, master cyl to ABS hose, hood star
2226.47
.
12/28/2010
289768
oil, rot/bal tires, abs accumulator
2869.49
.
2/25/2011
292376
broken hose betw shutoff valve and switchover valve
152.89
.
4/18/2011
294363
lr seat belt, oil, frnt pads/rotors
1059.35
.
6/6/2011
294545
fuel
40.08
.
1/24/2012
294734
caps/rotors, smog, fuel
500.01
.
2/14/2012
295766
pse (dc motor replaced w/ 124 unit)
25
He claims that “practically everything” done to the car was DIY rather than paying a mechanic, except for oil changes, which leaves behind mostly parts and fluid costs.
He covered 83,439 miles over 6.5 years at a cost of about 59 cents per mile. Per year, that’s around $7,534 (excluding paint and body work).
He drove about 13,000 miles per year, which is on par with the annual mileage of most Americans (12k-15k).
That means that for every year of average mileage, it cost him $7,640.
That’s high, but consider that it’s an S-class, a top-level executive German sedan that achieved six-figure prices in the 1990s. Consider also that most luxury cars tend to cost $1000-$4000 per year to maintain, then factor in the mileage — this well-aged W140 now has just under 300,000 miles.
For most cars, maintenance costs for the first 100,000 miles are significantly cheaper than the second 100,000, and this S-class is on its third round. By 300,000 miles you’ve likely replaced everything but the doors and engine.
For comparison, my 2001 Cadillac Seville cost 80% less per mile to go from 109,000 to 149,000 miles. At around 180k it likely would have needed a head gasket and maybe some transmission service, but nothing bizarre like an entirely new wire harness — older German cars used soy-based insulation that degraded.
Some parts costs appear to be quite outrageous. It looks like he spent over $2500 for an ABS accumulator on 12/28/2010, a part I paid $80 for on my Saab. Even for the exotic 1995 BMW 8-series, a new German aftermarket accumulator (made by the OEM supplier) is only $400. For a late 90s Range Rover it’s $250 for an OEM part.
GenuineMercedesParts.com lists a W140 ABS accumulator for $1952 with an astronomical MSRP of $2690. Aftermarket units are available for under $500.
Alternatively, instead of driving and restoring his old car, he could have made monthly payments in the amount of $636 on a newer vehicle. In 2005, over 72 months, that would have bought him a new $45,000 luxury vehicle like an E320.
However, it wouldn’t have the six-figure prestige and timelessness of an older W140, nor would it have the comfort, power, and space. For those who keep and preserve their cars forever, Mercedes-Benz continues to stock and supply parts for cars going back decades, though they come at a cost.
For most Americans, $7000 per year is almost a sixth of their personal annual income. For the German auto enthusiast with money to burn, it’s a drop in the bucket for a car that would have cost 2-3 times more to buy new. Unfortunately, some of these old luxury cars depreciate to a point where they end up at buy-here-pay-here lots in low-income neighborhoods. Some poor sucker will choose one over a used Corolla, not knowing what he’s gotten into.
Such is the life cycle of an old Mercedes.
The next time your old Nissan Maxima needs a radiator for an “outrageous” $150, don’t feel so bad.
I don’t often root for Chevrolets. Growing up, I witnessed the Citation, Beretta, Chevette, Vega, and Cavalier. The impression left on my generation was one of malaise, contempt for the sucker customer, and an emphasis on slick marketing over sound engineering.
But times change. This is the age of the new Malibu, Camaro, Cruze, Traverse, and most importantly, the Volt.
Myth #1: The Volt is an “Obama” car.
The Volt was conceived and developed several years before GM’s bankruptcy on a paper napkin in Bob Lutz’s office. Though President Obama wrongly takes credit for bailing out GM, the Volt was not created by Democrats or the Obama administration. The bailout itself (with which I have several practical and ideological disagreements) was initiated and conceived during Bush’s final months in office, then carried out by the Obama administration.
Additionally, prior to GM’s bankruptcy, Democrats and members of the mass media unfairly maligned General Motors for being “anti-green” despite Chevrolet’s fleet being more fuel efficient than Toyota’s. It seems contradictory for Democrats to call themselves GM’s saviors and champions when they spent years maliciously and unfairly trashing Detroit.
Republicans, meanwhile, have turned the Volt into a political football, with commentators like Rush Limbaugh exaggerating its flaws and blaming the president for backing the company and vehicle. It’s quite a change from decades of history when Chevrolet was a brand favored by blue-collar conservatives in middle America. Is “Joe the Plumber” going to buy a Nissan now?
Myth #2: The Volt is a fire hazard.
After a crash test, the NHTSA left the volt upside down in a yard with its batteries still installed. After two weeks of being left that way, the Volt’s battery cooling fluid found its way into the cells which then caught fire. GM issued a safety recall but realistically, there was no hazard at all to the driver. NHTSA drains gasoline from its vehicles before impact but neglects to do the same with batteries prior to crash testing.
Unless you routinely park wrecked electric cars upside down in your garage for weeks at a time, this is not a concern.
Republicans and electric car detractors in the media used this incident as a reason to deem the Volt unsafe despite its 5-star safety score.
Myth #3: The Volt leaves you stranded after 40 miles.
Fox News Channel’s Eric Bolling received a Volt for evaluation and criticized its 26-mile electric range.
A member of the Fox panel goes on to say “I’d rather rolling skate through the Lincoln Tunnel than break down.”
She was clearly wrong — the Volt does not “break down” after it depletes its battery pack.
Bolling himself said that after 26 miles the car switched to gasoline power, though that isn’t entirely accurate either. The car continues to be propelled by its electric motor while the gas engine comes on to serve as an electrical generator at city speeds, maintaining a steady RPM until the fuel tank is empty, typically after about 250-300 miles.
Myth #4: The Volt costs $40,000, outrageous for an economy car.
True and false. The sticker price is $39,145 but federal incentives bring the final cost down by $7500. Some states offer additional credits and Californians can apply for single-occupant HOV lane access.
A GM lease program with $2499 due at signing is only $349 per month for three years, a total of $15,000. If you commuted daily with all-electric power (12,000 miles/year) and used only two tanks of gas per year, you could save approximately $4500 in gasoline at $4 per gallon, including the cost of electricity. Chevy Volt’s three-year operating cost not including maintenance: $15000 + $500 gas = $15,500
For this to be cost-effective, the Volt would have to be an alternative to another leased vehicle.
An Infiniti G25 sedan can be leased for $299/mo with $3298 down. Over a 39 month lease term, that’s also about $15,000. You would gain a nicer interior and achieve 20/29 mpg city/highway. The Volt, without charging at all, is still capable of 37 mpg. The G25 may average around 25mpg in combined driving. Let’s assume a typical 12,000 miles a year and $4 per gallon of gasoline. Infiniti G25’s three-year operating cost not including maintenance: $15000 + $6000 gas = $21,000
The Volt is expensive up front but over time it does reduce oil consumption. Of course, compared to a low-cost traditional economical car like the Chevy Cruze, the Volt can’t compare on total ownership costs, at which point it becomes more of a luxury tech novelty than a practical vehicle for most Americans.
The Volt is a tough sell as bargain-basement transportation, but it certainly isn’t as expensive to the consumer as it initially appears and its features and technologies justify most of the price tag. Unfortunately, some of its cost savings are charged to us, the American taxpayers, by the force of the federal government, and those savings may not be permanent depending on future legislation. As a free-market libertarian, it rubs me the wrong way.
The truth, for this myth, is in the middle.
GM certainly deserves blame for the Volt’s souring image. Advertisements like this assume a level of idiocy among consumers: Fast Tube by Casper
Additonally, the Volt’s access to California’s HOV lanes was delayed by several months due to the lack of a low emissions package. It was a baffling decision by GM as hybrids tend to be sold first in California followed by the other 49 states. California is, by far, America’s largest market for hybrid cars thanks to the state’s predictably mild weather (good for battery life), high fuel costs, and low-emission requirements for HOV access — essential in congested metro areas like Los Angeles. It was a botched launch in a critical market for alternative propulsion.
Only recently has GM offered 0% 60-month financing, a choice it should have made at the very beginning to move units and achieve scale savings for Voltec technology.
Additionally, Voltec should have been introduced in a Cadillac, not a Chevrolet, with upscale styling and a posh interior expected of a $40,000 car. With Chevrolet branding, consumers are inclined to make comparisons to the Cruze and Elantra rather than other luxury cars.
If Cadillac is GM’s flagship brand and Voltec is GM’s flagship technology, why not begin with a Cadillac ELR and later on, once savings are achieved, trickle the technology down to Chevy?
Marketing blunders and politics aside, the Volt is brilliant technology in a comfortable, quiet car that’s actually pleasing to drive.
Here’s a quick and dirty list of what’s new for Apple’s third-generation tablet:
1. Retina Display — Resolution high enough that your eyes can’t discern pixels from a foot away.
2. A5X Processor — A dual-core chip with quad-core graphics processing.
3. “iSight” 5-Megapixel Camera — 2040×1536 resolution. This was a serious weakness in iPad 2, and iPad 1 had no camera at all.
4.LTE 4G — For faster broadband performance.
5.1080p HD video recording
6.Haptic Feedback — Physical vibration feedback, similar to what’s found on some smartphones or Cadillac’s CUE system.
7. Dictation — Take voice memos or post messages without using the on-screen keyboard. This was previously available through third-party apps like Dragon Dictation.
8. Mobile Hotspot — Connect your iPad to as many as five devices with wifi, bluetooth, or USB to share its data connection.
What is NOT new or improved:
1. iOS 5.1 — Same as before.
2. Slightly thicker and heavier — 0.11 lbs additional heft
3. The name — Officially, the third iPad is not called iPad 3. It’s called “the new iPad.”
4. The price — Starts at $499
5. Battery life — Expect 8-10 hours just like before.
6. Front-facing Facetime camera
7. Size — Still 9.5 x 7.31 inches
8. Display size — 9.7 inches with no iPad Mini planned
9. Storage — Still 16, 32, or 64GB with no external card slot
The price of iPad 2 drops to $399.
Is it revolutionary? No, but the new iPad is quite evolved. Modern iOS, Blackberry, and Android tablets are more capable than ever, but I still find myself bringing my traditional IBM Thinkpad on longer trips.
Worthwhile alternatives: Blackberry Playbook
Asus Transformer Prime
Kindle Fire
Samsung Galaxy Tab
“Ballin’ on a budget,” as they say. Sure, you can afford used SL, but you can you really afford it?
The Mercedes SL500 with a glass panoramic roof was a hair under $90,000 in 1998. Adjusted for inflation, that’s almost $120,000 in 2012.
To finance such an expensive vehicle, as the previous owner did, let’s assume 60 months of payments at 3% interest. Monthly, that would be approximately $1600.
Assuming you’re the type who responsibly spends 25% or less of your monthly income on transportation, you’d need to earn $6400 per month to reasonably afford it, or $76,800 per year after taxes. That doesn’t include insurance or maintenance. Realistically, a six-figure income would be necessary to buy a near-six-figure luxury car new.
Fortunately, for those of us who bottom-feed on used vehicles, the sale price of this used 1998 SL500 with 97,000 miles was $10,000 out the door (not including sales tax, paid separately in Missouri). It was locally owned and locally serviced at Tri-Star Motors in Ellisville MO and based on the condition of the body it was likely never exposed to snow or road salt.
The only defect is a rainsense wiper sensor that was disconnected and not functioning (windshield glass was replaced years ago) and a hood that may have been painted at some point. Considering the exurban location of the dealer, its likely that the owner hit a small animal at some point. Nothing about the incident was noted on Carfax; it probably wasn’t serious enough to set off the air bag. Also, the power steering pump is starting to make a little bit of noise.
Tri-Star Mercedes-Benz was a pleasure to do business with, especially our saleswoman Jill, and the rest of the staff was patient, friendly, and honest. They helped with installing and removing the panoramic roof (not an easy task) for inspection and ‘waived’ the $200 dealer administration fee.
Now, let’s talk about the car.
Sure, someone earning $50,000, $40,000, or even $20,000 a year can afford to buy a used SL. At approximately $200 per month over five years or $10,000 cash, bringing home an old German sports car is easy. Keeping it on the road, however, is another matter.
For OEM parts, expect to spend 2-3 times as much as a typical luxury car, more than an E-class, as much as an S-class, and much more than any equivalent Cadillac, BMW, or Lexus.
A new OEM cooling fan and viscous clutch assembly, for example, will run you $450-$500. Compare that to one for a 1996 Infiniti Q45, which will run you about $200. Bear in mind that the Q45 when new was more than $30,000 cheaper than the SL500. Although there’s a wide aftermarket for most late-model Mercedes-Benzes, don’t expect the same level of longevity and quality. Putting the cheap stuff in your near-exotic collectible, unless absolutely necessary, seems a bit foolish if you intend to keep it.
As for labor costs, there’s no reason to take a used SL to the dealer. Most cities have a wide selection of European auto specialists who use OEM parts on request and can save 30-50% on most services. Many were founded by former dealer technicians, lending their expertise and taking the guesswork out of diagnostics. Larger shops sometimes carry modern diagnostic equipment specific to newer models.
Even with the cost savings of an independent shop, you can expect to spend $2,000 per year or more (especially if the vehicle was neglected) on worn accessories, fluids, and other repairs. If that’s too much to swallow, don’t buy an SL. Look for one with a service history or you may be forced to pay for the neglect of past owners.
So, is it worth the trouble and expense?
Absolutely.
For anyone who values heritage, prestige, comfort, performance, and beauty, the SL is unmatched. Jaguar’s curvy XK8, introduced in the late 90s, took a stab at the luxury convertible market, but its aging structure and reputation for poor reliability (although Jaguar had improved dramatically by then) relegated it to second-tier status. It did, however, offer four seats and lower ownership costs.
Cadillac’s Italian-bodied Allante was discontinued by 1993 and BMW’s topless offerings included the Z3 and 3-series, both significantly cheaper and less luxurious than the SL. The exotic BMW Z8 was a limited-production model introduced in 1999 with a price hovering around $130k, 40 grand more than the SL500. The Z8’s handling was described by Top Gear’s Jeremy Clarkson as “terrible.”
It’s no wonder, then, that the SL has remained a sales leader for decades. The third-generation “R107” chassis had a 17-year production run from 1972-1989 and enjoyed a popularity boost in its final decade thanks to the abandonment of convertibles by American manufacturers and the economic boom of the Reagan era.
The Sacco look, maintained across the brand’s entire lineup, incorporated tall and rectangular headlamps, flared wheel arches, tall horizontal grilles, horizontally slatted tail lights, limited brightwork, and large greenhouses. Introduced on the W124 sedan in 1986, this upright, Teutonic look was maintained through 2002, the final production year of the fourth-generation SL roadster.
Even after more than two decades, the R129’s balanced styling looks modern, stately, and pleasingly restrained. As modern cars incorporate bizarre swoops, slashes, and bulges, the R129’s quiet confidence looks better with time.
THE DRIVE
The fourth-gen SL does feel like a car from another era, though certainly not in a negative way. The slow throttle tip-in is a distinct reminder of Mercedes-Benzes from the 1980s, with long pedal travel until the throttle plate finally opens. Brakes demonstrate the same characteristic with long pedal travel followed by the sudden grab of four-wheel discs. The pedal sensitivity of Japanese cars has influenced the way modern European and American cars feel, so it takes a couple miles of adjustment to get your hands and feet acquainted.
The SL wants to be driven with focus and intent — accelerate like you mean it, brake like you intend to.
On the other hand, it cruises much like the W140 S-class as it glides around town with quiet civility. The 318hp V8 maintains a gentle hum until called to action, at which point it roars like a Messerschmitt Bf 109, and the suspension remains sports car firm but entirely comfortable, smoothing away the harshest edges of surface imperfections.
On-center steering feel is somewhat vague with a large-diameter wheel that seems more suited to a sedan than a roadster. Once in motion, turn-in is admirably crisp and the car responds with unexpected agility for an absurdly heavy 4200-lb two-seater.
Refinement is impressive and, unlike most convertibles, cowl shake is non-existent. It seems that most of the additional weight went into ensuring structural rigidity.
INSIDE
The interior shares the same appearance and layout as the S-class except everything is reduced to 3/4 scale. Inside the center console lid are two useable cup holders with a sliding divider to increase storage space. Later R107s (1996+) have digital climate controls, digital odometers, side airbags, rain sensing wipers, and standard Xenon headlamps.
The factory cassette stereo looks like the basic Becker head units from years past except for the addition of Bose speakers, amps, and a subwoofer installed just behind the driver’s seat. Bass is distributed throughout the cabin by a plastic tube designed to maximize audio performance when the top is open.
Audio reproduction is truly outstanding, providing, dare I say, magical levels of clarity, spaciousness, and accuracy for an automobile. The total absence of interior squeaks and rattles contributes to the Bose system’s sense of aesthetic cleanliness.
That’s the greatest amount of praise I’ve ever given to a car audio system, much less one bearing the infamous Bose name.
Plush carpeting rises up to the knee boards, adding a level of cushiness to a tightly assembled and well-padded interior. Everything inside is traditional Mercedes-Benz, right down to the antiquated stalk used for setting cruise control.
The fixed lumbar position is a bit too low for my back, but power-adjustable seating and tilt/telescoping steering make it easy enough to find a reasonably comfortable cruising position. Forward and backward seat travel is limited. To compensate, when you put the seat back down, the seat bottom automatically moves forward and vice versa.
Ingress and egress can be a bit of a challenge thanks to the low floor and long doors, but its worth enduring for the long, low look.
When I step out of this car I find myself turning my head, staring and adoring it for as long as possible as I walk away longingly. It’s absolutely breathtaking.
THE ROOF
This SL was originally equipped with a panoramic roof (not pictured), an $8000 option according to the original window sticker. With the top closed, the all-glass roof turns the interior into a virtual aquarium, allowing sunlight to brighten the interior and create a sense of space in an otherwise intimate cabin.
Unfortunately, installing or removing the glass roof requires the attention of two careful people. From inside the car, you pull a switch to release the latches. Then, you and another person lifts the roof and places it on a flimsy stand. (SL owners are presumed to have garages with additional storage space.) The motorized soft top can then be raised.
With the soft top up, the roof looks a bit awkward due to a three-piece vinyl rear window. Mercedes engineers chose this design for safety, to help eliminate rear blind spots that convertibles typically suffer from. The vinyl windows, unfortunately, are prone to cracks and creases over time.
A motorized reinforcement hoop swings up in the event of a rollover, or it can be manually raised.
My advice: If you can’t stomach the maintenance costs of an older SL, get a Camry. This isn’t a car for $30k-millionaire posers. It’s a luxury-performance vehicle and a significant piece of motoring history for those with the means to maintain them.
Here’s some driving footage from a guy on Youtube: Fast Tube by Casper
RATINGS:
Powertrain: 10/10 — Racy, responsive, and robust. The 5-speed automatic shifts promptly and undramatically while the M119 318hp V8 delivers gutsy and assertive mid-range to high-end power. 0-60 can be achieved in just under 6 seconds, crossing the quarter-mile in 14.3 seconds.
Braking: 8/10 — There’s too much pedal travel before the brakes finally bite, and once they bite they can be slightly spongy. Stopping power, at least, is impressive.
Steering/Handling: 7/10 – On-center steering feel is a bit vague. The wheel seems large for a sporty car and the stalk-mounted cruise control functions are dated and awkward. Around corners, the SL is noticeably heavy but remains flat and level while offering plenty of grip. This car’s primary role is high-speed cruising but when pushed it rewards the driver with surprising performance.
Audio/Accessories: 10/10 — The climate controls are a bit confusing at first. To activate the top-center vents you have to push the blue or red button for cold or hot air.
The Bose sound system is nothing short of incredible, producing crystal clear highs, a natural midrange, and tight bass that’s balanced and powerful without being muddy or boomy.
Automatic headlights are strangely absent, but at least for this model year Xenons are standard.
Interior: 10/10 — Ergonomically, except for the cruise control stalk, the SL’s interior follows tradition. Everything is logically and intelligently placed. Materials feel substantial and very expensive. The atmosphere is business-like with limited wood trim adorning the center stack. The rest is a mix of beige, dark grey, and taupe.
And then there’s that wonderful smell found only in a Mercedes-Benz. It’s a rich, expensive scent that goes straight to the pleasure center of your brain.
Comfort: 8.5/10 – Heavy side bolsters and adjustable lumbar support make long journeys easy. Automatic climate controls work exceptionally well with typical Honda logic and ergonomics. The lumbar position is a bit awkward as are ingress and egress.
The cabin is wide enough to avoid touching the person next to you and once seated, sight lines are wide and clear.
Quality/Reliability: 6/10 — Plastic tubes that feed oil to the top of the motor are prone to cracking and breaking after 10 years or 100,000 miles — a non-fatal but annoying issue that causes top-end ticking. Plastic timing chain guides can break, a rare problem that costs $2000-$3000 to repair. The 5-speed automatic is faultless except for speed sensor connectors that are prone to leaking. A bad AC evaporator requires the dashboard to be removed for replacement. Anything routine, like fans, water pumps, and other accessories can be quite expensive for anyone without the income to pay for repairs.
These are typically issues that come with warning lights and noises, unlikely to leave you stranded.
Build quality, however, is outstanding. The body, paint, and interiors will survive a tornado.
Overall Value: 9/10 — This is as close as you’ll get to what the 1% drive without spending six figures.
VERDICT: If you have 10-15 grand to buy the car, be prepared to set aside at least 2 grand each year for repairs. This applies not only to the SL but to most luxury cars at the 100,000-mile point, even some Lexuses and Infinitis. Think carefully before buying one and set your expectations properly. Join a forum like BenzWorld and find a trustworthy local specialist.
If you’re trying to decide between a used SL and a Kia Rio for daily transportation, I suggest getting the Kia. However, if you’re a classic auto enthusiast with the stomach for high costs and an appreciation for design and engineering excellence, then strongly consider one.
When you want the absolute best, only the best will do.
For years rumors have hinted at Nissan’s revival of the legendary Datsun brand for a line of sporty cars, but don’t get too excited about a new 240Z, 510 Bluebird, or 1600 Roadster. According to Nikkei, a Japanese business publication, Nissan intends to use Datsun for entry-level cars sold in emerging markets.
Plans are to sell microcars and subcompacts to India, Indonesia, and Russia for under $7000 per unit at annual volumes near 300,000.
Nissan did not confirm the information.
Some enthusiasts, especially the growing legions of Datsun restorers, may be concerned about the brand’s application to crude, third-world transportation, tarnishing a positive image maintained by avid collectors. Heritage is, importantly, a major component of classic car appeal and resale value.
However, in the latter years of Datsun’s history, a few duds reached American shores, most of which suffered from severe corrosion.
While Datsun powertrains lasted forever, the cars disintegrated into piles of orange dust, especially in the midwest where value-minded buyers purchased thousands of fuel-efficient Datsuns in response to OPEC’s 1973 oil embargo.
As a child, I recall my parents owning two Datsuns, a B210 hatchback and a pickup truck. The B210’s floors were so badly corroded that when my dad drove over a pool or puddle of water, it splashed up into the passenger seat footwell and soaked the interior (and drenched the poor sap who was sitting there, usually my mom). Eventually, as our immigrant family worked our way out of poverty, the decrepit Datsuns were traded for brand new Nissans.
In 1997, the 1988 Sentra we purchased brand new a decade earlier was handed down to me from my mother, becoming my first (and to date, least favorite) car. Eventually, I graduated to a Nissan Maxima and an Infiniti Q45, two of the best cars I’ve ever owned, and my mom recently took home a 2011 Infiniti QX56.
Datsuns exported to the United States achieved 30-40mpg at a time when most American cars were averaging less than 15mpg. Detroit struggled to respond to spikes in fuel crises, transferring development resources to smaller, more fuel-efficient vehicles while [delightfully] obscene land barges like the 7mpg Lincoln Mark V began piling up on dealer lots.
Hasty development times and new technologies resulted in mixed quality control with cars like the Chevy Vega debuting with cooling system, assembly, and corrosion problems. GM was so eager to build these cars and toss them out the door that paint sometimes had drip marks, screws were missing, and dealers were frequently burdened with the task of properly completing or redoing bumper and interior assembly.
Ford, GM, and Chrysler lost entire generations of customers as a result, opening the door to Honda, Toyota, and Datsun/Nissan’s rapid growth and eventual domination of the marketplace.
So, that’s the Datsun story as it applies to America and the downfall of Detroit.
Today’s Datsun will be replacing rickshaws in Asia.
Allow me to take a crack at this soothsaying thing.
Toyota and its legions of Prius owners want us to believe that soulless, potato-shaped hybrids are the future of motoring. They envision a world where muscular V8s are relegated to history with the rise of electrification and bold, expressive styling takes a back seat to aerodynamic imperatives.
Those of us who burn dead dinosaurs for personal pleasure will finally see the light of day, they say, and make mature, practical transportation choices for the betterment of the universe.
Bear in mind that it isn’t hybrid technology that I object to as I favor the development of alternative propulsion and find much to appreciate in the Chevy Volt, first-generation Honda Insight, and Tesla Roadster. The thorn in my side is the rise in popularity of the Toyota Prius, a soulless, cleansed appliance that offers no rewards in handling, styling, or refinement. It manages to be both innocuous and pious as well as politically correct.
If that’s the future, kill me now.
My expectation over the next five to ten decades, as more of the population moves into metropolitan centers in search of greater opportunities, is that public transportation will finally become convenient, practical, and appealing. No longer will city centers be clogged with busses filled with addicts and felons.
The unwashed masses who believe driving is such a burden (boo hoo) will eventually abandon their Priuses and Camrys in favor of a new system — it could be light rail, personal mobility tubes, or self-driven magic pods that fart rainbows and unicorns. (This is my vision so I get to imagine it however I want.)
I envision it to be something like this, where you attach your personal pod to a carrier network that drags your fat, lazy, car-hating ass around town:
(Amusingly, I found this photo at treehugger.com.)
The result will be leftover surface road networks used mostly by semi trucks, rural people, and auto enthusiasts. The selfish, distracted metropolitan commuter will become a relic of the past and accident fatalities will accordingly drop.
This unfortunately means the auto industry as we know it could disappear. In its place will be smaller manufacturers of leisure off-roaders and sports cars for the handful of remaining people who prefer driving to being driven.
On a positive note, less public interest in driving could mean fewer regulations on safety and emissions and more freedom to build and design cars that represent the 20% — the portion of the car buying public classified as auto enthusiasts. For this group, motoring pleasure is paramount and vehicle design could once again emphasize emotion over efficiency and practicality.
Unfortunately, until this magical utopia arrives, conditions will worsen as traffic density rises and municipalities cut back on infrastructure development.
For now, I can dream about rainbow-farting pods filled with asshole commuters.
In September 2009, Sergeant Brad Thoma rear-ended a woman in Spokane, Washington while under the influence. He left the scene of the accident. Because the woman he hit was not injured, she and another witness were able to follow him and report the accident. Sergeant Thoma was arrested, cited for DUI, and released, placed on paid leave. He was driving his truck and not on duty at the time.
He had a blood-alcohol level of .171, double the legal limit of .080. The hit and run was dismissed and he was given the option to defer prosecution for the DUI if he completed a program.
The controversy:
Thoma was ordered by Chief Kirkpatrick to use an ignition interlock device while operating city vehicles in order to remain employed. He refused the offer and was fired.
Thoma then hired a lawyer and filed a complaint with the Washington State Human Rights Commission who mediated the case. As part of a settlement agreement, he was offered a job as a detective, a slight demotion from sergeant (from $91,000/yr to $80,000/yr) as well as $275,000 of back pay and $15,000 to pay his attorney. All of this was at the city’s expense.
Thoma’s attorney, Bob Dunn, claimed his alcoholism was a disability caused by stress on the job and drew comparisons to epilepsy. The city claimed they were unaware of any evidence that he was an alcoholic.
The Spokane city council unanimously rejected the settlement agreement on February 27, 2012, citing flaws in Washington state’s labor laws. Mayor David Condon, however, has signed it, claiming it protects the city from further litigation.
Thoma’s lawyer has threatened to sue for $4 million if the council does not approve the settlement by Wednesday.
So there you have it. A cop drove drunk, fled the scene, got fired, and has threatened to sue the city.
Character and uniqueness aren’t the exclusive domain of now-defunct Saab. Large auto manufacturers tend to be risk-averse, preferring the marketability of proven designs like midsize sedans, crossovers, and SUVs, but a few have defied convention.
Quirky cars demonstrate unconventional design and engineering traits but “quirky” doesn’t necessarily mean “good.” Keep that in mind as you peruse this short list of oddballs.
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Nissan Cube
The Cube stands out with its blocky profile, asymmetrical rear glass, and strange interior adorned with a shag mat and puddle-inspired roof. Unfortunately, its wheezy 4-cylinder CVT powertrain and sensitivity to crosswinds detracts from its enjoyability. It is, at least, quite cavernous inside, versatile and immensely practical.
Unfortunately for Nissan, sales of the much-hyped Cube have slowed to a trickle in the United States.
Four doors, auto-engaging all-wheel drive, and 50mpg — it sounds like a concept for some kind of hybrid Jeep, but it isn’t. Fiat calls its petite 1900lb box the “Panda,” a delightfully contradictory name for a diminutive urban runabout. Thanks to its generous ground clearance, short overhangs, and short wheelbase, the Panda is an economy car with impressive capability in foul weather, even in light mud.
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Renault Megane
The 2002-2008 Megane (pronounced Meg-Ann) carries a distinctive shell that could only come from a French automaker. The C-pillar forms a sharp, almost 90-degree angle interrupted by a rear overhang that juts outward from underneath the rear glass. It’s design for design’s sake, unimpeded by the practicalities of cargo capacity and aerodynamics.
Top Gear’s Richard Hammond calls it “cutting edge cool.”
Unfortunately, the third-generation Megane pictured below loses its crisp, artful styling in favor of an aerodynamic shape that’s similar to the new Ford Focus.
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Saturn S-Series
At GM, the only brand with a more loyal following than Oldsmobile was Saturn. Launched in the early 90s, the S-series was a glimpse of a plastic future. The darkened pillars and shark-like nose were awkward, yet appealing to people who appreciated the car’s dependability, frugality, and dent resistance. In the photo below, this 16 year old S-series has completely spotless doors and fenders, free of rust and shopping cart bruises.
It even had its own unique platform, bucking the trend at late 80s/early 90s GM when vehicle architectures and designs were shamelessly whored out from Chevrolet on up to Cadillac (remember the Cavalier-based Cimarron?). It was a crude practice disgracefully known as “badge engineering.”
The SL’s ergonomically friendly interiors were made of durable but hard plastic, lacking the fitment and refinement of the same-year Honda Civic, but they were a major step forward at GM for small cars. Unfortunately, the 1.9L I-4’s raucous engine intruded the cabin, loudly reminding drivers at every takeoff that they weren’t in a Cadillac.
In its early years, Saturn had thousands of dedicated fans who met annually at the Saturn plant in Spring Hill, TN to eat, meet, and interact with the people who designed and built their cars. Miraculously, stodgy General Motors found a way to cultivate a level of personal intimacy and loyalty with its customers that was unheard of in the auto industry. Saturn was, for a brief moment, the envy of Ford, Chrysler, and even Japan.
Unfortunately, Saturn’s successes were squandered. Service, sales, and manufacturing innovations were never applied to GM’s other divisions. The S-series trudged along for a decade with only a handful of cosmetic changes. When legions of happy customers were ready to upgrade to a larger car or SUV, GM was too little, too late with the introduction of the Vue and Aura. The plastic bodies were abandoned in favor of steel and Spring Hill started building Chevy Trailblazers. Saturn became yet another GM division, occupying an odd place between Chevrolet and Buick without the prestige of former Oldsmobile.
Ominously foreshadowing the decline of Saab and Pontiac, Saturn became a victim of corporate neglect and bureaucracy.
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Citroen 2CV
The fifth car on the list dates back to 1948 but remained in production through 1990, which qualifies it as being part of the modern era despite being otherwise completely antiquated. However, its long production run demonstrates the indefatigability of the 2CV’s original design.
(http://snail.s4.bizhat.com/snail-post-4719.html)
The intent behind the 2CV was to move France’s commoners and peasants out of horses and buggies and into automobiles like the rest of the developed world. To satisfy those needs, the 2CV had to be durable, practical, simple, and cheap. That practicality entailed carrying eggs across a field without cracking them, an achievement made possible by its unique independent suspension.
Here’s an example of the 2CV’s egg-carrying capabilities: Fast Tube by Casper
Windows flapped up instead of rolling to keep the doors thin, reduce weight, and reduce complexity. The attention to detail in the 2CV wasn’t in the panel fitment or paint quality, typical of how we evaluate modern cars. It was in the level of effort the designers went to in pursuit of simplification. Not one detail was overlooked.
To further improve reliability and simplify maintenance, the air-cooled 2CV was designed to operate without a distributor, radiator, thermostat, or water pump. The original flat-twin (two cylinder) 375cc engine produced nine horsepower. Displacement was eventually increased to 602cc with an output of 29hp, enough to move the 1200lb 2CV from 0-60 in half a minute. Lesser 2CVs were unable to exceed 45mph.
Seats were made of simple rods with hammock-like cushions draped over them, for easy care and quick manufacturing.
(http://snail.s4.bizhat.com/snail-post-4719.html)
The car’s flat steel side panels kept costs low and streamlined assembly. Despite ramping up production in the early 1950s, the 2CV was so popular that Citroen had a five-year waiting list.
They were noisy and poorly insulated, crude and agricultural, but they rode surprisingly well. Unfortunately, their lack of power made them quite unpopular in Germany and the United States, where highway networks were rapidly expanding.
This is a demonstration of its off-road capabilities: Fast Tube by Casper
Not surprisingly, Jeremy Clarkson hates it: Fast Tube by Casper
Like old Saabs, each of the 2CV’s glaring flaws are matched by one or two clever innovations, resulting in a quirky but practical car with more personality than a Jack Russell Terrier.
Of the five vehicles listed, I would own the Renault Megane or Citroen 2CV for their eye-catching designs and thoughtful engineering. Though the two cars are worlds apart in terms of technology, safety, performance, and modern day usability, both are standouts brimming with originality.
