tag:blogger.com,1999:blog-89920909476768256332024-03-16T11:53:11.983-07:00Roody's reviews, thoughts and ramblingsRoody's Reviews, Thoughts, and Ramblings is an automotive-focused blog intent on spreading automotive enthusiasm while simultaneously informing, entertaining, and (hopefully) inspiring. Content includes reviews, editorials, and photography, with subjects ranging from cars to quads to the art of driving...and everything in-between. Comments, questions, and criticism are more than welcome, and suggestions for an article/post will be happily accepted. Cheers!Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.comBlogger32125tag:blogger.com,1999:blog-8992090947676825633.post-52800693921685580232016-07-15T05:13:00.003-07:002016-07-15T05:13:28.660-07:00Now on Hooniverse...It's been a bit quiet around here lately. No posts since December, what gives? Good news time: I'm writing for Hooniverse! You can now read my reviews, thoughts, and ramblings at www.hooniverse.com along with that of many other great writers (and people, I might add). The page you're on now will be quiet henceforth but will remain here permanently (hopefully). Thank you to everyone who has read anything I've written, and make sure to check out Hooniverse for my pieces and other great automotive content. Cheers! -Ross<br />
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Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com1tag:blogger.com,1999:blog-8992090947676825633.post-57679321860040408382015-12-07T20:23:00.001-08:002015-12-07T20:23:34.042-08:00Rental Review: 2014 Chrysler 300<div>
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<a href="http://4.bp.blogspot.com/-al8n3rEm1C4/VmZOOpFUK4I/AAAAAAAAAu4/DqwU7t1ULGY/s1600/20151026_174517.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="360" src="http://4.bp.blogspot.com/-al8n3rEm1C4/VmZOOpFUK4I/AAAAAAAAAu4/DqwU7t1ULGY/s640/20151026_174517.jpg" width="640" /></a></div>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: large;"><b>Rental Review: 2014 Chrysler 300</b></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">Oft forgotten yet totally adequate, the
second generation Chrysler 300 is a fine cruiser that feels not
dissimilar to what one would expect two-thirds of a late model Lexus
LS to be. Though the styling is not nearly distinctive as it was in
its first iteration, the 300 still stands out in its price range as
one of the few remaining rear-wheel-drive, American-minded land
yachts that focuses on reasonably priced luxury and comfort and not
much else.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">Follow the jump to continue reading...</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">Outside, things are relatively good.
Subtle but identifiable, the design makes for a mature and reserved
appearance, moving upscale from the previous model's look-at-me
Rolls-Royce mockery. Especially in the current era of out-do the
next outrageous styling, there's a lot to say for clean lines and
grown-up good looks. But yet, the 300 blends in with most other
sedans. It's an unoffensive design, but it's not striking either.
That's not to say it isn't good looking, but the competition has
caught up to the car that once essentially had the public's undivided
attention in the looks department.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><a href="http://1.bp.blogspot.com/--E0iAnzkZWU/VmZPSq6OSQI/AAAAAAAAAxg/aXyA93lcbT0/s1600/20151027_114508.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="http://1.bp.blogspot.com/--E0iAnzkZWU/VmZPSq6OSQI/AAAAAAAAAxg/aXyA93lcbT0/s400/20151027_114508.jpg" width="400" /></a></span></div>
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<a href="http://2.bp.blogspot.com/-guaqQVLVzzI/VmZOevw9_HI/AAAAAAAAAvw/aOPaiVqsMd4/s1600/20151026_190533.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="http://2.bp.blogspot.com/-guaqQVLVzzI/VmZOevw9_HI/AAAAAAAAAvw/aOPaiVqsMd4/s320/20151026_190533.jpg" width="180" /></a><span style="font-family: Arial, Helvetica, sans-serif;">Interior styling as a whole is decent,
and understandably somewhat bland as this is a base model living the
rough fleet life. The highlight of the interior for me is the gauges
which have a cool, crisp Chrysler sort of feel to them, if that's a
thing. They're backed by a soothing blue glow that's clean, nice to
look at, and easy to read. If not second only to cruising ride
quality, a luxury car's seats are of utmost importance, and though
the 300's thrones have an almost entirely flat profile and zero
bolstering whatsoever, they're still plenty good. Though not the
couch-like, total comfort that is found in a Lexus, the seats do
easily meet cross-country road trip levels of comfort. A quick gripe
about the interior: in an age when premium cars are loaded with
exceedingly futuristic tech, the analog clock that sits atop the
300's dash seems entirely out of place and a step backwards in
design. I get that it's a hat tip to models of yore and that the
super-luxury, upmarket companies include this as well, but you don't
build class-leading cars by looking to the past. It might just be
time to move on from the analog clock.</span></div>
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<a href="http://2.bp.blogspot.com/-UT-LKBgTYO0/VmZPLDzBAbI/AAAAAAAAAxQ/uSrfo2aHOok/s1600/20151027_114419.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="http://2.bp.blogspot.com/-UT-LKBgTYO0/VmZPLDzBAbI/AAAAAAAAAxQ/uSrfo2aHOok/s320/20151027_114419.jpg" width="180" /></a><span style="font-family: Arial, Helvetica, sans-serif;">Unsurprisingly mostly option-free, my
rental 300 did have the always-great UConnect system sitting
dead-center. Strangely though, the screen is angled forward making
operation fairly awkward; it's verges on counter-intuitive and
contradicts the great placement of the identical screen in other FCA
products. Additionally, the interface itself seems to be “dulled
down” from its application in other vehicles, with bigger fonts,
simpler and less cluttered icons, and greater contrast with most of
the colors being fairly basic and easy to pick out. UConnect is
honestly a worse looking piece of equipment here in its seemingly
more basic design, but maybe they just know their target market...</span></div>
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<a href="http://2.bp.blogspot.com/-Qo7nfEEp6SY/VmZQDf4X-yI/AAAAAAAAAyY/bxufXBunlxk/s1600/20151027_115030.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="http://2.bp.blogspot.com/-Qo7nfEEp6SY/VmZQDf4X-yI/AAAAAAAAAyY/bxufXBunlxk/s320/20151027_115030.jpg" width="180" /></a><span style="font-family: Arial, Helvetica, sans-serif;">The 300 is a big, big car and as such
it battles a few drawbacks. Larger feeling even than its LX
platform-mates the Charger and Challenger, the 300's substantial size
and girth are only made less apparent by a floaty, cloud-like ride
and artificially light steering. Lighter colors do manage to hide
the car's heft reasonably well, with the gray of my rental disguising
its yacht-like side planes admirably. There's no mistaking it
though, this is a big car. Side-by-side it might seem nearly the
same size as its Challenger cousin, but whereas 18” wheels look
just a little small on the Dodge, the same diameter on the 300 looks
absolutely tiny. The car's size also translates to the interior in
that that there's no conceivable way a normal-sized human can rest
his/her arm on the window sill unless you lean noticeably and
uncomfortably leftward towards the door itself (I tried; felt &
looked like a fool). Here it differs from the Challenger as well,
but in increasing the width and broadening the shoulder room it does
help the car feel more open and airy, and there no doubting American
consumers are known to associate size with luxury; bigger is better,
right? Good thing the 300 is huge.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">As I mentioned before, the most crucial
element a car in this class has to succeed at is unquestionably
cruising comfort. The 300 accomplishes this goal handily, and that
it feels every bit of its weight certainly helps the big luxo-cruiser
create a feeling that is substantial, planted, confident, and
stately. Ride quality is quite good and while you won't be mistaking
it for a Lexus, it is very comfortable. The chassis isn't terribly
upset by any big bumps, and it makes small work of uneven surfaces
that others transmit directly to the spine. It drives exactly as
you'd expect: smoothly, quietly, and solidly.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">Forward visibility is great, and the
300 is perfectly comfortable sitting at 65-70 MPH where it hums at a
low 1700 RPM and returns over 30 miles per gallon. Pentastar's
ever-good V6 is mated to a ZF 8-speed transmission which works nicely
and suits the car's laid-back charisma well. Unfortunately the lack
of paddle shifters means that finding the proper gear can be tricky,
for example trying to make a pass on an uphill section of highway;
there's a noticeable delay upon pressing the accelerator after which
it drops down a bunch of gears all at once and makes a bit of a
racket doing so. Otherwise the car's powertrain is adequate, with
its sweet spot right around the highway speed limit and going any
faster giving you the sense it could use thirty extra horsepower or
so to offset its mass and prevent it from dropping down into seventh
when you demand a bit more of the six-cylinder mill. The V8 model is
definitely a good choice if you don't have the patience for a
semi-lethargic gearbox trying to eek every ounce out of an engine
better suited to lighter cars. The 300's Eco mode is indicated by a
light inset on the gauge pod that turns on and off when it's
activated, but for the life of me I could not figure out what
dictates it being in Eco mode or not (I've settled on theorizing that
it's load-dependent). Regardless, whatever it is that Eco mode does
certainly helps seeing as I averaged an indicated 29.2 MPG and still
had 260 miles worth of range at half-tank, making it an easy 500+
mile highway cruiser on a single fill, further contributing to its
road-trip credentials and also proving to be surprisingly efficient.
Hustle it through a turn, however, and you start to feel every single
pound of it in the body roll and understeer (rental car tires don't
help this). The steering can be artificially light at times and
would benefit from a little extra weight to it to comply with the
car's otherwise buttoned-down, solid and heavy feel, but the average
300 buyer probably cares very, very little about steering feel, and
if they did they would probably have been looking at the Charger
rather than the 300 in the first place.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">Overall I wasn't blown away by the 300
but it didn't fail to provide comfortable, efficient, and pleasant
means of travel while my car was in for service. Especially at the
roughly $34,000 I figured my rental would sticker at (based on
build-&-price on Chrysler's website), the 300 presents a good
value proposition for a buyer looking for a big, rear-wheel-drive
luxury sedan. Everything about it felt like two-thirds of a recent
Lexus LS, which is flattering on some levels but when you consider
that the current LS dates back to 2006 it can be a bit of an insult.
Rather though, I like to look at it in that a middle-class American
sedan is on par with the ever-great top-of-the-line Japanese dynasty
that is the Lexus LS model, even if the current generation of that
car has been out for quite a while. It may be that the 300's styling
no longer stands out is a metaphor for how we're becoming used to the
fact that American cars are now generally recognized as good, and
seeing one that's good out in the real world no longer demands your
attention because we're simply used to it. What was once a breakout
star, a car that was a sight to behold and a return to the old-style
American way of building sedans, the Chrysler 300 has now become a
regular, almost undistinguished vehicle that soldiers on alongside
the steroid-fed, attention-demanding Charger. The 300 was at the
forefront of a revolution for American cars, but now it's become a
dulled-down, oft-forgotten option in the wide world of sedans. I
almost wish this second-gen. 300 were more extreme, a little more
like its predecessor; a little energy could go a long way in reviving
what's a really solid yet fairly bland car, and one that absolutely
deserves a look if your priorities are equal parts luxury and budget.
If it wants to hit big sales again it needs to move forward, and
maybe FCA's new-found energy can give it the attention it needs to
make a statement once again as it did upon introduction over ten
years ago.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">-Ross, 12/7/15</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: x-small;">All photos taken by myself on a Samsung Galaxy S6 and are unedited.</span>Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com1tag:blogger.com,1999:blog-8992090947676825633.post-8964368449850578312015-12-02T20:17:00.001-08:002015-12-02T20:17:22.793-08:00Car Culture in Colorado<div class="separator" style="clear: both; text-align: center;">
<a href="http://2.bp.blogspot.com/-OpUdvxJDhN8/Vl-tPnEKXEI/AAAAAAAAAtA/KXGs-dM1gzE/s1600/20151112_114253.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="131" src="http://2.bp.blogspot.com/-OpUdvxJDhN8/Vl-tPnEKXEI/AAAAAAAAAtA/KXGs-dM1gzE/s640/20151112_114253.jpg" width="640" /></a></div>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: large;"><b>Car Culture in Colorado</b></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">A brief glimpse at the cars, trucks,
roads, and society in the Denver/Boulder region</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: x-small;"><i>[Note: my business-and-play vacation to
Colorado spanned four days, enough to get a taste and enough to leave
me wanting more. Though the following observations are limited to
Denver, Boulder, Golden and the surrounding mountains, it was pretty
easy to get a sense of the area's car culture from these few places.
Things may be different elsewhere (and if they are someone should
tell me otherwise) but the following is what I gathered from my
far-too-short stay.]</i></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">4Runners. 4Runners everywhere. I must
have laid eyes on more of these Toyota SUVs in ninety-six hours than
the rest of my life combined. Colorado is teeming with them, and the
best part is that about half are lightly modified and sit on fairly
aggressive tires, the kind best suited to the mountains and less so
to basic civilian chores. A fairly clear representation of the vehicular
populous in itself, the dirt-covered, not-washed-in-a-while 4Runner
handily describes the function over form mentality maintained by most
drivers. People out in the Denver/Boulder region thoroughly enjoy outdoors
activities and vehicles are the means to their madness. And while I
expected so much, it was something that struck an entirely different
chord in person rather than in my feeble little imagination. I'm
being too narrow-scoped though: this doesn't start and end with the
4Runner, it's just the tip of the iceberg and what I'm using as a
symbol for car culture as a whole.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">Continue reading after the jump...</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">Rear windows are littered with stickers
from ski-snowboard destinations; “I do outdoors stuff” racks fill
the space on most roofs. Scratches are ever-present and worn with
pride, and the 4Runners look like they've been properly abused.
More likely than not their owners bought them to actually take
advantage of their capabilities rather than to drive to their
favorite strip mall; this was the overall theme that resonated with
me, a reminder of how back in New York the 4Runner that was once an
ordinary sight in suburban and rural communities is of late one
commonly sacrificed for something the likes of a crossover. But
accordingly, New Yorkers demand less in the way of capability from their vehicles, and a machine
better suited to the tarmac on which it will likely spend close to
all of its life putting about is of no issue for those whose winter
driving consists of rushing to the supermarket in a frenzy the day before a major snowstorm is forecasted to hit. In Colorado, the SUV is still the
purposeful, working-class vehicle that is used for its functional and
active-lifestyle-favoring characteristics-- as it was intended to.
This makes me happy.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">Spotting a 4Runner
in lower New York means either it's brand new or
it's a more weathered example used by landscapers or
high-school/college students as cheap reliable transportation.
That's not the case in the Centennial State, where having four wheel
drive means making manual use of a transfer case (even if by
button/knob/switch), and anything less might not get you home in the
out-of-nowhere blizzard-like conditions. And yet, the Colorado
residents don't fear this the way New Yorkers do. It's something
they're accustomed to, something they embrace, something they accept
and deal with and even somewhat enjoy. If there's a metaphor for how
different this mentality is out in Colorado, it's one that translates
directly to the vehicles.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">Accordingly,
roll around in a lifted 4x4 in any town in Westchester County and
you're bound to land onlookers' stares, from the eco-minded (who will
hate you for your rainforest-murdering, gas-guzzling off-roader) to
the outdoors-wannabe's (those stuck in a mostly developed county but
with their mind to the north or west where they could be in the
woods, in <i>their calling</i>). Not the case in Colorado; a lifted 4x4
fits in just as well as does a CUV or midsize sedan, and only garners
second stares from enthusiasts and “outsiders” like me. What I
said about different, more adventurous lifestyles being fully
embraced in Colorado? Again, look at how differently people oogle
modded rigs and are instantly understanding of said rigs' purposes.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">Everything above goes for the Toyota's
competition, and there's a <i>massive</i> assortment of
lightly-modified or stock-but-on-good-tire Xterras, Grand Cherokees,
FJ Cruisers, Wranglers, Tacomas, Frontiers, Land Cruisers, and on and
on and on. And, of course, there's bro trucks (though where aren't
there?). Yet the smaller off-roady vehicles are <i>everywhere</i>
and they all look like they've been used hard and put away dirty.
Better <i>yet</i>, the
variety of heavily-modified but still street-driven 4x4s is vast, so
much so that everywhere you turn another lifted rig is within
eyesight.</span></div>
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</span></div>
<div style="margin-bottom: 0in;">
<a href="http://2.bp.blogspot.com/-kGi98bVKCkE/Vl-teqzcLXI/AAAAAAAAAt4/OlMAAVJW_3c/s1600/20151114_094121.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="225" src="http://2.bp.blogspot.com/-kGi98bVKCkE/Vl-teqzcLXI/AAAAAAAAAt4/OlMAAVJW_3c/s400/20151114_094121.jpg" width="400" /></a><span style="font-family: Arial, Helvetica, sans-serif;">Cars bearing
modifications are even well-respected out in the streets.
Tasteful mods seem more common than tacky ones, and though tuned cars
are far outnumbered by that of their trucks/SUV counterparts, those
that have been worked over were done so nicely...for the most part.
The occasional supercar can be sighted too; I spotted a questionably
modded F430 (red wheels on a red car are always a no-no), and a
bright yellow McLaren 650S stood out nicely against the drab
desert-like plains northeast of Boulder. There was even a rare
Tesla-meets-Hellcat (Jekyll & Hyde?) sighting in the Union Station area. And how have I
failed to mention the Subarus? The sheer number of them rivals that
of the northeast, though ski racks are even more common and
stanced/slammed WRXs are thankfully less so.</span></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div>
<div style="margin-bottom: 0in;">
<a href="http://3.bp.blogspot.com/-XyjLKl85ru0/Vl-s6kAnfJI/AAAAAAAAArw/y_eCH_xJCoI/s1600/20151112_113705.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="225" src="http://3.bp.blogspot.com/-XyjLKl85ru0/Vl-s6kAnfJI/AAAAAAAAArw/y_eCH_xJCoI/s400/20151112_113705.jpg" width="400" /></a><span style="font-family: Arial, Helvetica, sans-serif;">But most
importantly there's the roads themselves. Oh, the roads. I'd be
remiss if I didn't do my best to describe how spectacular the
mountain and canyon roads are. Every
stretch of pavement is more rewarding than the next, each subsequent
turn more perfectly laid out for enthusiastic driving than the
previous, each bit of asphalt ascending into the sky as if it were
deliberately set to be something best described as paradise. The
apexes, the banked corners, the sweepers, the elevation changes, the
consequences of screwing up; I've never driven the canyon roads of
California or the passes over the Alps, but in the mountains of Colorado
just west of Denver and Boulder I found absolute hooning heaven.
Even the highways between the cities themselves were buttery-smooth
(albeit compared to my horrid NY/CT commute), and there's never a
point in the city of Denver when you're more than a half hour to
forty-five minutes away from bliss. Short of finding a patch of snow
or ice or a stray fallen rock, you're damn-near guaranteed to have a
great time. The only thing that can even add to how dramatic and
demanding the roads are lies in the views you're rewarded with upon
reaching outlooks or summits; it's something that needs to be seen in
person to be fully understood.</span></div>
<div class="separator" style="clear: both; text-align: center;">
<span style="font-family: Arial, Helvetica, sans-serif;"></span></div>
<div class="separator" style="clear: both; text-align: center;">
<span style="font-family: Arial, Helvetica, sans-serif;"></span></div>
<br />
<div style="margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div>
<a href="http://2.bp.blogspot.com/-H5iDtWPkHQk/Vl-sz3Yk2LI/AAAAAAAAArc/AEykoBVmaGM/s1600/20151112_102854.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="180" src="http://2.bp.blogspot.com/-H5iDtWPkHQk/Vl-sz3Yk2LI/AAAAAAAAArc/AEykoBVmaGM/s320/20151112_102854.jpg" width="320" /></a><span style="font-family: Arial, Helvetica, sans-serif;">I do have to thank the Enterprise employee who “had too many
Camaros and would do one for the same price as a 'Standard' rental”
for gracing me with a RWD coupe rather than handing over the keys to
a four-cylinder front-wheel-drive sedan, knowing going into it that I
would thrash it like a 24 Hours of LeMons car. The Camaro took some
getting used to with its awful blind spots, laughably bad visibility,
and suspension that verged on painfully crashy over joints (which
could be in that it was a rental), but I can absolutely see how it
would be a fun daily driver with a proper V8 and the right suspension
setup.</span><br />
<span style="font-family: Arial, Helvetica, sans-serif;"><br /></span>
<a href="http://3.bp.blogspot.com/-wgvh8ZZDJ4g/Vl-tH3y3COI/AAAAAAAAAsg/hu3z35HrUDI/s1600/20151112_113840.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="http://3.bp.blogspot.com/-wgvh8ZZDJ4g/Vl-tH3y3COI/AAAAAAAAAsg/hu3z35HrUDI/s320/20151112_113840.jpg" width="180" /></a><span style="font-family: Arial, Helvetica, sans-serif;">Driving it in the canyons certainly surprised me, especially
after loathing it upon leaving the airport, and though it wasn't
great the alternatives looked far worse. It most certainly could
have been better (add: V8, manual trans., etc.), but being that I
should have been trying to quell body roll, understeer, and torque
steer behind the wheel something the likes of a Jetta/Civic/Corolla,
the Camaro was a treat as a rental. Occasional
paddles-to-transmission lethargic disconnect may or may not have
caused an accidental mid-super-slow-corner downshift into first gear
once or twice, but let's be real: it was just a rental, and I paid
for <i>all</i> of the insurance. And despite the onslaught of full-throttle
blasts on my switchback-laden self-proclaimed race track, along with the
nonstop cornering as if it was a timed run in the Pikes Peak Hill
Climb, somehow the car managed to do about 250 miles on only ~$30
worth of gas, credit to about 200 of such cruising at the highway's
speed limit in top gear on low-rolling-resistance tires...not bad MPG considering the way I <strike>treated</strike> mistreated the car. Despite the
car's downfalls, the roads and environment and nature of such such a
foreign environment all encouraged limit-testing driving. Rarely
have I found a locale in which juvenile and
smile-until-your-face-hurts behavior such as pushing oneself and
one's vehicle is rewarding and rejuvenating as much as it was in
Colorado. Everything <a href="http://roody25.blogspot.com/2013/07/roads-of-northeast-1-route-4455-in-new.html" target="_blank">I thought I knew about good roads</a> was thrown clear out the window. Here, the rental Camaro was
perfectly fine, but the real enjoyment came from the roads themselves.</span><br />
<span style="font-family: Arial, Helvetica, sans-serif;"><br /></span>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://2.bp.blogspot.com/-CCM1Yk-kmFM/Vl-tZioX0DI/AAAAAAAAAtg/6I4lnuXi18g/s1600/20151113_134931.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="360" src="http://2.bp.blogspot.com/-CCM1Yk-kmFM/Vl-tZioX0DI/AAAAAAAAAtg/6I4lnuXi18g/s640/20151113_134931.jpg" width="640" /></a></div>
<span style="font-family: Arial, Helvetica, sans-serif;"><br /></span>
<br />
<span style="font-family: Arial, Helvetica, sans-serif;">Skewed the way of the mountain,
off-road trail, and yes, the snowstorm, Colorado's car culture is
among the most unique- and best- I've experienced. It contributes to
the snowy, woodsy, rough feel and adds a bit of charm that, for me at
least, can't be found elsewhere. People here understand their
compromised 4WD SUVs as utilitarian, opportunity-enabling, and simply
better for their region. But this isn't to disregard the appeal of the
street-going car: the roads are otherworldly, and that
Pikes Peak is barely hours away speaks more than words can. Perhaps
it was the Rocky Mountain High, perhaps it was specific to where I
was, perhaps it was all actually as real as it seemed; Colorado is a
stunningly beautiful thing, and it's car culture definitely played a
part in my enjoyment and comfort there. I'll be back...</span><br />
<span style="font-family: Arial, Helvetica, sans-serif;"><br /></span>
<span style="font-family: Arial, Helvetica, sans-serif;">-Ross, 12/2/15</span><br />
<span style="font-family: Arial, Helvetica, sans-serif;"><br /></span>
<span style="font-family: Arial, Helvetica, sans-serif; font-size: x-small;">All pictures taken by myself (on a Samsung Galaxy S6) and are unedited. The severe lack of 4Runner/4x4 pictures is simply because I was too busy looking at them in shock as another and another and another drove by. I even started pointing them out...just ask my girlfriend.</span>Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com3tag:blogger.com,1999:blog-8992090947676825633.post-10356581204610239732015-10-28T17:54:00.005-07:002015-10-28T17:54:52.144-07:00Can 1[M] be greater than [M]2?<span style="font-family: Arial, Helvetica, sans-serif;"><b style="font-size: x-large;">Can 1</b>[M]<b style="font-size: x-large;"> be more than </b>[M]<b style="font-size: x-large;">2?</b></span><br />
<div style="margin-bottom: 0in;">
<i><span style="font-family: Arial, Helvetica, sans-serif;">The 1 Series M Coupe was great. Will the all-new M2 be greater?</span></i></div>
<div style="margin-bottom: 0in;">
<i><span style="font-family: Arial, Helvetica, sans-serif;"><br /></span></i></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://4.bp.blogspot.com/-T4WGUwjZ7fw/VjFPuvYa6PI/AAAAAAAAAnM/6LEznlGsSGw/s1600/bmw-m2-vs--1m-2_800x0w.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="http://4.bp.blogspot.com/-T4WGUwjZ7fw/VjFPuvYa6PI/AAAAAAAAAnM/6LEznlGsSGw/s400/bmw-m2-vs--1m-2_800x0w.jpg" width="400" /></a></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;">BMW has done much
wrong upon enthusiasts over the last few years. Bigger and
frequently blander cars, over-inflated pricing, and endlessly
creating and filling seemingly infinite, pointless niches; these
represent the bad. But we can't ignore the good BMW has done
recently, from a electric-hybrid sports car to the ever-amazing,
almost-too-fast-for-its-own-good M5. And then there's the pinnacle of
everything “right” to come out of Bavaria recently, a car bearing
the name <i>1 Series M Coupe</i>, the one vehicle to look and act
like sporting BMWs of yore and the sole example of a recent production
car built by the German automaker to gain near-unanimous praise.
Its demise was sad yet inevitable, but now BMW has graced us with a
supposed spiritual successor to the 1 Series M Coupe: the M2. Can it
live up to the reputation of the car for which it can credit its
existence?</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;"><br /></span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<a href="http://1.bp.blogspot.com/-k7AlGp8jLbY/VjFPtm7BfsI/AAAAAAAAAmo/Xi4KoLUfV5M/s1600/2011-bmw-1-series-m-coupe-test-review-car-and-driver-photo-396361-s-original.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="195" src="http://1.bp.blogspot.com/-k7AlGp8jLbY/VjFPtm7BfsI/AAAAAAAAAmo/Xi4KoLUfV5M/s320/2011-bmw-1-series-m-coupe-test-review-car-and-driver-photo-396361-s-original.jpg" width="320" /></a><span style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;">In the rare
application of a classic formula in which a small, light, nimble car
is given a big boost in power, suspension/braking
equipment from the company's best, and a manual gearbox as its only transmission, the 1M's
brawny good looks were surpassed only by its driving dynamics and
ability to induce a smile upon its operator. This old-school recipe
came as a bit of a shock amid a very revenue-driven, forward-thinking
era at BMW, with the likes of the i3, widespread turbo-tech, a
carbon/composite 7 Series, the aforementioned slew of niche-carvers, and so on. The 1M was unexpected, out-of-nowhere; an
outlier and a standout. Its price point was unnaturally low, its
credentials make it an absolute riot, and the reviews imprinted upon
the bytes of the internet will all help us remember that the 1M was
extremely special.</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<a href="http://1.bp.blogspot.com/-oJgogs7ANIc/VjFPtxELYLI/AAAAAAAAAnQ/2xBuWom913o/s1600/BMW-M2-vs-BMW-1M-comparison-01.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="http://1.bp.blogspot.com/-oJgogs7ANIc/VjFPtxELYLI/AAAAAAAAAnQ/2xBuWom913o/s320/BMW-M2-vs-BMW-1M-comparison-01.jpg" width="320" /></a><span style="font-family: Arial, Helvetica, sans-serif;">The M2 is
effectively slotting in where the M3 (or M4, I suppose) used to live
in BMW's lineup, a locale filled most recently by the 1M. What used
to be a luxury sports-coupe, today's M3/M4 duo is now the size of a
proper GT car-- but back when it was smaller the 3 Series-based M
cars provided a raw, albeit luxurious, driving experience. Its
inputs were direct and it made you do some of the work rather than it
doing the work for you; it was an analog-feeling car with a digital
complexity.</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;">This translated to the 1M, but since the M2 has “gone
to finishing school” the latter may prove to be less of an
enthusiast-minded driving experience. More attention to detail, more
technology, more overseeing your every move, more press, more
attention, and more draw for more customers. It's BMW taking
advantage of a situation in which they know they have a captive
audience in interest and finances.</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<a href="http://2.bp.blogspot.com/-KnJ8uCX5Sf8/VjFPuUWYqLI/AAAAAAAAAm8/Cbws5F3hgOw/s1600/P90199668_highRes_the-new-bmw-m2-10-20.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="150" src="http://2.bp.blogspot.com/-KnJ8uCX5Sf8/VjFPuUWYqLI/AAAAAAAAAm8/Cbws5F3hgOw/s320/P90199668_highRes_the-new-bmw-m2-10-20.jpg" width="320" /></a><span style="font-family: Arial, Helvetica, sans-serif;">Speaking of
finances, we have to address the <strike>elephant</strike> Monroney in the corner,
one that is a potential problem for the M2: price. Praised for its
performance-to-dollar and enjoyment-to-dollar quotients, the 1M
carried an MSRP starting around $47k. What else was available in
this price range around the time it was available? TT-RS, Boss 302,
ZL1, base Cayman...and that's about where its competition ends in the
realm of similar pricing. Finding further equal matchups requires
digging into the used market, maybe with an AMG SLK, E90 M3, Cayman
S, or Corvette (preferably a C6 Grand Sport or Z06). The new M2's
competition is much more dangerous if we assume the MSRP of $51-53,000 that rumors put it at. The predators looming on the horizon bear names
like Mustang GT and GT350(R), Scat Pack and Hellcat, ATS-V, Corvette,
Camaro SS and upcoming ZL1, Cayman, and even so far as the
CLA/GLA45 AMG twins and the rumored RS3. All of the aforementioned
are genuinely enjoyable, fast, dynamically sorted performance
machines. None of these may be “direct competitors,” but will
the M2 even have a “direct” competitor, something with
rear-wheel-drive, a turbo inline-six, and its small-for-today size?
I'm not saying that any potential M2 customers will cross-shop it
with a Hellcat, but the M2 can't be a half-assed effort if it's going
to fill the shoes of the dearly-departed 1M when it comes to
smiles-per-dollar quotient relative to the other new options out
there. And isn't smiles-to-dollar what it's all about if you're not
dead-set on shaving off those last few tenths of a lap?</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;">Similarly, we must
also address used car prices as a sort of an indicator [you can
insert your own joke here about BMW owners not using their turn
signals]. That of the 1M is increasing, but I doubt it the M2's will
do the same seeing as they will build and sell as many as they can
and the car as a whole will be recognized more widely and now just by BMW and automotive enthusiasts. It's going to be a less
exclusive car and one with a much broader appeal, a combination which
while usually lends itself negatively to a specialty car's
personality.</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<a href="http://1.bp.blogspot.com/-XWvMjes4jKk/VjFsy7xgtRI/AAAAAAAAAn0/-n2v8WOYtWg/s1600/25690064.jpeg.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="125" src="http://1.bp.blogspot.com/-XWvMjes4jKk/VjFsy7xgtRI/AAAAAAAAAn0/-n2v8WOYtWg/s200/25690064.jpeg.jpg" width="200" /></a><span style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<a href="http://2.bp.blogspot.com/-woQ_eeG1GfQ/VjFsy0s8qeI/AAAAAAAAAnw/fMC2SLKv2-U/s1600/bmw-2-series-active-tourer-002-1.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="112" src="http://2.bp.blogspot.com/-woQ_eeG1GfQ/VjFsy0s8qeI/AAAAAAAAAnw/fMC2SLKv2-U/s200/bmw-2-series-active-tourer-002-1.jpg" width="200" /></a><span style="font-family: Arial, Helvetica, sans-serif;"><br />This and the thought of what its lineup is composed of in mind, it's so very easy to
claim BMW has “lost its way,” with a 7 Series that's always
trying (and usually failing) to out-S-Class the S-Class, a slew of
cars like the 5 Series GT and 2 Series Active Tourer, a
front-wheel-drive platform (which they claimed would never happen),
and a 3/4-Series that's taken up gluttony. And then there's the M2,
a car that, in light of anything BMW is doing with the rest of its
more mainstream offerings, promises to be great. But how great?</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;"><br />And herein lies the
M2's biggest foreseeable problem: we <i>expect </i>it
to be great. Every bit of speculation and every bit of anticipation
circulating the car has come along with a qualifier addressing how
fantastic it promises to be. Everybody wished for greatness with the
1M, but we knew little and based most of our guesses on hope; it was
a “this could be fun, let's see if it works!” project whereas the
M2 is an improvement upon the previous car's mantra in every
quantitative way. But its <i>qualitative</i>
characteristics are what will matter most, and while I'll hedge my
bets that it's going to be a outstanding driver's car...it just can't
and won't be the 1M. The M2 may be more well-rounded, and it will be
of no surprise whatsoever if when the veil on the embargo lifts it
reveals only glowing, bow-down-to-your-master praise, but it won't be
on par with what came before it. I can only hope it is though, and
that I'm wrong about it versus its predecessor.</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;"><br /></span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<a href="http://3.bp.blogspot.com/-gOSafp0e-KQ/VjFPuYzHYKI/AAAAAAAAAnE/PDIQVAtFcZo/s1600/P90199686_highRes_the-new-bmw-m2-10-20.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="175" src="http://3.bp.blogspot.com/-gOSafp0e-KQ/VjFPuYzHYKI/AAAAAAAAAnE/PDIQVAtFcZo/s320/P90199686_highRes_the-new-bmw-m2-10-20.jpg" width="320" /></a><span style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;">The 1M was great.
It was a legend of the internet era, if you will. But while the M2
is certainly more car than the 1M, this is not a case of wanting
more. What made the 1M great was less: less size, less weight, less
of the bloated, cash-driven mentality that's plaguing BMW.
Coincidentally, it's what may ruin the M2. What it really needs to
be is more of <i>less</i>, but
regrettably it seems to promise to be so in only bad ways:
less surprising, less extreme, less raw, less simplicity, less insane relative to
everything else at its price point. The M2 will undoubtedly be a
great car, but the 1M was the greatest BMW in recent memory. And for
all the reasons above, the M2 will not be better than the legendary
1M. In the age of coupes that are sedans and sedans that are coupes,
BMW has managed to pull off a mathematic miracle: proving that 1[M]
is in fact greater than [M]2.</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://4.bp.blogspot.com/-wvTPgQwOgyk/VjFPtsmRAGI/AAAAAAAAAnY/0Z0N3ESi9EM/s1600/BMW-1M-01.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="255" src="http://4.bp.blogspot.com/-wvTPgQwOgyk/VjFPtsmRAGI/AAAAAAAAAnY/0Z0N3ESi9EM/s400/BMW-1M-01.jpg" width="400" /></a></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<br /></div>
<br />
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;">[I reserve the right
to pass final judgment if BMW were so nice as to lend me the keys to
each for a week. Or even a day. An afternoon, maybe? I promise to
return them with most of their respective rear tires and a nice
write-up to go along with my smiles, and I'll even clean my
drool off the steering wheel. Please? <i>Pretty please?</i>]</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;"><br /></span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;">-Ross, 10/28/15</span></div>
<span style="font-family: Arial, Helvetica, sans-serif;"><br /></span>
<span style="font-family: Arial, Helvetica, sans-serif;"><br /></span>
<span style="font-family: Arial, Helvetica, sans-serif; font-size: x-small;">Pictures courtesy of: Hooniverse, Autoblog, Jalopnik, BimmerFile, etc.</span>Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com2tag:blogger.com,1999:blog-8992090947676825633.post-44503368549670009532015-10-15T18:19:00.002-07:002015-10-15T18:19:28.551-07:00The Dodge Caliber Was an Ahead-Of-Its-Time Shitbox-Prophecy<div class="separator" style="clear: both; text-align: center;">
<a href="http://4.bp.blogspot.com/-WlS38DBljaQ/ViA4QhnraLI/AAAAAAAAAlM/u6iGMFqHnPQ/s1600/112_0711_01z%252B2008_dodge_caliber_srt_4%252Bfront_view.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="400" src="http://4.bp.blogspot.com/-WlS38DBljaQ/ViA4QhnraLI/AAAAAAAAAlM/u6iGMFqHnPQ/s640/112_0711_01z%252B2008_dodge_caliber_srt_4%252Bfront_view.jpg" width="640" /></a></div>
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<b><span style="font-family: Arial, Helvetica, sans-serif; font-size: large;"><br /></span></b></div>
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<b><span style="font-family: Arial, Helvetica, sans-serif; font-size: large;">The Dodge Caliber Was an
Ahead-Of-Its-Time Shitbox-Prophecy</span></b></div>
<div style="margin-bottom: 0in;">
<i><span style="font-family: Arial, Helvetica, sans-serif;">In which I
simultaneously praise and rip to shreds a car that unknowingly helped
create a segment</span></i></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">When
was the last time you thought about the Dodge Caliber? When was the
last time you <i>saw</i>
a Dodge Caliber? The answer to either is probably a long time, but
somehow the Neon's successor was actually ahead of its time in spite
of being largely forgotten. With SUV-inspired
styling laid over a front-wheel-drive platform and available
all-wheel-drive, widespread platform sharing, a high-performance
turbo version, and even European availability, the Caliber was a
crossover, a mini-CUV, before such was even “a thing.” And yet
it came about when America was still too caught up in wanna-be-retro
design, shoddy if not outright crappy build quality, and trying to
shake off the miserable PT Cruiser-induced hangover for the car's
engineers to create something that ever had a chance at setting the
sales figures world on fire. And still, the Caliber managed to
overcome it all, and in doing so would foreshadow many cars to
come...even if it was somewhat of a shitbox.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">Let me explain...</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">(Follow the jump to read on)</span></div>
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<a href="http://1.bp.blogspot.com/-nbgv2aF4Xbw/ViA4Qn1TnSI/AAAAAAAAAkw/-v8yF6tycE0/s1600/2007-dodge-caliber-rt-cockpit-interior-view-588x441.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="300" src="http://1.bp.blogspot.com/-nbgv2aF4Xbw/ViA4Qn1TnSI/AAAAAAAAAkw/-v8yF6tycE0/s400/2007-dodge-caliber-rt-cockpit-interior-view-588x441.jpg" width="400" /></a></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">With
a design seemingly derived from all the right and wrong parts of a
Magnum-Neon-Nitro lovechild but in a wanna-be-brawny, hard-plastic
kind of way, the Caliber certainly stood out amongst its rivals
though not necessarily in the best of ways. This translated directly
to the interior which, in typical early turn of the millennium
fashion, was equally low-rent as it was ridden with
bland-beyond-belief styling. But manage to get past this and
remember that it came about in a world when bigger was better and
people still aspired to own an H2 and it's blatantly clear how and
why it failed at the time. The Caliber tried to hide side effects
inescapable of a small car trying to look big, and also the
inevitable shortcomings shared with the </span><span style="font-family: Arial, Helvetica, sans-serif;">corner-cutting “quality” common of </span><span style="font-family: Arial, Helvetica, sans-serif; line-height: 100%;">this DiamlerChrysler vintage. It
was a great car when defined </span><i style="font-family: Arial, Helvetica, sans-serif; line-height: 100%;">generally</i><span style="font-family: Arial, Helvetica, sans-serif; line-height: 100%;">,
but fairly shitty when described </span><i style="font-family: Arial, Helvetica, sans-serif; line-height: 100%;">specifically</i><span style="font-family: Arial, Helvetica, sans-serif; line-height: 100%;">.
Despite this, we absolutely have to respect the Caliber.</span></div>
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<a href="http://1.bp.blogspot.com/-AE-De4TGCKU/ViA4Qv2KF7I/AAAAAAAAAl0/iKD4Svotd9g/s1600/01-2011-dodge-caliber-heat-review.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="212" src="http://1.bp.blogspot.com/-AE-De4TGCKU/ViA4Qv2KF7I/AAAAAAAAAl0/iKD4Svotd9g/s320/01-2011-dodge-caliber-heat-review.jpg" width="320" /></a><span style="font-family: Arial, Helvetica, sans-serif;">
Let me explain: for better for worse the Caliber helped to contribute
to, without knowing it would do so, the explosion of what is today's
quickest-developing and fastest-growing segment. To reiterate the
details: car platform raised slightly to accommodate
hatchback-turned-SUV-influenced appearance, available AWD,
fuel-efficient four-cylinder engines, a high-performance turbocharged
variant, platform sharing, and so on. Back when the Caliber debuted
in 2006 the crossover was just starting to develop and CUV was just a
jumble of letters. Accordingly, it was very out-of-place; it wasn't
so groundbreaking that it had to define a segment entirely on its
own, but didn't really fit into a specific category either. But jump
forward ten years and time-machine any of its would-be modern
competitors (CX-3, Countryman, HR-V, Crosstrek, Juke, etc.) back to
2006 and they'd all be equally out of place as was the little Dodge.
In creating the Caliber, Dodge helped the manufacturers recognize the
potential for a massive new market bearing a Goldilocks-esque effect
for the average American consumer: to appear big and strong but not
to have to deal with any of the side effects of being so, i.e. “have
your cake and eat it too” (and as we know, Americans love to eat
cake).</span></div>
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<a href="http://1.bp.blogspot.com/-UlKRKyrU2Lo/ViA4RuQBTKI/AAAAAAAAAlI/0xwXXDDbJ-Q/s1600/2008_dodge_caliber_actf34_fd_1_600.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="213" src="http://1.bp.blogspot.com/-UlKRKyrU2Lo/ViA4RuQBTKI/AAAAAAAAAlI/0xwXXDDbJ-Q/s320/2008_dodge_caliber_actf34_fd_1_600.jpg" width="320" /></a><span style="font-family: Arial, Helvetica, sans-serif;">And
then we have the antithesis to the Caliber: its SRT4 counterpart, a
spiritual successor to the ever-controversial Neon bearing the same
descriptive moniker. With its still-powerful-even-in-2015
turbocharged 285 horsepower driven through torque-vectoring-free
front wheels, six-speed stick, chunky body-kit and wide fenders, it
was an insane package that never gained a huge fan-base (or sales
figures), never beat the GTI or Mazdaspeed3 it was supposed to do
battle with, and never really made a mark on the hot-hatch segment
but yet went about its ways with an I-give-no-shits attitude that was
somewhat lovable. </span></div>
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<a href="http://4.bp.blogspot.com/-NK76LMNciQM/ViA4TEvm-II/AAAAAAAAAls/KZxHBNCCERA/s1600/dg008_026ca.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="212" src="http://4.bp.blogspot.com/-NK76LMNciQM/ViA4TEvm-II/AAAAAAAAAls/KZxHBNCCERA/s320/dg008_026ca.jpg" style="cursor: move;" width="320" /></a></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;">As if to exemplify this, the SRT4 had a boost
gauge where an HVAC vent was in non-SRT models, and if that doesn't
say <i>2 Fast 2
Furious</i>-esque
hilariously mal-equipped performance model I don't know what does.
And the thing was, it actually had the balls to back it up. Maybe
not the outright speed and maybe not the handling prowess
(...definitely not the handling prowess) but if power was balls, oh
did it have balls. To make something so boring so wild and untamed,
that deserves some praise. A good vehicle, no. But an exciting one,
oh yes.</span></div>
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Aside from the SRT4, the Dodge Caliber simply existed at the wrong
time. And yet, its influence on modern crossovers is
extremely evident. See all those small cars that have a little
ground clearance but even less off-road ability? You can
thank the Caliber for at least a portion of that. What was an
in-between, poorly defined vehicle at the time now can be looked at
as the ancestor to many of the cars we see so much of today. I say
they should bring it back: a modern Caliber with Durango-and-Charger
lovechild styling, Renegade underpinnings, and any of the
common FCA engines could make for a great vehicle. It would even fit
Dodge's arsenal well, slotting in-between the Dart and Journey in
order to fill the gap of “gotta have it in the lineup to be a
fully-rounded brand” street-happy hatchback. And obviously it
would have to pay homage to the original, which suffered an
unfortunate, uninspired, and outright unloved life. If Dodge could
properly execute a modern Caliber it would have a good chance of
being a hit, but for now we just have to appreciate that they built
the original at all, whether that means respecting it or loving it or
hating it for bringing about an equally love/hate genre. And so, we
can declare it the least-likely vehicular prophecy in recent memory: the
Dodge Caliber. Thank you for existing...I think.</span></div>
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<a href="http://1.bp.blogspot.com/-kQTu3UGTyMc/ViA4SuqU5yI/AAAAAAAAAlg/MNPfB26lrtk/s1600/Dodge_Caliber-3.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="300" src="http://1.bp.blogspot.com/-kQTu3UGTyMc/ViA4SuqU5yI/AAAAAAAAAlg/MNPfB26lrtk/s640/Dodge_Caliber-3.jpg" width="640" /></a></div>
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<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;">-Ross, 10/15/15</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: x-small;">Images courtesy of Google Images</span></div>
Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com1tag:blogger.com,1999:blog-8992090947676825633.post-64501118926296173892015-09-22T19:07:00.002-07:002015-09-22T19:07:47.007-07:00The Automotive Industry's Double-Edged Sword<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://3.bp.blogspot.com/-Na2pvuS7WJg/VgIFJz02L7I/AAAAAAAAAhw/0x4cmWAwhSo/s1600/2015-dodge-charger-srt-hellcat-tesla-model-s-p85d-front-three-quarters-02.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="426" src="http://3.bp.blogspot.com/-Na2pvuS7WJg/VgIFJz02L7I/AAAAAAAAAhw/0x4cmWAwhSo/s640/2015-dodge-charger-srt-hellcat-tesla-model-s-p85d-front-three-quarters-02.jpg" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="font-family: Arial, Helvetica, sans-serif; font-size: xx-small; line-height: 16px; text-align: start;">(Image courtesy of Motor Trend)</span></td></tr>
</tbody></table>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: x-large;"><b><br /></b></span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif; font-size: x-large;"><b>The Automotive Industry's Double-Edged Sword</b></span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;"><i>The good and the bad of higher limits, continuous
advancements, and the nonstop power war</i></span></div>
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<br /></div>
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<a href="http://2.bp.blogspot.com/-uPXLrKZEcOk/VgIFXSTfT6I/AAAAAAAAAh4/xXI6_3SToZ4/s1600/HellCat-Accident-1.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="http://2.bp.blogspot.com/-uPXLrKZEcOk/VgIFXSTfT6I/AAAAAAAAAh4/xXI6_3SToZ4/s320/HellCat-Accident-1.jpg" width="311" /></a><span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">Exactly nobody was
surprised when photos of the first wrecked Challenger Hellcat went
viral, and it surprised even fewer that it was damn-near minutes
after deliveries began. Out from all corners of the internet came
cries of “it's too much power for the street and the average
driver!” and along with it the car with the best name in recent
history has forced us to wonder: how much is too much, where does it
end, and is this the right path for cars to continue? This isn't
just about the ultra-high horsepower monsters but rather the industry
as a whole as it develops and advances at the sprinting pace it's
maintaining. Making extreme power widely available and on the cheap,
the Hellcat is just one example of this; it's a vehicle that
single-handedly raises concern as to the general automotive trend and
the subsequent good and bad that can and will come from the nonstop
push for more power, speed, and flair. </span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif; font-size: small;"> And yet this is about more
than just the Hellcat; seemingly every manufacturer is taking a turn
in the headlines with an audience-capturing “wow factor,” be it
any of the statistics or lap times or price figures that were once
unthinkable; it's
a time when e<i>very</i>
aspect of the car world is tapping into depths we have yet to prove
positive or negative in the long run. But where will we find
ourselves as the crossroads of “it's enough already” and “there's
no such thing as too much” finally come together? Read on and
let's explore this automotive conundrum. Oh, and to contrast the
above-mentioned crash pictures almost poetically, a video of Ralph
Gilles' first-through-third burnout from the same car's press event
caused much drool and a widespread checking of bank accounts. Not
that I'm guilty of either.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;">Jump with me and let's explore...</span></div>
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<a name='more'></a><span style="font-family: Arial, Helvetica, sans-serif;"><br /></span><br />
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: large;"><b>The Good</b></span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<a href="http://2.bp.blogspot.com/-X3XV-32_xdc/VgIFgSQ2-SI/AAAAAAAAAi0/61BwQpcIoms/s1600/2016-mazda-mx-5-miata-2015-subaru-brz-series-blue-front-end-in-motion-02.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="266" src="http://2.bp.blogspot.com/-X3XV-32_xdc/VgIFgSQ2-SI/AAAAAAAAAi0/61BwQpcIoms/s400/2016-mazda-mx-5-miata-2015-subaru-brz-series-blue-front-end-in-motion-02.jpg" width="400" /></a><span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">First: While the
vehicles that make a ton of power do regularly grab mass attention,
fun is coming to exists outside of this group more than ever.
Although most of the time faster is better, speed a source of fun in
itself, there's an onslaught of new cars putting an emphasis on
lightness, steering feel, handling, and chassis playfulness.</span></div>
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<a href="http://1.bp.blogspot.com/-Tr8mkLOFUDU/VgIFfYMO1kI/AAAAAAAAAiw/ErdfeTqAllc/s1600/2015-ford-fiesta-st-front-three-quarter-turn.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="132" src="http://1.bp.blogspot.com/-Tr8mkLOFUDU/VgIFfYMO1kI/AAAAAAAAAiw/ErdfeTqAllc/s200/2015-ford-fiesta-st-front-three-quarter-turn.jpg" width="200" /></a><span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">The
Miata, FRS/BRZ, Fiesta ST, and 4C are all making a strong case for
the “slow car fast” mantra, and if there's any proof of how good
enjoyable this mentality is it lies in the number of automotive
journalists who have bought FiSTs or Miatas with their own
hard-earned money. The secret that power isn't everything has
finally been outed, but just to be clear: massive power is available
at a more dangerous price than ever. And though the less pricey,
communicative, responsive cars are great on their own, power<i>
</i>is still a <i>ton</i>
of fun.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif;"><span style="font-size: small;">Second:
from hot hatches to muscle cars, <a href="http://roody25.blogspot.com/2015/06/ten-reasons-muscle-cars-are-here-to-stay.html" target="_blank">the horsepower war remains in full swing</a></span><span style="font-size: small;">.
What's really mesmerizing though is that while the halo and
brand-defining cars continue to see power/torque skyrocket, it's
bringing along with it an increase in available power in what were
once normal people haulers, a prime example being the current
six-cylinder Toyota Camry that is (for reference's sake) making early
2000s Mustang GT power and runs equally fast to sixty. If absolutely
nothing else, being fast makes otherwise boring and pedestrian cars
at least somewhat interesting. But for cars with power as a main
priority, there really may be no such thing as “too much” and
luckily power/torque increases continue to leap-frog regularly.</span></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">Third: new cars are
helping to make their classic counterparts more iconic and the
moderns more storied, and with cars like the Hellcat selling out it
won't be long before the market is “flooded” with them. Such low
prices give regular people the chance to own their dream car and also
manage to simultaneously build the character of the previous
iterations. And if “more Hellcats is better Hellcats” being able
to find them on the used market at steep discounts off their original
MSRP will be an utterly insane performance bargain that would enable
even more people to drive cars they <i>want</i>,
and will also continue to make desirable the old-school muscle cars
that started it all.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">Fourth: the “trickle-down effect” is becoming
increasingly relevant in everything from the racing series'
contributions to production cars all the way to luxury car tech that
eventually makes its way into lower-rent vehicles. Composite
materials, powerplants, transmission designs, safety, and
aerodynamics are just a few examples of how racing development is
helping to make street cars quantitatively better. Looking further
ahead we can expect the current crop of new-for-the-street tech (such
as using electric motors to fill in boost threshold) to make its way
down the line as well, and eventually a lot of what is currently
exclusive to exotics or super-luxury cars will become available on a
much more widespread scale, bettering cars as a whole.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: small;"><a href="http://1.bp.blogspot.com/-4bkUYrIGwWU/VgIFfZ5eMxI/AAAAAAAAAjM/H2xYlCSlcPY/s1600/2015-porsche-918-spyder-front-three-quarter-in-motion-03.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="426" src="http://1.bp.blogspot.com/-4bkUYrIGwWU/VgIFfZ5eMxI/AAAAAAAAAjM/H2xYlCSlcPY/s640/2015-porsche-918-spyder-front-three-quarter-in-motion-03.jpg" width="640" /></a></span></div>
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<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">Let's summarize “The
Good:” the nonstop battle to one-up the competition forces
continuous improvements in quality, performance, and capability.
Though the consumer's dollar may “drive the industry,” it is that
the manufacturers consistently fighting for the top spot that
advances the industry as a whole. The desire to make a better car,
regardless of the class, is helping <i>all </i>cars
become better than they have ever been, but as an enthusiast perhaps
the best part is that the relentless one-upsmanship makes the auto
shows, press releases, and speculation wholly exhilarating, shocking,
and important. With eyes glued to the media and saliva readily
building for the next unveiling to take center stage, this is an era
that car lovers would prefer never ends.</span></div>
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</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif; font-size: large;"><b>The Bad</b></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">Here comes the obvious...</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">First: This shit is starting to get dangerous.
Untalented, inexperienced drivers are getting their hands on cars
that can substantially outperform their pilots. Or, rather, the
limits of the vehicles that are readily and easily attainable is
higher than ever, and this is supplemented by driving tests that have
remained largely unchanged on top of minimal if not inadequate
mandatory instruction, and no required performance driving school
when buying a highly capable car. This isn't a new reality (think of
any supercar that had a reputation for being crashed, or even the B5
S4), but with the amount of power available at the price point it is
today (i.e. Scat Pack/Hellcat/Z06/GT350/etc.) there will inevitably
be people driving these cars who simply shouldn't be. Not everybody
deserves the reigns to a 400-hp car without stipulations, and
especially not one with over one-and-a-half times that. Joe Schmo
can walk into a dealership having only ever driven his 1999 Corolla
and shortly thereafter be out on the street with five times the power
he's used to resting under his right foot...and absolutely no clue
how to handle it.</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<a href="http://4.bp.blogspot.com/-q6pHO252LwM/VgIGTo0jpHI/AAAAAAAAAjY/pWxWk8k23m4/s1600/bmw-m4-crash-california-750x500.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="213" src="http://4.bp.blogspot.com/-q6pHO252LwM/VgIGTo0jpHI/AAAAAAAAAjY/pWxWk8k23m4/s320/bmw-m4-crash-california-750x500.jpg" width="320" /></a><span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">Sure, you can wreck a 200 hp car just as badly as
one with three times that, but allowing somebody's first stint
driving their first high-performance vehicle to be out on the open
roads is probably a bad call. I'd wager that a mandatory
pre-delivery performance driving school for those without any actual
performance driving experience would help, but that's unrealistic and
people will buy what they want, put themselves and others in danger,
and not think twice before mashing the go-pedal. Want proof? Search
“Cars and Coffee crash” on YouTube, then vow to never do as the
folks in those videos have done. Please.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">Second: we may be reaching the limit of what is
streetable. Seemingly unlimited horsepower can be great, but when is
it useless? With inevitables like speed limits, increasingly
congested roads, and even warranties and insurance, we may be getting
there if we haven't already hit the tipping point. Even with modern
aids such as launch control, how much more can we squeeze out of a
0-60 run short of installing slicks and testing on a perfectly
prepped, totally-unlike-the-real-world surface? Further,
rear-wheel-drive is still a staple of sports and muscle cars, but
soon performance will require driving the front wheels as well to go
any faster from a standstill. But going faster as a whole will come
with drawbacks as well: more computers and tech to increase
acceleration and speed equates to more weight which makes cars
slower, so to compromise we have to add power which reduces
efficiency (as does added weight), and if we want to all offset this
we have to invest in lightweight, expensive materials. Put simply,
the drive to go faster has us in a difficult
want-it-all-but-can't-have-it-all situation.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">Third: modern powerplants have totally skewed
perception. For example, 375 horsepower is still more than the
average car by a fair margin, is still a ton by 1970s/'80s standards,
and is still sufficient in the real world. But on the delusional
armchair-jockey stomping grounds that is the internet, 375 is in the
realm of being openly mocked. Not only that, but attending any car
show is an easy way to see people flock to the new big-firepower
arrival and care more about oogling over this than anything else.
Remember when I said that “more Hellcats is better Hellcats?” A
flood of 700-horsepower cars can make nearly anything seem laughably
underpowered, and it also takes away the appreciation for and lust
over non-factory powerhouses, and may in turn eliminate some peoples'
desire to build one themselves. To those who are obsessed with
looking at dyno numbers rather than the feel of the all-important
butt-dyno, a car that makes substantial power using aftermarket
additions isn't impressive anymore when there are countless others
that have quite a bit more power stock, come with a warranty, and
cost much less out-the-door than it previously would have to modify
post-purchase. “Built not bought” doesn't necessarily reign true
today, and it takes away from the stories and excitement of doing
things as an individual.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: small;"><a href="http://4.bp.blogspot.com/-8KNe04nFtwg/VgIGopzv2rI/AAAAAAAAAjg/4Zjag7mD7cA/s1600/2015-dodge-challenger-srt-hellcat-engine.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="265" src="http://4.bp.blogspot.com/-8KNe04nFtwg/VgIGopzv2rI/AAAAAAAAAjg/4Zjag7mD7cA/s400/2015-dodge-challenger-srt-hellcat-engine.jpg" width="400" /></a></span></div>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">Fourth, and finally: On
a grander scale, this is all causing us to lose sight of what's
“important.” The internet is filled with arguments leading you
to believe that number-obsessed dick-measuring is the gateway to a
good time, but this couldn't be more wrong. I'll elaborate: burnouts
are fun, going fast is fun, and making noise is fun. And all three
together? That's <i>great fun.</i>
But doing so encapsulated by a vehicle that makes the experience numb
or that takes the driver element out of it isn't unlike instant
replay in pro sports; yes, you get more accurate results, but it
removes the possibility of human error, the seat-of-the-pants
adjustments, and the unpredictability.</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<a href="http://2.bp.blogspot.com/-U-vramORDUg/VgIHITAB7UI/AAAAAAAAAjo/tDuIG1OsUP8/s1600/112_0803_02l%252B2009_nissan_gtr%252Bfront_view.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="207" src="http://2.bp.blogspot.com/-U-vramORDUg/VgIHITAB7UI/AAAAAAAAAjo/tDuIG1OsUP8/s320/112_0803_02l%252B2009_nissan_gtr%252Bfront_view.jpg" width="320" /></a><span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">A great 0-60 time is far too
easy to brag about when the car lends you a helping hand, but it's
nowhere near as much fun (nor is it as impressive) as getting it <i>just
right</i> yourself and potentially
dealing with the consequences of messing up...even if that burnout
wasn't totally accidental. As for people that would rather fantasize
over astronomical levels rather than a car that is involving,
engaging, and demanding? “Important” has many different
meanings, but to in this context car lovers should equate it to
“rewarding.”</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: small;"><br /></span></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif; font-size: small;"><span style="line-height: 100%;">The Bad, in summary:
there is in fact such a thing as too much power, and to deal with
what is “too much for the masses" the </span><span style="line-height: 16px;">car-makers</span><span style="line-height: 100%;"> are having to
work as much (or more) to idiot-proof these cars as they are to make
them enjoyable. Not only does it remove some of the need to be a
good, capable driver, it removes some of the potential to enjoy
driving a car to its fullest; and thus, some of the fun of driving as
a whole.</span></span></div>
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<a href="http://2.bp.blogspot.com/-iUUaAxjm2X4/VgIIKvBuAFI/AAAAAAAAAj0/3nXayrDOA2I/s1600/2015-dodge-charger-srt-hellcat-promo.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="207" src="http://2.bp.blogspot.com/-iUUaAxjm2X4/VgIIKvBuAFI/AAAAAAAAAj0/3nXayrDOA2I/s320/2015-dodge-charger-srt-hellcat-promo.jpg" width="320" /></a><span style="font-family: Arial, Helvetica, sans-serif;"><br />
</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif; font-size: large;"><b>The Bottom Line</b></span></div>
<br />
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">In hindsight this
article really could have been called “The Good and The Bad of The
Hellcat,” but that would be too narrow of a scope; it's not just
Dodge that has gone bananas, but the industry as a whole. It's a
double-edged sword: there are great benefits, be it the advancements
in technology or the shock and awe of never-before-seen speed and
price, but we're also becoming number-obsessed and intent on making a
headline rather than making the best driving experience. Until we
come full circle and once again emphasize the sensation, the freedom,
the excitement of driving, carmakers will continue to lean in a
statistically-focused direction, with the headlines consisting of
what the marketing teams deem most important rather than what might
make you laugh the most on your favorite road. It remains to be seen
where this never-ending push will land us, but as long as it keeps
automotive excitement alive and kicking, and as long as it gets us
out there and <i>driving</i>,
it's fine by me. But I'm biased: more Hellcats are <i>most definitely</i> better Hellcats.</span></div>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: small;"><br /></span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="font-family: Arial, Helvetica, sans-serif; font-size: small;">-Ross, 9/22/15</span></div>
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<a href="http://2.bp.blogspot.com/-6lTBsOYhVjI/VgIFeYkKvFI/AAAAAAAAAio/YQ5zTCpLgsM/s1600/2015-dodge-charger-srt-hellcat-tesla-model-s-p85d-rear-three-quarter-track.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="424" src="http://2.bp.blogspot.com/-6lTBsOYhVjI/VgIFeYkKvFI/AAAAAAAAAio/YQ5zTCpLgsM/s640/2015-dodge-charger-srt-hellcat-tesla-model-s-p85d-rear-three-quarter-track.jpg" width="640" /></a></div>
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<span style="font-family: Arial, Helvetica, sans-serif; font-size: x-small;">Images courtesy of Motor Trend and Google</span></div>
Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com4tag:blogger.com,1999:blog-8992090947676825633.post-86954309233149591092015-09-20T19:23:00.000-07:002015-09-20T19:24:39.269-07:00That time Sir Stirling Moss signed two fans' cars "just because" [& I was there] - Historics @ Lime Rock Park 2015<div class="separator" style="clear: both; text-align: center;">
<a href="http://i.kinja-img.com/gawker-media/image/upload/s--in2mao_3--/1421986898005464238.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="background-color: #444444; color: #eeeeee;"><img border="0" src="http://i.kinja-img.com/gawker-media/image/upload/s--in2mao_3--/1421986898005464238.jpg" height="265" width="400" /></span></a></div>
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<span style="background-color: #444444; color: #eeeeee;">Nestled deep in the hills of Connecticut lies a fantastic track, one worthy of much more attention and praise than it regularly garners. With a car-guy father and family friends who own/operate a race team that calls Lime Rock their “home track,” I’ve been going to the Road Racing Center of the East my entire life, but it was just this year that I became a volunteer at the place that holds many of my oldest car-related memories.</span></div>
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<span style="background-color: #444444; color: #eeeeee;">The Historics Festival is the park’s biggest weekend of the year, with events ranging from a Concours-style car show to full-on vintage racing. It’s a spectacle to say the least, and one that I’d call “mandatory” to witness at least once if you live in the region.</span></div>
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<span style="background-color: #444444; color: #eeeeee;">Continue after the jump for pictures and stories from a great weekend.</span></div>
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<span style="background-color: #444444; color: #eeeeee;">Due to a wedding I could only be there Sunday and Monday of the long weekend, but I managed to snap a few pictures from my various volunteer spots. One such post between the uphill and downhill, selling much-needed water bottles to park-goers, a spot where all of the cars exited after the Sunday’s show; here I found myself not most mesmerized by the sights, but rather by the sounds of eighty-years worth of vintage, classic, sports, muscle, exotic, racing, and show cars idling and intermittently revving as they left. Needless to say, it was a great spot to be. Anyways, on to the pictures [all taken on a Galaxy S6, some have been cropped but none have been edited otherwise]:</span></div>
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<span style="background-color: #444444; color: #eeeeee;">First and foremost, the pictures below are of Sir Stirling Moss himself signing two Minis “simply because someone asked” [that was the legitimate explanation, not even joking]. It’s quite a sight to see one of the most famous drivers in history, an 85-year-old man who has a super-limited-edition Mercedes supercar named after him, signing a fan’s car for no other reason than they asked him to. And no, he didn’t get paid to do it.</span></div>
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<span style="background-color: #444444; color: #eeeeee;">On to the rest...</span></div>
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<span style="background-color: #444444; font-family: ElizabethSerif, Georgia, serif; font-size: 16px; line-height: 29px; text-align: start;"><span style="color: #eeeeee;">“Which Corvette is best Corvette?” This 427 certainly made a case for itself...if for no other reason than it hadn’t been modified distastefully.</span></span></div>
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<a href="http://i.kinja-img.com/gawker-media/image/upload/s--lEV7xr-3--/1421986897869478318.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="background-color: #444444; color: #eeeeee;"><img border="0" src="http://i.kinja-img.com/gawker-media/image/upload/s--lEV7xr-3--/1421986897869478318.jpg" height="368" width="640" /></span></a></div>
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<span style="background-color: #444444; color: #eeeeee;">The sign above the French invasion below is fairly inappropriate...</span></div>
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<a href="http://i.kinja-img.com/gawker-media/image/upload/s--zIsu-gdT--/1421986898127993262.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="background-color: #444444; color: #eeeeee;"><img border="0" src="http://i.kinja-img.com/gawker-media/image/upload/s--zIsu-gdT--/1421986898127993262.jpg" height="264" width="640" /></span></a></div>
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<span style="background-color: #444444; color: #eeeeee;">...and totally appropriate above this ACR:</span></div>
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<span style="background-color: #444444; color: #eeeeee;">Spyker!</span></div>
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<span style="background-color: #444444; font-family: ElizabethSerif, Georgia, serif; font-size: 16px; line-height: 29px; text-align: start;"><span style="color: #eeeeee;">Obligatory end-of-weekend parting shot of my Challenger by the skidpad:</span></span></div>
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<span style="background-color: #444444; font-family: ElizabethSerif, Georgia, serif; font-size: 16px; line-height: 29px; text-align: start;"><span style="color: #eeeeee;">-Ross</span></span></div>
Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com0tag:blogger.com,1999:blog-8992090947676825633.post-72790079615175001032015-06-02T18:41:00.001-07:002015-06-02T18:41:18.314-07:00Ten Reasons Muscle Cars Are Here To Stay<div style="line-height: 100%; margin-bottom: 0in;">
<span style="color: #cccccc;"><span style="font-family: Helvetica Neue, Arial, Helvetica, sans-serif;"><b>TEN
REASONS WHY MUSCLE CARS ARE HERE TO STAY</b></span></span></div>
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<span style="color: #cccccc;"><span style="font-family: Helvetica Neue, Arial, Helvetica, sans-serif;"><i>And
none of </i></span><i style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">them start with “'Merica”</i></span></div>
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<span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;">The
cliché is everywhere: “enjoy it while you can.” It's as if
being green, efficient, and environmentally responsible have fully
overthrown loud, rude, and in-your-face as the proper image you're
supposed to portray to the world. Even
Miley Cyrus is struggling to get away with acting such ways, and it's
no secret that muscle cars are the vehicular portrayal of many of
these frowned-upon traits that our politically-correct society
suggests are better pushed aside.
In turn, this puts our beloved muscle machines in grave danger; many
doubt their future entirely and from a logical standpoint things look
grim. But automotive enthusiasm isn't logical. We've all heard it
before, even straight from the mouth of James May (the “sensible
one”) in the opening conversation of Top Gear's most recent season,
when he put it bluntly: “the V8 could soon be a thing of the past.”
But I call bullshit. The most famous and storied of
enthusiast-focused vehicles are going away no quicker than the Prius
is becoming the Official Vehicle of Good Drivers. Here's why...</span></div>
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<a href="http://2.bp.blogspot.com/-HqsoZjvZjDI/VW5U2Cp7zbI/AAAAAAAAAfQ/0_3KXUIaf-w/s1600/2015-ford-mustang-gt-vs-chevrolet-camaro-ss-1le-dodge-challenger-r-t-scat-pack-comparison-test-car-and-driver-photo-642582-s-original.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="color: #cccccc;"><img border="0" height="195" src="http://2.bp.blogspot.com/-HqsoZjvZjDI/VW5U2Cp7zbI/AAAAAAAAAfQ/0_3KXUIaf-w/s320/2015-ford-mustang-gt-vs-chevrolet-camaro-ss-1le-dodge-challenger-r-t-scat-pack-comparison-test-car-and-driver-photo-642582-s-original.jpg" width="320" /></span></a><i><span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;">(Note:
For the purpose of this article, the Camaro, Mustang, and Challenger
will all be categorized as “muscle cars.” While each is
muscle-esque in its own way(s)-- and while each strays from muscle in
many ways as well-- for the sake of simplicity, they will be
categorized together.)</span></i></div>
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<span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;"><b>First</b>,
past fuel crises couldn't kill the V8. Today, up against the
toughest standards yet, they're still alive and are stronger than
ever. While automakers disguised past fuel-efficient replacements by
shrinking the car versus doing so to the engine, a la Gremlin, modern
technology has enabled today's muscle and sports cars to exceed the
MPG numbers of some the old-time “econoboxes” that resulted from
the fuel crisis eras. High-20's MPG figures are easily achievable
with a timid right foot, and some are handily creeping into the low
30's-- territory once, and even very recently, reserved for cars with
efficiency as a high priority. Now, though it may not be filed under
“intended use,” you can eek out sufficient miles per gallon from
your “play toy” for it to still be fairly economical.</span></div>
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<a href="http://4.bp.blogspot.com/-1btuQFo9xBA/VW5VOpdclAI/AAAAAAAAAfs/uASB1PO38Vk/s1600/B2OLePV.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="color: #cccccc;"><img border="0" height="180" src="http://4.bp.blogspot.com/-1btuQFo9xBA/VW5VOpdclAI/AAAAAAAAAfs/uASB1PO38Vk/s320/B2OLePV.jpg" width="320" /></span></a><span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;"><b>Second</b>:
there's a future of muscle cars that burn rubber without burning gas.
The first Tesla Model S was a land-going, battery-powered rocket
ship, and now they've “launched” (ha) the P85D, featuring the
infamous “Insane Mode,” a drive setting based on Elon Musk's
desire for acceleration matching that of the McLaren F1.
Acceleration as a priority? Straight muscle car mojo, be it roaring
exhaust or whirring batteries. That kind of power in a smaller,
lighter chassis with two less doors and rear-wheel-drive would be
fan-freakin-tastic, and the potential for this to be built is proof
that a muscle car can exist in a world where being green is hip.
It's really just a matter of time before we start seeing Electric
Muscle...paging Mr. Musk...</span></div>
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<span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;"><b>Third</b>,
while the typical automaker usually sells fewer halo cars than they
do any other vehicle in their catalog, the vehicular icon that
represents an entire brand is an entity wholly capable of drawing
somebody into the showroom which in turn can generate a sale of
either said halo car or, more importantly, of something beneath it.
For example, if somebody walks into a Dodge dealership to oogle their
Viper-filled fantasy and reality-laden sensibility kicks in, he can
still likely justify a Charger as his family car while keeping peace
of mind that his pride and joy shares blood with its Hellcat and
snake-bitten Dodge brethren. Halo cars create sales of the cars that
automakers <i>actually
make money </i>on.
In the form of muscle cars, they create prestige by giving the other
cars the company builds the image of having the same heritage as the
more “desirable” car. Brand recognition and image are both
extremely important, more so now than ever, and it all starts with
the company's most easily recognizable and distinguished car. And if
people think they're getting a piece of the fun by purchasing a
relative of a sports or muscle car, it's a win-win for the company.</span></div>
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<a href="http://2.bp.blogspot.com/-W2pZPdJz14w/VW5VmDiPW-I/AAAAAAAAAf0/LDpbWEauZ6k/s1600/New-Ford-Mustang-Shelby-GT350-20.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="color: #cccccc;"><img border="0" height="266" src="http://2.bp.blogspot.com/-W2pZPdJz14w/VW5VmDiPW-I/AAAAAAAAAf0/LDpbWEauZ6k/s400/New-Ford-Mustang-Shelby-GT350-20.jpg" width="400" /></span></a></div>
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<span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;">The
halo car effect also incorporates itself into the CAFE-standard
ordeal; while the V8-bearers might not achieve an average efficiency
worthy of meeting the government's mandates, the high-volume sellers
are more likely to increase the company's overall average fuel
economy, allowing the parent brand to meet said standards and live to
see another day. We must not forget that vehicle manufacturing is a
business and that automakers need to sell cars to survive, and it is
impossible to do so without complying with the government's
regulations.</span></div>
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<a href="http://1.bp.blogspot.com/-gRdsDgzlc2Q/VW5V-mLVT1I/AAAAAAAAAf8/thMW-3v6Ng4/s1600/chevy-camaro-oshawa.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><span style="color: #cccccc;"><img border="0" height="180" src="http://1.bp.blogspot.com/-gRdsDgzlc2Q/VW5V-mLVT1I/AAAAAAAAAf8/thMW-3v6Ng4/s320/chevy-camaro-oshawa.jpg" width="320" /></span></a><span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;"><b>Fourth</b>:
Speaking of selling cars, numbers
speak volumes: Chevy has sold nearing 500,000 Camaros since the car's
reincarnation, while Dodge has moved going on 300,000 Challengers
during its newfound life. And, needless to say, Ford has been
selling the Mustang nonstop since its introduction, with numbers just
behind the Camaro since the Chevy's 5<sup>th</sup>
generation was introduced. These high sales figures drive
(so-to-speak) and correlate to the sales of the rest of the product
line, and to that of the industry as well. And right now, the
resulting numbers are quite good.</span></div>
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</span></div>
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<a href="http://4.bp.blogspot.com/-hXxtUQVEkKA/VW5TZh5F_UI/AAAAAAAAAbk/r8kR84zkTuc/s1600/DSC_0156.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="color: #cccccc;"><img border="0" height="174" src="http://4.bp.blogspot.com/-hXxtUQVEkKA/VW5TZh5F_UI/AAAAAAAAAbk/r8kR84zkTuc/s320/DSC_0156.JPG" width="320" /></span></a><span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;"><b>Fifth</b>,
the kids that will keep car culture going are the ones who embrace
muscle cars with open arms and open hearts. They're the ones eagerly
awaiting the all-new Mustang's release; they're the ones who geek out
over the Z28's lap times; and they're the ones obsessing over the
Hellcat's astronomical power figures. Car culture has changed quite
a bit since the first coming of Muscle, but if it has any chance of
survival it needs a core group of enthusiasts who still love the
rumble of eight cylinders. Likewise, with muscle car ownership
usually comes the territory of [willingly] doings modifications and
maintenance oneself, and the comparative simplicity of V8's and the
package wrapped around them makes these cars relatively easy to work
on and also relatively affordable, thus positioning them as
accessible enthusiast machines. The future lies in the hands of the
up-and-coming generation, one that appears to already be accepting of
the V8 and of muscle.</span></div>
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<a href="http://3.bp.blogspot.com/-8H1nB22DZcQ/VW5W4BgkrVI/AAAAAAAAAgM/Vuf9jegjLzY/s1600/2016-ford-shelby-gt350r-m-2_1600x0w.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="color: #cccccc;"><img border="0" height="133" src="http://3.bp.blogspot.com/-8H1nB22DZcQ/VW5W4BgkrVI/AAAAAAAAAgM/Vuf9jegjLzY/s200/2016-ford-shelby-gt350r-m-2_1600x0w.jpg" width="200" /></span></a><a href="https://1.bp.blogspot.com/-XAwztlHWiX4/VW5W4FyKnHI/AAAAAAAAAgE/fP3IHlYsp7M/s1600/2014-Camaro-Z28-Gingerman-Raceway-1024x683.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="color: #cccccc;"><img border="0" height="133" src="http://1.bp.blogspot.com/-XAwztlHWiX4/VW5W4FyKnHI/AAAAAAAAAgE/fP3IHlYsp7M/s200/2014-Camaro-Z28-Gingerman-Raceway-1024x683.jpg" width="200" /></span></a><span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;"><b>Sixth</b>:
muscle cars are no longer the one-trick-ponies of yore. When the
original Mustang and Camaro debuted they were focused on
acceleration, an affordable price tag, and high fun-quotient. But
today, with competence tests such as autocross, time attacks, track
days (bro), and the likes, modern muscle has to be able to turn too.
As such, the automakers have obliged; enter the Camaro 1LE / Z28,
Mustang “Track Pack” / Boss 302 / GT350[R], and even the
SRT/Hellcat Challenger [and yes, Charger]. Any and all of these
cars' dynamic abilities will punch the “American cars can't handle”
guy square in the face. Even the Hellcat ran around Motor Trend's
figure-eight in the same time as the Alfa 4C, a car dedicated to
weight savings by making use of carbon fiber shell, quite contrary to
the Hellkitten's close-to 4500-pound heft. Visit a local track day
and you will undoubtedly see an assortment of each from the
Ford/Chevy/Dodge trio fighting physics in a battle against the clock.
In addition to handling prowess, these American bruisers employ some
tech that would make the early days</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<a href="http://2.bp.blogspot.com/-QpFSiNSXr5g/VW5W4B8FRsI/AAAAAAAAAgI/34QoDdJ-bwQ/s1600/maxresdefault.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="color: #cccccc;"><img border="0" height="111" src="http://2.bp.blogspot.com/-QpFSiNSXr5g/VW5W4B8FRsI/AAAAAAAAAgI/34QoDdJ-bwQ/s200/maxresdefault.jpg" width="200" /></span></a><span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;">of NASA seem unsophisticated.
GM's Magnetic Ride Control uses magnetic particles that float in oil
to control suspension damping 1,000 times per second. Meanwhile,
even the Mustang has joined the 21<sup>st</sup>
century with the addition of Independent Rear Suspension and all the
accompanying toys to qualify it as a fully “modern car.” Then
there's Dodge, which is selling a seemingly unlimited number of fully
streetable 700+ HP monsters-- a concept which would have been
ludicrously unthinkable as recent as a decade ago, before technology
made a car with so much power “driveable.” And let's not forget
the ever-increasing number of computers fitted to every vehicle. The
bottom line is today, muscle is not only about ripping burnouts and
slaying the quarter-mile, but it's about being able to conquer
corners as well.</span></div>
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<a href="http://3.bp.blogspot.com/-2BDcFQfr32k/VW5TdNpFNbI/AAAAAAAAAeU/aE9r5YgsOzk/s1600/DSC_0404.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="color: #cccccc;"><img border="0" height="202" src="http://3.bp.blogspot.com/-2BDcFQfr32k/VW5TdNpFNbI/AAAAAAAAAeU/aE9r5YgsOzk/s320/DSC_0404.JPG" width="320" /></span></a><span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;">On
top of this, muscle cars have become genuinely good on the street.
They are truly easy to live with, and not just as in “oh yeah, it's
fine <i>for
what it is</i>,”
but in that they're safe, comfortable, semi-practical, reliable
vehicles. Compromises are, finally, minimal. I drive my Challenger
every day, 105 miles round trip. It's perfectly comfortable, there's
ample interior room for people to fit in the back if needed, and
better yet, even with a 5.7L V8, averaging 22 MPG is easy. It's even
seen figures as high as 29 MPG on a road trip, which was with the A/C
on full blast and a week-long vacation's worth of baggage filling the
trunk. The proof is there: more and more people are making V8, RWD
cars their daily drivers. Traction control, ESP, and other
acronym-bearing car brains also make these cars easier to drive
year-round, inclimate weather included (with the appropriate tires,
of course). Making the case for a muscle car as your only vehicle is
no longer difficult; today, it's easy to justify how you can combine
practicality and pleasure.</span></div>
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<span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;"><b>Se7en(th)</b>:
Thinking outside the box, there's muscle cars from all over the
world, not just from the good 'ol US of A. Mercedes represents
itself with the C63 and SLS, both of which are notorious for being
entirely overpowered versus their handling/chassis departments; Lexus
is building a coupe with a 460+ HP V8 and far too little tire; and
even Britain has pseudo-muscle in the F-Type R Coupe (the now-defunct
RWD version, at least) and some of the Aston Martin cars as well.
Broaden the spectrum to GT cars, the concept of which is largely
similar (big engine; comfort; rear-wheel-drive; effortless low-RPM
cruising; fun; etc), and there are even more options. On the flip
side, the “hottest” thing to do today is to swap a fire-breathing
V8 into a shell otherwise left to smaller means of propulsion, in
turn broadening muscle's influence if only through the hands and
minds of madness. What was once an American-only club has gone fully
international, with more entries and creations on the horizon and
each one making the competition more difficult, thus forcing
improvement in every facet. More muscle in the wide world of cars
means it's that much harder to get rid of.</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;"><br />
</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<a href="http://3.bp.blogspot.com/-rA0zCqDCr6I/VW5Y_p55krI/AAAAAAAAAgo/gqV04jun5P0/s1600/maxresdefault%2B%25281%2529.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="color: #cccccc;"><img border="0" height="150" src="http://3.bp.blogspot.com/-rA0zCqDCr6I/VW5Y_p55krI/AAAAAAAAAgo/gqV04jun5P0/s200/maxresdefault%2B%25281%2529.jpg" width="200" /></span></a><span style="color: #cccccc;"><span style="font-family: Helvetica Neue, Arial, Helvetica, sans-serif;"><b>Eighth:</b>
the sound. Nothing can replace the raw, brutal, grass-roots
arrogance of a V8 engine piped through proper headers into a
not-so-muffled exhaust. Be it a V12, V10, straight-six, or turbo-4,
every engine ty</span><span style="font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; line-height: 100%;">pe has a following, but none has a sound as iconic as
that of eight cylinders. Small block or big, the V8's roar is
ingrained in songs, movies, and, most importantly, minds, and it's
part of why people love muscle cars in the first place.</span></span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://3.bp.blogspot.com/-_ivuURqeyLQ/VW5Y_vb6cqI/AAAAAAAAAgk/bnH5tiMNfVw/s1600/4202_screen04%255B1%255D.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="color: #cccccc;"><img border="0" height="116" src="http://3.bp.blogspot.com/-_ivuURqeyLQ/VW5Y_vb6cqI/AAAAAAAAAgk/bnH5tiMNfVw/s200/4202_screen04%255B1%255D.jpg" width="200" /></span></a><a href="http://1.bp.blogspot.com/-yeWyXoOuAAc/VW5Y_qMvvLI/AAAAAAAAAgg/Z6YD96TnRec/s1600/tumblr_ncu9d9MkRn1sm24iko1_500.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="color: #cccccc;"><img border="0" height="221" src="http://1.bp.blogspot.com/-yeWyXoOuAAc/VW5Y_qMvvLI/AAAAAAAAAgg/Z6YD96TnRec/s400/tumblr_ncu9d9MkRn1sm24iko1_500.jpg" width="400" /></span></a></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;"><br />
</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;"><b>Ninth</b>:
muscle cars are badass. They ooze character and personality. They
make good movie cars. They make auto shows important. They get your
attention, be it in a commercial or in a parking lot. They make
heritage and nostalgia and brand names and rivalries relevant. And
they make having a shit-ton of attitude feel like a vital part of
life. Hollywood, form over function, and competition: staples of
American society that will never, ever go away.</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;"><br /></span></div>
<div class="separator" style="clear: both; text-align: center;">
<span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;"><a href="http://4.bp.blogspot.com/-Nc0Hjg0uxSY/VW5Ta9nMawI/AAAAAAAAAcI/i42Jb4CAYKo/s1600/DSC_0266.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="428" src="http://4.bp.blogspot.com/-Nc0Hjg0uxSY/VW5Ta9nMawI/AAAAAAAAAcI/i42Jb4CAYKo/s640/DSC_0266.JPG" width="640" /></a></span></div>
<br />
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;"><br />
</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<a href="http://3.bp.blogspot.com/-wEdVC1lLYJI/VW5TXuoSRTI/AAAAAAAAAbQ/xfEZuKU64-0/s1600/DSC_0093.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="color: #cccccc;"><img border="0" height="148" src="http://3.bp.blogspot.com/-wEdVC1lLYJI/VW5TXuoSRTI/AAAAAAAAAbQ/xfEZuKU64-0/s320/DSC_0093.JPG" width="320" /></span></a><span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;"><b>Tenth</b>:
smiles. Car enthusiasm is about automotive bliss, being happy around
cars, losing oneself in the sights/sounds/feelings, making friends
(and enemies), experimenting, trying (and failing), about the grin
you get from all of the aforementioned...and, of course, the
incomparable connection between you and your car and the road and the
freedom that takes perfect form in driving. Muscle cars simply make
all of this better. That's really all there is to it. Whatever
obstacle there is people will find a way to keep muscle cars around
for they enrich lives in a way that only muscle cars can. If this
isn't reason enough as to why they're here to stay, I don't know what
is.</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="color: #cccccc;"><br /></span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="color: #cccccc;"><br /></span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;">Despite
ever-tightening standards, times, for cars at least, are good. The
horsepower wars are swinging harder than ever. Innovation is running
wild, hand-in-hand with old-school mentality's greatest hits. Ford,
Chevy, and Dodge are fighting harder than ever to make the best cars
they can, and not just those with unnecessary amounts of horsepower
and torque. But luckily they <i>are</i>
focusing on those with unnecessary amounts of horsepower and torque,
and we the car people are reaping the benefits. Times are good. No,
times are <i>great</i>.
Perhaps the best. This is the true golden era of muscle. Muscle
cars are too iconic, too blue collar, too laugh-inducing, too
enjoyable, and too damn fun to ever go away for good. The outlook is
equally great: we're witnessing a new standard, with even better
machinery on the horizon. Muscle cars are here to stay. They've
adapted before and will have to again, but for now all we can do is
enjoy them, because it's not a matter of doing so while <i>they're</i>
still around-- it's a matter of enjoying them while <i>we're</i>
still around. Let's face the facts:</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="color: #cccccc; font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif; line-height: 100%;">Muscle cars are here to stay.</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif;">And
if you've made it this far, go do a burnout.</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://3.bp.blogspot.com/-_4dKl3XDQ6w/VW5U1y78iHI/AAAAAAAAAfY/UczIVCjwF5w/s1600/2015-chevrolet-camaro-ss-1le-2015-dodge-challenger-r-t-scat-pack-and-2015-ford-mustang-gt-photo-642871-s-986x603.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="color: #cccccc;"><img border="0" height="390" src="http://3.bp.blogspot.com/-_4dKl3XDQ6w/VW5U1y78iHI/AAAAAAAAAfY/UczIVCjwF5w/s640/2015-chevrolet-camaro-ss-1le-2015-dodge-challenger-r-t-scat-pack-and-2015-ford-mustang-gt-photo-642871-s-986x603.jpg" width="640" /></span></a></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="color: #cccccc;"><br /></span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="color: #cccccc;"><br /></span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="color: #cccccc; font-family: 'Helvetica Neue', Arial, Helvetica, sans-serif;">-Ross, 6/2/15</span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="color: #cccccc;"><br /></span></div>
<div style="line-height: 100%; margin-bottom: 0in;">
<span style="color: #cccccc; font-family: Helvetica Neue, Arial, Helvetica, sans-serif; font-size: xx-small;">Image sources: Google / myself</span></div>
Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com0tag:blogger.com,1999:blog-8992090947676825633.post-9619824305888429732015-04-21T17:00:00.001-07:002015-04-21T17:00:15.420-07:00Separation Anxiety: How A Rental Car Rejuvenated My Automotive Enthusiasm<div class="separator" style="clear: both; text-align: center;">
</div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://2.bp.blogspot.com/-Ia70kBPsnz8/VTbea_-NZOI/AAAAAAAAAYM/FsWMI2R1Ycw/s1600/Title%2BPic.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://2.bp.blogspot.com/-Ia70kBPsnz8/VTbea_-NZOI/AAAAAAAAAYM/FsWMI2R1Ycw/s1600/Title%2BPic.jpg" height="130" width="640" /></a></div>
<br />
<div style="margin-bottom: 0in;">
<b>Separation Anxiety</b></div>
<div style="margin-bottom: 0in;">
<i>How three days
with a rental car rejuvenated my automotive enthusiasm and
concurrently my love for the Challenger</i></div>
<br />
<div style="margin-bottom: 0in;">
There's really nothing <i>wrong</i>
with the midsize-crossover that is the Dodge Journey; in fact, it
does everything it's intended to quite well. It's safe, reliable,
moderately comfortable, roomy, returns decent gas mileage, is made of
materials that were unknown to many manufacturers as recent as ten
years ago, and (probably) hauls five to <span style="background-attachment: initial; background-clip: initial; background-image: initial; background-origin: initial; background-position: initial; background-repeat: initial; background-size: initial;">seven</span>
people, <span style="background-attachment: initial; background-clip: initial; background-image: initial; background-origin: initial; background-position: initial; background-repeat: initial; background-size: initial;">two</span> of those
being very small children, just fine. Fundamentally speaking, it's a
good car. But if you're reading this, it's pretty likely you
consider yourself an <i>automotive enthusiast</i>,
otherwise known as someone who takes particular interest in vehicles
that are rather good at sacrificing their ability to be a <i>car</i>
in favor of novelties such as lap times or crawling over inanimate
objects. And, unfortunately, that doesn't make the Dodge Journey a
good <i>enthusiast's </i>car.
Yet despite this, it was remarkable how living with one of
these “sensible vehicles” for just three days helped rejuvenate my
love for cars, and especially for my own. It all started with a
usually-run-of-the-mill, though unpleasant, telephone exchange:</div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
“We'll likely have to keep it until
Tuesday or Wednesday of next week.”</div>
<div style="margin-bottom: 0in;">
“Shit.”</div>
<div style="margin-bottom: 0in;">
<br />
</div>
<div style="margin-bottom: 0in;">
<a href="http://3.bp.blogspot.com/-NDgPlDuwktw/VTbhQmToTbI/AAAAAAAAAZQ/RipzBdK8f3U/s1600/IMG_3253.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://3.bp.blogspot.com/-NDgPlDuwktw/VTbhQmToTbI/AAAAAAAAAZQ/RipzBdK8f3U/s1600/IMG_3253.JPG" height="240" width="320" /></a>It was the end of March. The Winter
Blues had officially assumed full command of my psyche, the
snow-covered woods and leafless trees a visual reminder of weather
suited best for those who enjoy places the likes of Vail, or whose
favorite company is a hardcover epic beside the warmth of a
fireplace. And, just as things are looking up – a couple days
breaking the seemingly summer-like forty-degree mark – in comes the
Dodge Journey, taking the place of my Challenger during its inpatient
stay at the dealership for transmission surgery. Quoting a lead time
of about a week, the service advisor helped me scoop up a rental in
the meantime, though my initial emotions were very misleading. The
excitement of potential seat time behind the wheel of a different
vehicle wore off <i>very</i> quickly, evaporating entirely when the
Caddy ATS and Chrysler 300 on the Enterprise “menu” faded out of
view as the rep pulled a straight-jacket-white Journey SXT out to be
my temporary wheels. Only a few minutes later, with less than two
miles spent sitting in the driver's seat, the feeling was instantly
recognizable: it was as if the steering wheel was connecting me to
something that wasn't, well, <i>me</i>;
I was no longer driving an extension of myself, but rather simply
controlling a piece of machinery.</div>
<div style="margin-bottom: 0in;">
<br />
</div>
<div style="margin-bottom: 0in;">
<a href="http://1.bp.blogspot.com/-TkPzHcTJyaY/VTbhPZeVqTI/AAAAAAAAAZA/FeTMXTiF9YY/s1600/IMG_3249.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="http://1.bp.blogspot.com/-TkPzHcTJyaY/VTbhPZeVqTI/AAAAAAAAAZA/FeTMXTiF9YY/s1600/IMG_3249.JPG" height="240" width="320" /></a>To use a worn-out cliché, the Journey,
especially in rental-guise, is effectively an appliance. Its purpose
is A-to-B transportation, nothing more, nothing less. It stirs about
as much emotion as does running the washing machine, which is next to
none, unless you're a dog...which you probably aren't, unless this is
some strange post-script from <i>The Art of Racing In The Rain</i>.
Coincidentally, the aforementioned is a book that fully encompasses
how being a lover of all things <i>car</i>
can seize your body, mind, and soul; driving is wholly capable of
bringing about adrenalin, joy, fear, sorrow, and everything
in-between. To those who love them, cars come alive. Unfortunately,
the loaner did not, but it rejuvenate deep within me the passion that
burns so strong, which was waning amidst the brutal Northeast winter.</div>
<div style="margin-bottom: 0in;">
<br />
</div>
<div style="margin-bottom: 0in;">
<a href="http://4.bp.blogspot.com/-5QR4UAFSbeQ/VTbhNDAYiQI/AAAAAAAAAYg/tA7bAubwCo0/s1600/IMG_2355.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://4.bp.blogspot.com/-5QR4UAFSbeQ/VTbhNDAYiQI/AAAAAAAAAYg/tA7bAubwCo0/s1600/IMG_2355.JPG" height="320" width="240" /></a>Before I knew it
the Journey was gone and my butt was planted in the driver seat of my
Challenger once again, putting me on the receiving end of many more
stares from middle-aged men and feeling much less like I was heading
to pick my kids up en route to drop them off at whatever practice it
is they might be going to. The Journey was hardly with me long
enough to drive it, to get to know it, and to bond with it, let alone
to take pictures of it or do things like calculate the gas mileage it
may or may not have gotten (hey, you gotta wind out the gears at least a few
times). No hurt feelings here, for the time spent in the blandmobile
made driving the Hemi-powered R/T feel infinitely more responsive and
(thankfully) faster than it usually does, and the involvement of the
manual transmission a revelation. However (and this is still much to
my surprise), I now have a deep, new-found appreciation and respect
for the Dodge Journey. Not for the Journey as a model, but for the
specific vehicle I had for three days while my car was at the doctor.
Though driving said Journey failed to stir up any vehicular emotion
in the bottom of my soul, it did revive that which beats for the real
world of automotive enthusiasm; it allowed me to realize, recognize,
and remember just how great the world of cars is, and why I call it
my favorite pastime. It rejuvenated the desire for road trips, for
track days, for car shows, and for the seemingly simple things like
waving at another driver of your same model car as they drive by. A
vehicle may not have a living, beating heart, but a soul it most
definitely has.</div>
<div style="margin-bottom: 0in;">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://2.bp.blogspot.com/-ubAB2VIWhLY/VTbhPJez7ZI/AAAAAAAAAY4/W5OKzWcHPE0/s1600/IMG_2752.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="http://2.bp.blogspot.com/-ubAB2VIWhLY/VTbhPJez7ZI/AAAAAAAAAY4/W5OKzWcHPE0/s1600/IMG_2752.JPG" height="240" width="320" /></a></div>
<div style="margin-bottom: 0in;">
These
few days also bump-started my love for the Challenger that has become
a willing and able partner to my road-borne adventures. While
outspoken internet desk-jockeys argue that it's too heavy to be a
good car for enthusiasts, I entirely disagree. Actually, I've always
disagreed, but more so now than ever. It might not have the dynamics
of a Miata, the drama of a 458, the acceleration of a GT-R, or the
road-and-track-compatability of a 1LE, yet it's still a good
<i>enthusiast's car</i>. Not
necessarily <i>driver's car,</i>
but a lot of that is what you make of it; rather, it's what you do
<i>with </i>it that makes it
your vice, your channel, your way of expressing and enjoying
yourself. And though the heavyweight Challenger might not invigorate
you to set the new lap record at Laguna Seca, what it <i>does</i>
do is inspire you, just as any great car or driving partner should:
it makes you <i>want</i> to
drive, crave a reason to go places; it forces you to enjoy the
adventure and not just the destination. And this, friends, is what
being addicted to motor vehicles, to new experiences, to <i>the
culture</i>, and most importantly, what <i>driving,</i> is all
about.</div>
<div style="margin-bottom: 0in;">
<br /></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://4.bp.blogspot.com/-uAwFIHSctXo/VTbhNsF-xyI/AAAAAAAAAYo/LG5l1nZOTdQ/s1600/IMG_2529.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://4.bp.blogspot.com/-uAwFIHSctXo/VTbhNsF-xyI/AAAAAAAAAYo/LG5l1nZOTdQ/s1600/IMG_2529.JPG" height="352" width="640" /></a></div>
<br />
<div style="margin-bottom: 0in;">
It's easy to lose
way of automotive culture when the weather is shitty, your car is
broken, and your favorite motoring TV show has recently been
canceled. At said point in the year, nothing seems further away than
giving your car a bath, going for a drive, and reveling in the freedom that
there is in making your own adventure. But then, just when you're at automotive rock bottom, something comes
along and it hits you: nothing can replace the passion that is being
a “car person,” because in it comes a one-to-one attachment that
simultaneously helps you see, experience, and take joy in new things,
and also helps you find yourself. If you need to get your enthusiasm
back on track, if you're looking for a way to rejuvenate your passion
for vehicles and for the art of driving, if you've got the Winter Car
Blues, all you need to do is seek your closest rental location.
You'll fall in love all over again before you know it. I recommend a
Dodge Journey.</div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
-Ross, 4/21/15</div>
Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com3tag:blogger.com,1999:blog-8992090947676825633.post-21317432170494969222014-10-29T18:27:00.001-07:002015-04-07T17:19:44.076-07:00Tire Comparison & Review: Goodyear Wrangler DuraTrac vs. Toyo Open Country ATII (AT2)<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><b>Tire
Comparison: Goodyear Wrangler DuraTrac vs. Toyo Open Country ATII (AT2)</b></span></span></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><br /></span></span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://4.bp.blogspot.com/-C_Tg4qlqcyw/VFBLC1yxRpI/AAAAAAAAANI/r6nn6ThmqIk/s1600/DSC_1296edit.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://4.bp.blogspot.com/-C_Tg4qlqcyw/VFBLC1yxRpI/AAAAAAAAANI/r6nn6ThmqIk/s1600/DSC_1296edit.jpg" height="214" width="320" /></a></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://3.bp.blogspot.com/-K97TtAAiE7M/VFF2NGdr2ZI/AAAAAAAAAW0/d2GCsctzpjw/s1600/IMG_1630.2.2.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://3.bp.blogspot.com/-K97TtAAiE7M/VFF2NGdr2ZI/AAAAAAAAAW0/d2GCsctzpjw/s1600/IMG_1630.2.2.jpg" height="229" width="320" /></a></div>
<br />
<div style="margin-bottom: 0in;">
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://www.treaddepot.com/prodimg/goodyear-wrangler-duratrc-group-large.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="http://www.treaddepot.com/prodimg/goodyear-wrangler-duratrc-group-large.png" height="195" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Goodyear Wrangler DuraTrac</td></tr>
</tbody></table>
<span style="font-family: Calibri, sans-serif; font-size: medium;">Trying
to garner an unbiased opinion about which tire for a 4WD truck/SUV is “the best” is nothing short of asking Chevy, Ford, and Dodge
owners why they’re partial to their respective brand – except in
the world of tires, there's ten times the choices. The number of
all-terrain (A/T), mud-terrain (M/T), and crossover tires (a new
genre, those that bridge the gap between the two) is seemingly
infinite. The good news is that it's hard to find a bad tire, but
the flip-side is that deciding on a tire suited to one’s desired
price range, load rating, tread pattern, domestic/foreign brand,
size, look, etc. is bridging on the verge of impossible. Rather than
explore the “safe options” (BFG A/T, Nitto Terra Grappler, Micky
Thompson ATZ, General Grabber AT2, Cooper AT3, etc.), I’m going to
get very detailed with two of the “hot tires” of the moment
which, while not technically new-comers, are popular and
well-respected in their own right.</span><br />
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://www.treaddepot.com/prodimg/toyo-open-country-at-2-group-large.png" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="http://www.treaddepot.com/prodimg/toyo-open-country-at-2-group-large.png" height="195" width="200" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Toyo Open Country ATII (AT2)</td></tr>
</tbody></table>
<span style="font-family: Calibri, sans-serif; font-size: medium;">Furthermore, to help us
differentiate between a tried-and-true “all-terrain” and one of
the newfangled “crossover tires,” this comparison features one of
each: Toyo’s ATII (the clear all-terrain) and Goodyear’s
Wrangler DuraTrac (a mud-terrain with road-going manners, or an
all-terrain that thinks it's a mud tire -- depending on how you look
at it). Both were 285/70/17, with the Goodyears being D load rating and the Toyos bearing an E.</span><br />
<span style="font-family: Calibri, sans-serif; font-size: medium;"><br /></span>
<span style="font-family: Calibri, sans-serif; font-size: medium;">In
short, both of these tires will help you keep your 4WD bragging
rights and off-road ability, but neither will make you feel like you
were irresponsible in buying an all-out mudder for your rig that has to be able to handle street duty. The following compare/contrast is here for those of us unsure as I
was as to which type tire best fits their wants/needs.</span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><b>APPEARANCE</b></span></span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://1.bp.blogspot.com/-hyl0bAxqnxw/VFBLcqp_A4I/AAAAAAAAARI/59NjU7FXstI/s1600/IMG_0813.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://1.bp.blogspot.com/-hyl0bAxqnxw/VFBLcqp_A4I/AAAAAAAAARI/59NjU7FXstI/s1600/IMG_0813.JPG" height="320" width="240" /></a></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><b><br /></b></span><span style="font-size: medium;">No
4x4 should be wearing shoes that look like those commonly run on a
minivan, end of story. The number of compliments and questions I got
while running the DuraTracs became borderline absurd. People asked,
“what are they?,” “how do they do in the mud/snow?,” “where can
I buy them?,” and on and on and on. They simply look like nothing
else out there and give off an air of aggression that even some mud
tires can’t match. The tread pattern seems to mimic that of the bottom of
a Timberland boot (a </span><span style="font-size: medium;"><i>real</i></span><span style="font-size: medium;">
Timberland)...all good stuff here for the
Goodyear, and the pictures speak for themselves.</span></span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://www.workersworld.com/store/pc/catalog/26002_bottom_2210_detail.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.workersworld.com/store/pc/catalog/26002_bottom_2210_detail.jpg" height="259" width="320" /></a><a href="http://www.goodyear.com/images/tireImages/goodyear/media/Wrangler_DuraTrac_Front_354.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.goodyear.com/images/tireImages/goodyear/media/Wrangler_DuraTrac_Front_354.jpg" height="200" width="200" /></a></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><br /></span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<a href="http://2.bp.blogspot.com/-wYujMnMQi4A/VFBOUl8DcUI/AAAAAAAAAWQ/rNXKSID66cE/s1600/IMG_0834.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://2.bp.blogspot.com/-wYujMnMQi4A/VFBOUl8DcUI/AAAAAAAAAWQ/rNXKSID66cE/s1600/IMG_0834.JPG" height="280" width="320" /></a><span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">While
the ATII’s sidewall isn't overly menacing, the tread has enough
meat and depth to it so that you won't mistake it for something
stock. This doesn't </span><span style="font-size: medium;"><i>look</i></span><span style="font-size: medium;">
like a tire you want to attack the Rubicon Trail with, but you
probably wouldn't hesitate to run it through some mud, decently
deep snow, or do some mild wheeling with it. Think “street tire with lugs that are open enough to
clean out fairly well.” It’s tame and understated, but not weak. Still,
it can't match the absurdity that is the Goodyears' design.</span></span></div>
<br />
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Advantage:
DuraTracs - no question here</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><b>AROUND
TOWN</b></span></span></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><b><br /></b></span><span style="font-size: medium;">It's
easy for a tire with an aggressive tread to wobble at low speeds,
especially when accelerating and decelerating between a stop and 10
MPH. Luckily, the spacing and pattern of the DuraTrac minimizes
this...when compared to something geared even more towards off-highway use. The lugs are
positioned close enough together so that the voids don't cause a
shake or wobble, and since it doesn't have a totally horizontal
layout (ex. Super Swampers), vibration truly is minimal. The Pro Comp A/T’s I had years ago were
worse.</span></span></div>
<div class="separator" style="clear: both; text-align: center;">
</div>
<div style="margin-bottom: 0in;">
<a href="http://3.bp.blogspot.com/-ZJaYL5httnY/VFBP-f3e5oI/AAAAAAAAAWk/PNv6cgGfUxg/s1600/P5020093edit.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="http://3.bp.blogspot.com/-ZJaYL5httnY/VFBP-f3e5oI/AAAAAAAAAWk/PNv6cgGfUxg/s1600/P5020093edit.jpg" height="300" width="400" /></a></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Even with its Load E rating, the
Toyo is undoubtedly smoother around town, sometimes eerily so. Additionally, the tires help to
eliminate some of the smaller disruptions in pavement that you would
otherwise feel in your lower back. Very refreshing after 25K miles
with the DuraTrac.</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Advantage:
Toyo</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<b style="font-family: Calibri, sans-serif; font-size: large;">HIGHWAY
CRUISING</b></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><b><br /></b></span><span style="font-size: medium;">Be
it the regular commute or towing the quad trailer, a good tire has to
inspire confidence in you when you're moving at speed. It really does help
to know you won’t suddenly wander out of the lane, and it’s also
nice to feel that in a panic-stop situation the tires under your
vehicle will work to your advantage.</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">With
low mileage on the set, the DuraTracs were surprisingly pleasant and
had good characteristics overall at higher speeds: wander wasn't
bad and braking distances were “good enough.” They did,
however, squirm a fair share under hard braking, which only got worse
over time. Overall, highway quality was decent but dropped
off quickly after 20,000 miles, the point at which they became
drastically worse riding and exhibited some characteristics –
wander, bad braking distances, excessive noise – that were enough
to force me into buying a new set (they were replaced by the Toyos).</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">On
the contrary, the Toyos performed admirably on the highway. Wander
was even less than the DuraTracs, braking distances were great for a
tire of this genre, and they were smooth riding and coasted with
ease. Honestly, these tires portrayed the best driving
characteristics of any tire I've ever owned, aggressive or not.</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Advantage:
Toyos</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><b>NOISE</b></span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Noise
is commonly a big issue when dealing with truck tires in plus-sizes. Highway
hum can be overly aggravating if you're not accustomed to the noise
of the M/T's, and it can truly make you enjoy the time spent in your vehicle less than you otherwise would.</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">The
compound Goodyear uses for its DuraTrac is </span><span style="font-size: medium;"><i>much</i></span><span style="font-size: medium;">
softer than that used by Toyo in the ATII, and such is one factor why
it makes a lot more noise. Furthermore, the open, criss-crossing
tread of the DuraTrac does itself no favors here. Chalk it up to the
Goodyear being geared more towards traction in off-road
situations, prioritizing grip and ability over pleasantness. Still,
it could be worse; the DuraTracs are noticeably quieter than the
typical mudder.</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">As quiet as the Goodyear is for a tire of this style, the Toyo is drastically quieter,</span><span style="font-size: medium;"> silent to extent that you almost forget they're rotating continuously
beneath you. To call the DuraTrac bad in the noise department is a
totally relative statement, because Goodyear has made a valiant effort in helping the DuraTrac to be easy enough to drive around on without them
humming your ears off. Meanwhile though, the ATII is outstanding
when it comes to road noise. Again, different styles, different
purposes; these only become more obvious as you spend more and more time with each.</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Advantage:
Toyo</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><b>HANDLING</b></span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Yes, this does matter when it comes to trucks;, seeing as nobody wants their
vehicle to feel sloppy going around a corner even if said vehicle
weighs upwards of three tons. The DuraTracs, with their soft makeup,
did well on mountain roads and really gripped the pavement when pushed hard.
Likewise, the Toyos did mighty fine for a tire not designed to be
driven like you would a sports car, but that didn't stop me from
doing so when the Avalanche was my only vehicle. The one big
difference between these two was that the Toyos were much more
progressive in their limits whereas the Goodyears would hang on and
then give up suddenly with little to zero notice. Either way, unless
you're on a race track, both tires do very well, better than one
would even expect. The nod goes to the Toyo though, for having less
sidewall roll in the corners and for being more forgiving in their
ways when driven hard.</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Advantage:
Toyo</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><b>BRAKING</b></span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Be
it in slow-speed traffic, at cruising speed, or especially with a trailer
hitched to the back, braking performance is </span><span style="font-size: medium;"><i>crucial</i></span><span style="font-size: medium;">
when it comes to truck tires, if not the most important aspect.
Here the Toyos reigns supreme, with absolutely zero drama to them and
dead-straight, worry-free stopping qualities. The DuraTracs, while
largely problem-free, do squirm a little under hard braking which is only worsened when there's a trailer behind the
truck. It's nothing that would be considered “worrying” and
they really are competent enough to handle any kind of towing duty you can do with your light-duty vehicle,
but if you know you have to slam the brakes often it's something to
consider. Both are good, but the Toyo continues to shine when it
comes to on-road personality.</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Advantage:
Toyo</span></span></div>
<div style="margin-bottom: 0in;">
<br />
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><b>RAIN, SNOW, AND ICE – HARSH DRIVING CONDITIONS</b></span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Presumably you also drive not only in good weather, but in the bad as well: rain, snow, ice, and the like. You don't want your truck to let you down, and you expect the same from your tires.</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Rain should be fairly straight-forward: hydro-planing is bad, end of story. Luckily, neither of these tires showed even the faintest sign of inability to cope with water on the roadways, be it constant rain or post-downpour standing water. And both tires will, when given the cattle prod, handle wet-condition drifting with ease (a friend told me this). I'd probably choose the DuraTrac though, for it stays a little more sure-footed when coming across puddles in the road.</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<a href="http://1.bp.blogspot.com/-F2wuLhREwe0/VFBLsHKSIDI/AAAAAAAAAS4/m417ebpTGFU/s1600/P1210008.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="http://1.bp.blogspot.com/-F2wuLhREwe0/VFBLsHKSIDI/AAAAAAAAAS4/m417ebpTGFU/s1600/P1210008.JPG" height="240" width="320" /></a><a href="http://4.bp.blogspot.com/-zfHHycl3x0k/VFBLmqe8fjI/AAAAAAAAASI/8IdX9WyrLN0/s1600/P1010134.2.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://4.bp.blogspot.com/-zfHHycl3x0k/VFBLmqe8fjI/AAAAAAAAASI/8IdX9WyrLN0/s1600/P1010134.2.jpg" height="267" width="400" /></a><span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Snow is probably my favorite condition to drive in, but while stepping the back out in the winter is hysterical childish fun, you want to feel safe when you're not fooling around. Let's start with how the tires perform in a dusting: in 2WD the DuraTrac does well, though it gets a little tail-happy when you're hard on the gas and the snow is light. The Toyo is similar but to a lesser extent. In 4WD the tires handle light snow flawlessly (really as if it isn’t even there). Medium-depth snowfall is similar, with the DuraTrac pulling a slight lead as the Toyo's lesser ability to clean out becomes evident. In deep snow, however, the tires' differences suddenly become major: the DuraTrac will go places in 2WD where the Toyo requires the extra two front wheels spinning. There's pretty much no snowstorm that the Goodyears can't handle once you engage 4WD, and it's reassuring to know you can still get wherever you need/want to go when the winter weather suddenly turns bad. I live at the top of a massive hill and there were situations in which the Toyos required the handy 4WD switch when I could still make it in 2WD with the Goodyears and some modulated wheelspin. Summary: the DuraTracs definitely portray the better snow-going abilities and were a more competent drifting companion as well.</span></span></div>
<div class="separator" style="clear: both; text-align: center;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><a href="http://3.bp.blogspot.com/-_eQh_28dSmo/VFBLnqRNdWI/AAAAAAAAASQ/9x45KRQe2-g/s1600/P1180111.JPG" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="http://3.bp.blogspot.com/-_eQh_28dSmo/VFBLnqRNdWI/AAAAAAAAASQ/9x45KRQe2-g/s1600/P1180111.JPG" height="150" width="200" /> </a><a href="http://3.bp.blogspot.com/-wh84PGFV8G0/VFBLrZmIYKI/AAAAAAAAASw/1_FIMxtk-jE/s1600/P1210005.JPG" imageanchor="1" style="clear: right; display: inline !important; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://3.bp.blogspot.com/-wh84PGFV8G0/VFBLrZmIYKI/AAAAAAAAASw/1_FIMxtk-jE/s1600/P1210005.JPG" height="150" width="200" /></a><a href="http://2.bp.blogspot.com/-hngD5nYcflY/VFBMBu9nGxI/AAAAAAAAAV0/EnYcF-95Sw0/s1600/PC270018.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://2.bp.blogspot.com/-hngD5nYcflY/VFBMBu9nGxI/AAAAAAAAAV0/EnYcF-95Sw0/s1600/PC270018.JPG" height="150" width="200" /></a></span></span></div>
<br />
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Advantage: DuraTrac</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><b>OFF-PAVEMENT</b></span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="http://2.bp.blogspot.com/-7AnQ-Ad_zTE/VFBLydqrvjI/AAAAAAAAAT0/vujawMscWfA/s1600/P7060027.JPG" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="http://2.bp.blogspot.com/-7AnQ-Ad_zTE/VFBLydqrvjI/AAAAAAAAAT0/vujawMscWfA/s1600/P7060027.JPG" height="240" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 13px; text-align: center;">Pardon the poser pic...</td></tr>
</tbody></table>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">You don't have to be an expert in tires to know how this is going to go. Just by glancing at the two tires side-by-side it's almost laughably easy to tell that the DuraTrac will perform better off-road. A more intricate pattern, more openly spaced lugs, more aggressive sidewalls, and a softer compound all help contribute to the DuraTrac's benefits versus the Toyo's closer lug spacing and harder-composition. Put simply, this is a matter of being deliberately designed for more off-road use, and it shows. Here's a *quick* breakdown of off-road characteristics:</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><i>Mud:</i> Toyo has obvious disadvantage with more road-friendly tread; DuraTrac does well and cleans out as one would expect.</span></span></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><i>Rocks:</i> DuraTrac likes to throw rocks hard and far but otherwise climbs like a mountain goat. Soft sidewalls are concerning, though. Toyo does well on rock-only surfaces but doesn't like climbing as much due to harder makeup; also picks up many smaller rocks in tread-blocks and holds them there.</span></span></div>
<div style="margin-bottom: 0in;">
<a href="http://3.bp.blogspot.com/-ruZiklFVWv4/VFBLUkE92XI/AAAAAAAAAPk/BV1zx-Nr_KA/s1600/IMG-20111120-00185.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://3.bp.blogspot.com/-ruZiklFVWv4/VFBLUkE92XI/AAAAAAAAAPk/BV1zx-Nr_KA/s1600/IMG-20111120-00185.jpg" height="251" width="320" /></a><span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><i>Fire roads:</i> DuraTrac holds straight and reacts well to inputs, whether small or large. Toyo rides more harshly and is twitchy at speed. Drift-ability is a wash; the DuraTracs drift better at higher speeds and the Toyos are more cooperative in low-speed sideways action.</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Advantage: DuraTrac</span></span></div>
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><b>TREADWEAR</b></span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Tires
don't last forever. Just like the cars or trucks they ride under,
every model has a lifetime and, accordingly, that varies based on
many factors. Composition, hard/soft, tread pattern, and others (especially driving style) have
an effect on how long a particular set will last, and the two sets in
this comparison are no exception.</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<a href="http://1.bp.blogspot.com/-C7bQYNCC4tM/VFBLdAMkHVI/AAAAAAAAARA/mq6Ku1rhkjE/s1600/IMG_0882.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://1.bp.blogspot.com/-C7bQYNCC4tM/VFBLdAMkHVI/AAAAAAAAARA/mq6Ku1rhkjE/s1600/IMG_0882.JPG" height="300" width="400" /></a><span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">At
20,000 miles or so, the Goodyears took a quick turn for the worst; by
around 25K, they were showing heavy signs of wear: low tread,
increased noise levels, and worsened braking/handling
characteristics. 25K would be decent for a mud tire but it's a
little disappointing here, where I expected 30-35K. And though I must admit my driving habits were no help to longevity,
25K equates to basically a year's worth of driving for me. That's not a lot
of life out of a set.</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">On
the contrary, the Toyos seem to have endless life in them. As of
this writing there’s ~20K miles on the set and they look just as
they did when they were brand new. My dad has the same tires (down
to the size and load rating) on his 2500HD Silverado – a much
heavier truck – and his set was </span><span style="font-size: medium;"><i>just</i></span><span style="font-size: medium;">
starting to show wear at around 50K miles, and that's with a fair
share of towing and hauling. At this rate he will get 60-65K out of
them before he buys another set, and I wouldn’t be surprised if the
set on the Avalanche lasts even longer. This is shockingly good, and acts as a financial benefit as well.</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Advantage:
Toyo</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><b>PRICE/VALUE</b></span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Truck
tires are, in a phrase, painfully expensive. $1000 for a set is
totally commonplace for plus-sized kits, and your wallet will suffer
accordingly. In identical sizes, Goodyear charges a fair amount more per tire – about $30-50 depending on the source – than does Toyo.
It would be fair to argue that those who prioritize off-road
performance are willing to pay more for their rubbers to minimize the hit in on-road performance and, for how well it performs, the
DuraTrac is priced competitively versus other tires that
only do slightly better when the pavement ends (yet struggle to hold
themselves together at all when hitting the highway). For the price,
the DuraTrac is a great value.</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">As
for the ATII, Toyo has managed to create an incredibly long-lasting,
quiet, pleasant, all-weather-capable tire that looks the part and is
up to the off-road task 75% of the time. At $30-50 less per tire
than the Goodyears and with a lifetime of about 25K longer per tire, Toyo scores </span><span style="font-size: medium;"><i>extremely</i></span><span style="font-size: medium;">
high in the value factor. It's a great tire that
will last long past the point at which you're thinking about your
next set, and performs well along the way.</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">Advantage:
Even (both pose great values in their own right)</span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;"><b>CONCLUSION</b></span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">After
spending years with both of these tires under the same truck, it's
easy to hone in on where one betters the other and which is best
in each discipline. It's impossible to belittle the Goodyear
DuraTrac's off-road capabilities, but ignoring the Toyo ATII's on-road
dominance wouldn't be fair either.</span></span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://www.treaddepot.com/prodimg/opat2_l.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://www.treaddepot.com/prodimg/opat2_l.jpg" height="320" width="228" /></a></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="color: #cccccc; font-size: medium;">It comes down to this: if
you drive your truck daily and really don't off-road it that much,
stick to the Toyo Open Country ATII (AT2); its longevity and road manners are simply
outstanding, it doesn't flop on its face when the going gets tough, and it'll never fail you in its duty. However, the
Goodyear Wrangler DuraTrac is a great option for the guy that wants
the off-road look (or abilities) without the tradeoffs that typically come along with a
dedicated off-road tire. It manages to handle regular on-pavement
driving just fine, and adds a menacing look to any vehicle.</span></span></div>
<div style="margin-bottom: 0in;">
<span style="color: #999999;"><br /></span></div>
<div style="margin-bottom: 0in;">
<a href="http://1.bp.blogspot.com/-Orb3se2VkgE/VFBLVsbexzI/AAAAAAAAAP0/BZ4jXvMRy_w/s1600/IMG-20121013-00587.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="color: #999999;"><img border="0" src="http://1.bp.blogspot.com/-Orb3se2VkgE/VFBLVsbexzI/AAAAAAAAAP0/BZ4jXvMRy_w/s1600/IMG-20121013-00587.jpg" height="240" width="320" /></span></a><span style="color: #cccccc;"><span style="font-family: Calibri, sans-serif;"><span style="font-size: medium;">What
we can conclude from this comparison is that the age of off-road
tires having horrid downsides is well past us. Modern light-duty
truck tires are in fact capable of multiple responsibilities and
can in fact look good doing so. Additionally, this comparison has proven how different two tires that show up under the
same grouping on a website can actually be. Both of these tires
prove that retaining road manners is not mutually exclusive from
performing well in winter weather conditions or when wheeling your
rig, and also that it is possible to justify a somewhat more
aggressive tire even if it's not what suits your driving be</span></span><span style="font-family: Calibri, sans-serif; font-size: medium;">st. Hats
off to Toyo and Goodyear for two great creations.</span></span><br />
<span style="font-family: Calibri, sans-serif; font-size: medium;"><span style="color: #cccccc;"><br /></span></span></div>
<span style="color: #cccccc;"><br /></span>
<br />
<div class="separator" style="clear: both; text-align: center;">
<a href="http://4.bp.blogspot.com/-kij47Uf1Irc/VFBL4uKIXdI/AAAAAAAAAUk/whkFm62wKYc/s1600/PA130078.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="color: #cccccc;"><img border="0" src="http://4.bp.blogspot.com/-kij47Uf1Irc/VFBL4uKIXdI/AAAAAAAAAUk/whkFm62wKYc/s1600/PA130078.JPG" height="240" width="320" /></span></a></div>
<div class="separator" style="clear: both; text-align: center;">
<span style="color: #cccccc;"><br /></span></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="color: #cccccc; font-size: medium;">Oh,
which would I buy? Probably the DuraTrac, even though the Toyo
undoubtedly suits my needs better. I just can't get over how great
the Goodyears look; in writing this article I realized I had taken easily 100 times as many pictures of the truck with the Goodyears than the Toyos, and with how minimal the trade-offs are, I would willingly suffer through a little extra road noise and shorter treadlife to love how the truck looks.</span></span></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="color: #cccccc; font-size: medium;"><br /></span></span></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Calibri, sans-serif;"><span style="color: #cccccc; font-size: medium;">-Ross, 10/29/14</span></span><br />
<span style="font-family: Calibri, sans-serif;"><span style="color: #cccccc; font-size: medium;"><br /></span></span>
<span style="font-family: Calibri, sans-serif;"><span style="color: #cccccc; font-size: medium;">Edit: 11/12/14 - for proper/improper use of term "directional"</span></span></div>
Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com29tag:blogger.com,1999:blog-8992090947676825633.post-49618619078494635282014-10-01T19:44:00.003-07:002014-10-01T19:44:53.606-07:00Review: MBRP Single Side-Exit Exhaust for 5.3L V8 GM engines (w/pictures & video)<div style="margin-bottom: 0in;">
<div style="margin-bottom: 0in;">
<div style="margin-bottom: 0in;">
<div style="margin-bottom: 0in;">
<i><span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;">For
when your limited budget parallels your disregard for manners</span></span></i></div>
<div style="margin-bottom: 0in;">
<br />
</div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://i112.photobucket.com/albums/n169/roody25/MBRP%20Exhaust%20Review/IMG_1147_zpsf59f57d2.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://i112.photobucket.com/albums/n169/roody25/MBRP%20Exhaust%20Review/IMG_1147_zpsf59f57d2.jpg" height="480" width="640" /></a></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="background-attachment: initial; background-clip: initial; background-image: initial; background-origin: initial; background-position: initial; background-repeat: initial; background-size: initial; margin-bottom: 0in;">
<span style="background-attachment: initial; background-clip: initial; background-image: initial; background-origin: initial; background-position: initial; background-repeat: initial; background-size: initial;"><span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;">Those
of us that live in the snow belt are far too familiar with the
moisture-and-road-salt-induced rust that eats away at the underside
of your winter-battling car or truck. Yet until scientists devise a
practical, wide-scale way to treat the roads and effectively prevent
such oxidization, we're stuck with snow plows, sanders, and the
crappy road surfaces that result. As such, rust inevitably takes its
toll on your vehicle, and my Avalanche was no exception. Exhaust
system after exhaust system corroded past the point of repair and
late in the winter of 2013, the same happened yet again. This time,
a strict budget and the recent disintegration of a custom-bent
“shop-floor special” in mind, I decided to try a mass-made
example from a reputable company. Many forum threads and a $297
Amazon charge later, an MBRP Single Side-Exit Cat-Back exhaust system
was en route to its new life fixed to the undercarriage of my Avy.
This would mark the fifth aftermarket exhaust system I've had
experience with on a 5.3L GM truck motor, in the order of: Gibson,
Magnaflow, two random shop-floor custom-bent examples, and now the
MBRP. Having gone through the same process so many times, it's safe
to say I'm no stranger to the wide world of using a V8 Chevy truck
engine to make noise. How did MBRP's budget-minded kit fare? Let's
find out...</span></span></span></div>
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="http://i112.photobucket.com/albums/n169/roody25/MBRP%20Exhaust%20Review/IMG_1164_zps91efdf8a.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><span style="color: #cccccc;"><img border="0" src="http://i112.photobucket.com/albums/n169/roody25/MBRP%20Exhaust%20Review/IMG_1164_zps91efdf8a.jpg" height="320" width="240" /></span></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="color: #cccccc;">With tip installed</span></td></tr>
</tbody></table>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;"><b>Style/Looks/Appearance</b></span></span></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;">What
we have here is the basic “swept-side” single-exit, which is a
fancy way of saying it occupies the same location and has the same
style as the factory system. Some like the stock look, others don't;
to each their own. The factory-spec appearance does have a “stealth
mode” draw to it, and it forces you to focus on the other traits
that can really set it apart. Up close the pipes are nicely made
(and look much better painted black...more on that later), with nice
bends and clean welds. Nothing of show-quality here, but it doesn't
look like a hack-job either. Running it without the provided tip
creates an even smoother, almost-hidden look, which is fairly badass
in my opinion.</span></span></div>
<div style="margin-bottom: 0in;">
<b><span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;">Score:
4/5</span></span></b></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://i112.photobucket.com/albums/n169/roody25/MBRP%20Exhaust%20Review/d3628f71-4d89-49b5-9e7b-92c48fc04b04_zps14fb568a.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://i112.photobucket.com/albums/n169/roody25/MBRP%20Exhaust%20Review/d3628f71-4d89-49b5-9e7b-92c48fc04b04_zps14fb568a.jpg" height="266" width="640" /></a></div>
<div style="margin-bottom: 0in;">
<b><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;"><br /></span></span></b></div>
<div style="margin-bottom: 0in;">
<br />
</div>
<div style="margin-bottom: 0in;">
<span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;"><b>Sound</b></span></span></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;">People
generally fit into one of three groups: those craving a NASCAR-style
sound, those who want dead silence, and those looking for the
“perfect pipes,” which roar when revving and under hard
acceleration but packing a quieter demeanor on the highway or when
simply cruising along. I fit into the third demographic; there's
nothing that can replace a V8 rumble and I absolutely wanted to hear
my truck's engine bellow when hitting the loud-pedal, but regularly
blowing my eardrums during my eighty daily highway miles wasn't
appealing. Hoping for the MBRP to fit into this formula, it didn't
turn out to be perfectly on-point with what I had been looking for.</span></span></div>
<div style="margin-bottom: 0in;">
<span style="color: #cccccc;"><br />
</span></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;">So,
how does the MBRP sound? On startup it's not unlike an LS-series
motor: thunder upon turning the key, followed by a smooth settling,
and an almost subdued but evil character when sitting at idle. Rev
the engine and it speaks directly to your inner straight-pipe
craving. In gear, though, full throttle produces a sound that is
undoubtedly more pleasant on the outside than the inside; there's no
escaping the bellow, and inside you lose much of the guttural growl.</span></span></div>
<div style="margin-bottom: 0in;">
<span style="color: black;"><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;"><br /></span></span></span></div>
<div class="separator" style="clear: both; text-align: center;">
<iframe allowfullscreen='allowfullscreen' webkitallowfullscreen='webkitallowfullscreen' mozallowfullscreen='mozallowfullscreen' width='320' height='266' src='https://www.youtube.com/embed/lOAgiCzhSvo?feature=player_embedded' frameborder='0'></iframe></div>
<div style="margin-bottom: 0in;">
<span style="color: black;"><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;"><br /></span></span></span></div>
<div style="margin-bottom: 0in;">
<br />
</div>
<div style="margin-bottom: 0in;">
<span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;">Despite
this downside, there is a notable upside: deceleration from higher in
the RPM range results in barks and pops that are reminiscent of the
truck's bowtie-bearing siblings with names like “Corvette” and
“Camaro.” (You can hear some of this in the video.) It does
indeed evoke muscle-car thoughts, and this is possibly the MBRP's
strongest point. Overall, it makes good sounds, those that are only
disappointing when you're behind the wheel and on the relentless on
the accelerator.</span></span></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;"><b>Sound:
3.5/5</b></span></span></div>
<div style="margin-bottom: 0in;">
<br />
</div>
<div style="margin-bottom: 0in;">
<span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;"><b>Drone</b></span></span></div>
<div style="margin-bottom: 0in;">
<a href="http://i112.photobucket.com/albums/n169/roody25/MBRP%20Exhaust%20Review/IMG_1165_zps65612b9d.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="color: #cccccc;"><img border="0" src="http://i112.photobucket.com/albums/n169/roody25/MBRP%20Exhaust%20Review/IMG_1165_zps65612b9d.jpg" height="300" width="400" /></span></a><span style="color: #cccccc;"><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;">Here
we have a bi-polar being. Cruising while </span></span><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;"><i>very
</i></span></span><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;">low
in the RPM range is</span></span><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;">
quieter-than-expected, dare I say even pleasant? Under slow
acceleration the noise is audible over the radio, but not
overbearing; however, hit a slight incline where the engine is taxed
even minimally and out comes every bit of the drone you know has been
hiding somewhere in your ears' nightmares. From the middle to the
higher end of the powerband there's a semi-unpleasant, </span></span><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;"><i>very</i></span></span><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;">
loud sound the emanates </span></span><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;"><i>everywhere</i></span></span><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;">,
and you can't do anything about it unless you manage to trick the
automatic transmission into upshifting, or turn the radio up to
damaging levels. The sound is so prominent and there's simply *so*
much of it that you find yourself subconsciously doing everything
possible to avoid hitting this range. Bottom line: it's most
certainly not for the faint of heart.</span></span></span></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;"><b>Score:
2.5/5</b></span></span></div>
<div style="margin-bottom: 0in;">
<br />
</div>
<div style="margin-bottom: 0in;">
<span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;"><b>Performance
Gains</b></span></span></div>
<div style="margin-bottom: 0in;">
<span style="color: #cccccc;"><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;">No,
adding an exhaust system won't give you noticeable power gains on its
own unless you believe everything the </span></span><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;"><i>Need
For Speed</i></span></span><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;">
video games taught you. B</span></span><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;">ut
combine a less restrictive air intake with a free-flowing pipes and
you're likely </span></span><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;"><i>feel</i></span></span><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;">
a slight improvement to</span></span><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;">
throttle response and see a couple of tenths increase in gas mileage
as well (some even claim to gain 2-3 MPG). In my observations, fuel
economy gains were similar to those on the power front: a minor but
noticeable change if you spend a lot of time behind the wheel. Keep
in mind that your results may vary.</span></span></span></div>
<div style="margin-bottom: 0in;">
<a href="http://i112.photobucket.com/albums/n169/roody25/MBRP%20Exhaust%20Review/IMG_1151_zps75885e97.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="color: #cccccc;"><img border="0" src="http://i112.photobucket.com/albums/n169/roody25/MBRP%20Exhaust%20Review/IMG_1151_zps75885e97.jpg" height="200" width="150" /></span></a><span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;"><b>Score:
3.5/5</b></span></span></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<br /></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;"><b>Quality</b></span></span></div>
<div style="margin-bottom: 0in;">
<a href="https://lh5.googleusercontent.com/proxy/T_DLZcS0Os4AaZhC_CgFr42h0gLIxDwQcdQxeLg5SvFfzro-14CqEdMCbaL0lCgVx9BQk36aksEKPA-COc6dGyUGCMHgp7OtJ044xgARxOm6Ri9A263aRgyFy31_OLLbYpm6COMQ7e6jBoqER4zyI3I42yk" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://i112.photobucket.com/albums/n169/roody25/MBRP%20Exhaust%20Review/IMG_1152_zps9633352b.jpg" height="320" width="240" /></a><a href="http://i112.photobucket.com/albums/n169/roody25/MBRP%20Exhaust%20Review/IMG_1152_zps9633352b.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="color: #cccccc;"></span></a><span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;">You
usually get what you pay for in this department, especially at this
price point, and I was pleasantly surprised by the MBRP's
quality...until a problem arose only months after it was installed on
my Avalanche. In short, the post-muffler hanger cracked off of the
pipe in a spot where welding would have been more work than it would
have been worth. Usually this would be unacceptable (and don't get
me wrong, it was pretty frustrating to have a new exhaust break), but
MBRP replaced the damaged section under warranty without question.
It wasn't a next-day affair, but after a few weeks (and some black
high-temperature spray-paint to prevent further rusting/corrosion)
the exhaust was back in full working order and hasn't caused a
problem since. Spray painting it was an inexpensive and worthwhile
extra step to ensure longevity, and I would highly recommend doing
the same for anybody who buys an exhaust that is not stainless steel.
Other than this minor hiccup, the quality has been just fine,
especially when you factor in the total investment of around $310.</span></span></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;"><b>Score:
4/5</b></span></span></div>
<div class="separator" style="clear: both; text-align: center;">
<a href="http://i112.photobucket.com/albums/n169/roody25/MBRP%20Exhaust%20Review/4ea18fdf-e4a5-4fdb-820d-f3326bdff405_zpsd41ec403.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://i112.photobucket.com/albums/n169/roody25/MBRP%20Exhaust%20Review/4ea18fdf-e4a5-4fdb-820d-f3326bdff405_zpsd41ec403.jpg" height="321" width="640" /></a></div>
<div style="margin-bottom: 0in;">
<span style="color: black;"><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;"><b><br /></b></span></span></span></div>
<div style="margin-bottom: 0in;">
<br />
</div>
<div style="margin-bottom: 0in;">
<span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;"><b>Value</b></span></span></div>
<div style="margin-bottom: 0in;">
<a href="http://i112.photobucket.com/albums/n169/roody25/MBRP%20Exhaust%20Review/IMG_1144_zpsd4cd4f2e.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="color: #cccccc;"><img border="0" src="http://i112.photobucket.com/albums/n169/roody25/MBRP%20Exhaust%20Review/IMG_1144_zpsd4cd4f2e.jpg" height="300" width="400" /></span></a><span style="color: #cccccc;"><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;">A
great looking, great sounding, highway-friendly, high-quality exhaust
system usually tickets in the $1000 range, give-or-take a few hundred
bucks, with high-end prices dancing around the $1500 mark. In the
past I bought two of these other systems for the same engine and,
though they were better all-around, they also made a much more
noticeable dent in my bank account. Accordingly, those on the much
less expensive side have a major compromise somewhere, it's just a
matter of locating that downfall. At $297, the MBRP kit was
definitely inexpensive, but there's a big difference between
inexpensive and </span></span><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;"><i>cheap</i></span></span><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;">.
</span></span><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;">What
I found with the MBRP system was a pretty decent compromise of money
spent vs. overall satisfaction with the exhaust's traits. Simply
put: you can't get as much off-the-shelf exhaust for the price, and
with the class-leaders costing easily a thousand bucks more, this is
truly a hell of a value.</span></span></span></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;"><b>Score:
5/5</b></span></span></div>
<div style="margin-bottom: 0in;">
<span style="color: #cccccc;"><br />
</span></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;"><b>Final
Thoughts</b></span></span></div>
<div style="margin-bottom: 0in;">
<span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;">So
would I recommend it? The short answer is yes, but not to everybody.
The exhaust makes some great sounds (some of the time) and looks
near-stock but makes itself heard through its angry vocals, and all
for a fraction of the price of the “brand-name” systems. MBRP's
customer service was solid and they stood by their product, and the
price was absolutely unbeatable. I'd say if you're rolling in money
or don't mind spending the extra for something that will outlive your
truck, spring for the exhaust you're dreaming of. However, if budget
is even remotely a concern and you can handle the drone, don't
hesitate to give the MBRP Single Side-Exit Cat-Back exhaust system a
try. And hey, even if you really do regret it, the whole thing only
cost as much as a few tanks worth of gas anyways.</span></span></div>
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<span style="color: #cccccc;"><b><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;">Final
Score: </span></span><span style="font-family: Times New Roman, serif;"><span style="font-size: medium;">3.75/5</span></span></b></span></div>
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<tr><td style="text-align: center;"><a href="http://i112.photobucket.com/albums/n169/roody25/MBRP%20Exhaust%20Review/cf271a69-49bc-4c33-bd4a-4ac7ac293fe7_zpsd0ed01e3.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="http://i112.photobucket.com/albums/n169/roody25/MBRP%20Exhaust%20Review/cf271a69-49bc-4c33-bd4a-4ac7ac293fe7_zpsd0ed01e3.jpg" height="400" width="640" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="color: #cccccc;">Pardon the rust and dirt</span></td></tr>
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<span style="font-family: Times New Roman, serif;"><span style="color: #cccccc; font-size: medium;"><b>-Ross, 10/1/14</b></span></span></div>
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<a href="http://2.bp.blogspot.com/-TxfcqNM4AhE/Uy-BA2zc7CI/AAAAAAAAAIQ/5CZ2gnQCxrw/s1600/IMG_0005.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://2.bp.blogspot.com/-TxfcqNM4AhE/Uy-BA2zc7CI/AAAAAAAAAIQ/5CZ2gnQCxrw/s1600/IMG_0005.JPG" height="480" width="640" /></a></div>
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Cigars, wine, muscle cars: all items that get better with age. Interco Reptile Radials? Not so much. When we <a href="http://roody25.blogspot.com/2012/10/update-interco-reptile-radial-tires.html" target="_blank">last left off</a>, the budget do-it-all tires were holding up but taking an absolute beating in the process. Put simply: time and mileage has perhaps done more bad than good for these tires. The Reptiles are still going, though not strong, and will probably make it through the spring on the 'ol Brute, but come the summer when a very much anticipated Maine trip is happening - including between 200 and 300 miles over 2 days of riding - I don't think the Reptiles will be around to see the beautiful trails up north for a second time. Unfortunately, the years aren't as kind to the Intercos as they are to the aforementioned cigars, wine, and muscle cars.<br />
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<a href="http://2.bp.blogspot.com/-kTxFl86UpXA/Uy-AbF8PUHI/AAAAAAAAAII/A8b7olw-Ytk/s1600/PA220045.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://2.bp.blogspot.com/-kTxFl86UpXA/Uy-AbF8PUHI/AAAAAAAAAII/A8b7olw-Ytk/s1600/PA220045.JPG" height="400" width="300" /></a>First and foremost for a tire is durability: turns out the Reptiles are <i><b>not</b></i> meant for the rocks like we have in Pennsylvania and Massachusetts. The extremely choppy, jagged, and abusive terrain chews away at the rubber worse than I could have expected and, accordingly, the result is that the tires end up losing air in some way or another. Durability: fair at best. 2 tubes later, I still have 3 slow leaks. As for treadwear, the rears have about 1/2 tread left at around 900 miles. For a soft tire on such punishing surfaces (including a fair mix of drifting and spinning while stuck in the mud) this is still a pretty poor showing of wear characteristics. The fronts are better at about 2/3 treadlife remaining, but hey, you don't slide the back end out on the front tires. Admittedly, I've undoubtedly accelerated the rate of the Reptiles' wear; wheelspin is among my favorite things about riding, powerslides in particular, and I only use 4WD when I have to (which in turn abuses the rear tires even further). As such the rears have worn down a fair share because of the way I ride. And as I <i>always</i> say, <b>your results will vary</b>, but I can't see these tires going for more than 2000 miles on any machine.<br />
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<a href="http://4.bp.blogspot.com/-tiB5QHsbbf4/Uy9_Ai23awI/AAAAAAAAAH4/wB-d1xLf_z4/s1600/P4070049.JPG" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://4.bp.blogspot.com/-tiB5QHsbbf4/Uy9_Ai23awI/AAAAAAAAAH4/wB-d1xLf_z4/s1600/P4070049.JPG" height="400" width="300" /></a>Otherwise, the Reptiles' performance hasn't changed and the decreasing tread depth on the rears has not yet become an issue worth being concerned over. In the mud they still do great but are by no means an Outlaw and, to be brutally honest, they haven't proven to be <i>that</i> much better than Bighorns (in some situations Bighorns have even out-done the Reptiles). On the rocks it's the same story: not as good as a Bighorn but not as helpless as a true mud tire. Trails? You guessed it, middle of the road here too. Better than if you were running a full-blow, open-block tire, but worse than a horizontally-biased trail tire. The one real "trouble area" is when climbing a hill littered with (or composed entirely of) wet, offset, less-than-ideally-located rocks. Here the Reptiles fall flat on their face and can be utterly difficult to control. This isn't new; I've been saying it since my first ride on these tires. Other guys who have dedicated trail tires can climb in 2WD while the Reptiles claw for traction and spin wildly until they grab or until your frustration turns to anger and you hit the 4WD selector. Or, as I've experienced on isolated steeper obstacles, you simply can't make it and <i>have</i> to go to the all-mighty savior and put those front axles to use.<br />
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Everything about these tires screams middle-of-the-road, and that's fine by me considering how much they cost. You give up treadlife for ability in the mud, but pay less for the tire itself. Let's call the Reptile a good compromise. Not the best, not the worst: the compromise of compromise tires.<br />
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So here's my advice: if you ride primarily in the mud, buy a mud tire. If ride primarily on the trails, buy a trail tire. If you're looking for something that can do both on a budget, don't overlook the Reptile. But, conversely, don't limit yourself to Interco's "do-it-all'er" as there are other options out there worth exploring. The number and expanse of tires on the market seem to multiply daily, and with great options from companies like GBC, Pitbull, STI, and those old-school names like ITP and Maxxis, you should really think long and hard before making a purchase. As much as I've enjoyed my time with the Reptiles, and as much as they've made me a better rider because of how much they struggle on certain kinds of obstacles, it's a guarantee I'll be looking elsewhere for my next set of tires.<br />
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Just to solidify my point: I'm not alone on this. My dad is running identically sized Reptiles on his RZR 800 and has the exact same complaints. No, the Reptile wasn't the best choice for him either (especially on the heavier RZR) but at the price point they were hard to argue with. He'll be replacing his this summer, and I'll likely follow suit. For what they cost and what they are, the Reptiles <i>are</i> a great option - but they're not great <i>tires</i>, and that's quite a problem.<br />
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-Ross, 3/24/14Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com4tag:blogger.com,1999:blog-8992090947676825633.post-85732995290458209192014-03-05T20:10:00.001-08:002014-03-25T16:29:52.647-07:00Justifying the all-new Jeep Renegade's existence<div class="separator" style="clear: both; text-align: center;">
<a href="http://www.jeep.com/en/2015/renegade/images/mod-copy-banner/mod-vehicle-front.jpg" imageanchor="1" style="background-color: #444444; margin-left: 1em; margin-right: 1em;"><img border="0" src="http://www.jeep.com/en/2015/renegade/images/mod-copy-banner/mod-vehicle-front.jpg" height="480" width="640" /></a></div>
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<span style="background-color: #444444;">They may as well have named it Divide, Split, or "Haters Gonna Hate," because it seems like with the all-new Renegade, Jeep has sparked the most well-defined love/hate reaction ever seen in the automotive world. When the dust settled from the previous day's botched embargo, the biggest and most important reveal of the 2014 Geneva Motor Show took form as a small CUV with heavy traditional Jeep design influences, a Fiat platform, and the automotive world's most heated response ever over a new vehicle. The haters, those shouting things like, "this isn't a Jeep at all" or "why is Jeep making something so small?" are entirely understood in their opinions - everybody is entitled to think as they want, after all, and Jeep fans are among the most loyal out there. However, I'm here to justify why the new "baby Jeep," a geeky little truck that has more countries working on it than the number of streams it'll ever cross once in the owners' hands, is not only the best vehicle in its class, but why I love it and why you should love it too. Haters, taken note: this is going to be an all enCompassing justification of the most Patriotic of cute-utes. See what I did there? No? We'll get to it later. Now, on to the justifications, of which there are seven - seven reasons for the seven slots in the grille - get that one?</span><br />
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<a href="http://image.fourwheeler.com/f/68702820+w600+re0/2015-Jeep-Renegade-Trailhawk-headlamp.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://image.fourwheeler.com/f/68702820+w600+re0/2015-Jeep-Renegade-Trailhawk-headlamp.jpg" height="218" width="320" /></a></div>
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<span style="background-color: #444444;"><b>POINT ONE</b> To understand the Renegade first we must have a basic understanding of the American auto industry and realize that at the end of the day, the manufacturing and selling of automobiles is a business and, like all other industries, it is overseen by the federal government. And, not unlike other industries, there are mandates on the products the car-makers create. For example, the governmental agencies protecting the environment are equally as omnipresent in dealing with the big three automakers as they are in cleaning up a river after a major company has been dumping waste into it for years (GE on the Hudson, anyone?). Back to how this affects Jeep: the administrating NHTSA and EPA and subsequent CAFE [Corporate Average Fuel Economy] standards mean that Jeep must meet company-wide gas mileage requirements.</span><br />
<a href="http://www.jeep.com/shared/2013/wrangler/capability/mpg/tertiary/2013-wrangler-aerodynamics.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="background-color: #444444;"><img border="0" src="http://www.jeep.com/shared/2013/wrangler/capability/mpg/tertiary/2013-wrangler-aerodynamics.jpg" /></span></a><span style="background-color: #444444;">Now, if you're at all familiar with the Jeep brand and how its vehicles do on gas, let's recall that the Wrangler isn't exactly fuel efficient...nor is the Grand Cherokee. Things are certainly better than they used to be (a big thank you to the 8-speed auto and diesel engine in the GC as well as the Pentstar V6 and pair of new transmissions in the Wrangler), but the current Jeeps are nowhere near good enough to satisfy our governing bodies. Likewise, the new Cherokee is a step in the right direction but cannot solely put Jeep where it needs to be to abide by the government's standards.</span><br />
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<span style="background-color: #444444;">Enter the all-new Renegade. Riding on a front-wheel-drive platform and utilizing technology like a segment-first nine-speed transmission, the baby Jeep is sure to do <i>much</i> better than anything you can buy at your Jeep dealership today (aside from the aforementioned diesel Grand Cherokee, depending on official EPA estimates when the Renegade goes on sale). And being that it rides on the Fiat Panda 4x4's platform, it shouldn't be any more than 2,750 pounds - light weight being a positive influence on fuel economy, handling, and off-road prowess. Additionally, automakers typically sell many more of their smaller, lower-ticket vehicles than those in the higher price bracket, which means the Renegade should sell well on principle. All of this means one thing: Jeep will meet or beat the feds' mandated standards and the company will live to see another day.</span><br />
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<span style="background-color: #444444;"><b>POINT TWO</b> Although it's front-drive and smaller than every other model in its lineup today, the Renegade truly is a Jeep at heart; even the Renegade name itself carries quite a bit of history. Yet, people are saying that "Jeep has no business being in the small car market" (as is counter-argued in Point One), but is this thing really that small? Maybe by today's standards, but if the <i>real</i> "Jeep" is the original MA/MB Willys, consider this: that vehicle rode on an 80" wheelbase and checked in at 130" long while the new Renegade has a 101" wheelbase and an overall length of 166." So after reviewing those facts, let's not call this a small vehicle, okay? You'd be making grandpa feel bad.</span><br />
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<a href="http://image.automobilemag.com/f/67239745%20q100%20re0/2015-Jeep-Renegade-Trailhawk-wheels.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="http://image.automobilemag.com/f/67239745%20q100%20re0/2015-Jeep-Renegade-Trailhawk-wheels.jpg" height="204" width="320" /></a><span style="background-color: #444444;"><br /></span>
<a href="http://www.allpar.com/photos/jeep/renegade-15-jeep/grille.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><span style="background-color: #444444;"></span></a><span style="background-color: #444444;">Now, let's look at some of the other aspects of the Renegade that make it a Jeep. First of all, it has a seven-slot grille, as do all Jeeps, and <i>round headlights</i> - that's more than you can say for any Cherokee, Grand Cherokee, Wagoneer, the second-generation Compass, etc. So if having round headlights is what makes a Jeep a Jeep (as it is for many of the Wrangler fanatics out there), we're in good shape so far. Next, it has a super-low 20:1 crawl ratio and a real transfer case, sacred and delightful words to the off-roading cult. There will also be multiple all-wheel drive systems available, a terrain management system, hill-descent control, and the all-coveted Trail Rated badge. Even better: according to <a href="http://www.allpar.com/news/index.php/2014/03/renegade-more-credible-than-cherokee-patriot" target="_blank">an article from Allpar</a>, it has the approach/breakover/departure angles to match its stout list of off-road parts and will handily show up the Compass, Patriot, and even Trailhawk Cherokee that just hit the streets. Take that, big bro. Add in multiple engine choices and a *gasp* manual transmission and things are looking pretty sweet.</span><br />
<a href="http://image.fourwheeler.com/f/68703240+w600+re0/2015-Jeep-Renegade-sunroof-moonroof.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://image.fourwheeler.com/f/68703240+w600+re0/2015-Jeep-Renegade-sunroof-moonroof.jpg" height="173" width="320" /></a><span style="background-color: #444444;"><br /></span>
<a href="http://imgick.mlive.com/home/mlive-media/pgmain/img/detroit/photo/2014/03/-5cd3094598f63ed9.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="background-color: #444444;"></span></a><span style="background-color: #444444;">Two other features that help it fit in with the Jeep family: a removable roof that you can slide back like a sun-roof <i>or</i> stow in the trunk. Let's pause for a second: a removable roof on an entry-level vehicle that isn't a traditional convertible. <i>How cool is that?</i> This is a detail that just <i>screams</i> baby-Wrangler. Oh, and from the pictures at least, they gave it interior that is as functional as it is good looking. All-in-all, the haters who are clamoring about how this isn't a "Jeep" in the traditional sense may be right - it doesn't have solid axles or removable doors (with the right tools...) or look ready to tackle the full Rubicon Trail - but it does have more "Jeep" elements most any other vehicle out there, and undoubtedly more so than anything else in its class.</span><br />
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<a href="http://image.fourwheeler.com/f/67239466+w600+re0/2015-Jeep-Renegade-Latitude-front-three-quarters-07.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://image.fourwheeler.com/f/67239466+w600+re0/2015-Jeep-Renegade-Latitude-front-three-quarters-07.jpg" height="426" width="640" /></a></div>
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<a href="http://image.fourwheeler.com/f/67239742+w600+re0/2015-Jeep-Renegade-Trailhawk-taillight.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://image.fourwheeler.com/f/67239742+w600+re0/2015-Jeep-Renegade-Trailhawk-taillight.jpg" height="213" width="320" /></a><a href="http://imgick.mlive.com/home/mlive-media/pgmain/img/detroit/photo/2014/03/-eeafa39ebf3cb21c.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="background-color: #444444;"></span></a><span style="background-color: #444444;"><b>POINT THREE</b> It has a look that's all-Jeep. First of all, it has the mandatory seven-slot grille, obviously. Next, it has elements inspired by off-road paraphernalia. Those seemingly goofy taillights with the "X" through them? No, that's not to signify this is a Renegade X (X being a trim available on the Wrangler) - they're supposed to subtly mimic the design of the ever-important jerry cans that off-roaders strap to the back of their rigs in case they run out of fuel far from civilization. Additionally, there's a topo map of Moab, Utah - a location equally as famous for being an off-road mecca as the Rubicon Trail - on the interior. And on the outside, they've done a great job utilizing the Fiat's proportions to make the Renegade come off not as a restyled Fiat but as a miniature Wrangler with cartoonish influences from the concepts they regularly tease at the annual Moab Easeter Jeep Safari. That grille/headlight combo that looks enclosed in its own casing? Cues from the Mighty FC Concept, which in turn draws heritage from the forward-control Jeeps of the '50s and '60s.</span><br />
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<a href="http://image.trucktrend.com/f/roadtests/pickup/163_1204_jeep_mighty_fc_concept_first_drive/41487951/Jeep-Mighty-FC-Concept-passenger-side-front-view.jpg" imageanchor="1" style="background-color: #444444; margin-left: 1em; margin-right: 1em;"><img border="0" src="http://image.trucktrend.com/f/roadtests/pickup/163_1204_jeep_mighty_fc_concept_first_drive/41487951/Jeep-Mighty-FC-Concept-passenger-side-front-view.jpg" height="250" width="400" /></a></div>
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<a href="http://o.aolcdn.com/hss/storage/adam/13fc6a9ea720936cf502958ed466cdb9/2015-jeep-renegade-trailhawk.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="http://o.aolcdn.com/hss/storage/adam/13fc6a9ea720936cf502958ed466cdb9/2015-jeep-renegade-trailhawk.jpg" height="265" width="400" /></a></div>
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<span style="background-color: #444444;">The bottom line is that while it looks "cutesy," the design is wholly aggressive for its size and especially so for its class. No, it doesn't appear to want to go rock-crawling until the sun sets like the Wrangler does, but it also doesn't look like its competition in trying to come off as a canyon-carver. In staying more off-road ready, or at least looking the part, it fits right in as a Jeep.</span><br />
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<span style="background-color: #444444;"><b>POINT FOUR</b> Continuing from the aforementioned style points, let's talk about the Renegade's heart. This isn't the Nissan Juke, Kia Soul, or Subaru Crosstrek XV - the vehicles I'm guessing will be most commonly cross-shopped with the Renegade. The all-new Jeep is completely unapologetic about its heritage and won't let you forget it is the most off-road worthy cute-ute out there. Unfortunately this may have some drawbacks - those aerodynamics aren't going to help with wind noise (or fuel economy, for that matter) - but if it didn't have some compromises for the sake of being a Jeep, it wouldn't be a Jeep. This style and theme will undoubtedly garner it some buyers.</span><br />
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<span style="background-color: #444444;"><b>POINT FIVE</b> It's American. I acknowledge that using this as a leverage point as to "why you should love the Renegade" is entirely, completely, 100% subjective, but it's nice to know that the profits ultimately go to an American company. It <i>would</i> be nicer if it were to be built here in the good 'ol US of A, but being that it has to be manufactured alongside its brethren, the Fiat Panda, it's being built in Italy. Reliability and fire jokes aside, this could make it quite enjoyable to drive and, as I mentioned, profits for Jeep does mean that Jeep will stick around instead going the way of the dodo and, coincidentally, the same fateful direction of that <i>other</i> American off-road company - Hummer. "But," you say, "Fiat is Italian and that means the profits technically go to Italy!" Yeah, well the USA is massively indebted to China, so *technically* our profits go to China anyways - but now we're just being overly technical. Oh, and Italy gave us the beauties known as Ferrari, Lamborghini, and Alfa Romeo; they can get a pass on principle for doing such great deeds.</span><br />
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<a href="http://imgick.mlive.com/home/mlive-media/pgmain/img/detroit/photo/2014/03/-9af7bc9c1395ae84.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="background-color: #444444;"><img border="0" src="http://imgick.mlive.com/home/mlive-media/pgmain/img/detroit/photo/2014/03/-9af7bc9c1395ae84.jpg" height="213" width="320" /></span></a><span style="background-color: #444444;"><b>POINT SIX</b> Continuing on with the prayer of Jeep sticking around to see the light of day after having narrowly escaped the bailouts, the Renegade is the best way to enter new markets <i>for real this time</i>. Those jokes I made in the introduction were about the now-dead Jeep Compass and Patriot - vehicles destined to fail from the day they were introduced. Riding on a hopeless platform borrowed from the Dodge Caliber, the Compass/Patriot were, in a word, underwhelming. The idea of a front-drive Jeep shocked and appalled the masses, so perhaps the second time around it will be a little easier for people to digest. In reality, the Compass and Patriot were under-designed, under-engineered, and, in all honesty, not great vehicles (if you've ever been behind the wheel of one you will understand why). As such, they now reside in the great metaphorical car crusher in the sky - and now it makes sense why Jeep's ad agency has been running advertisements for the pair like crazy, trying to sell them off before the new model hits the press/showrooms and steals all of the potential profits from the now-defunct leftovers. The Renegade, which replaces the pair, was what Jeep needed in 2007 when the Compass was introduced - it could have been the do-all, save-all vehicle for Chrysler. Maybe that's a stretch as the economy was in the tank, but it would have done worlds more for the company that the Compass did. Anyways, increased sales will hopefully do wonders for Jeep, just as the Cayenne did for Porsche upon its introduction in 2002 (and, if you remember, people were up in arms back then about Porsche making an SUV...it kind of puts the insanity over Jeep making a "small car" in perspectives).</span><br />
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<span style="background-color: #444444;">Back to Pt. 6: the Renegade will allow Jeep to enter new markets and new countries, to capture buyers they never had the chance to grab before, to expand its consumer base, to "go places where no Jeep has gone before." They intend to use this vehicle to test the waters in other countries, many of which have even higher gas prices and in which larger vehicles are utterly useless (or frowned upon); thus, the Renegade "fits."</span><br />
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<span style="background-color: #444444;"><b>POINT SEVEN</b> It'll allow the hardcore off-roaders to get into another Jeep on a tight budget. Let's say you have a dedicated trail rig that's not fit for the streets and as such you need a daily driver to get you to work so you can pay for the toy that only gets used on weekends. And let's say you either spent most of your money on said wheeling toy, you simply don't have <i>that</i> much to spend on a commuter car, or you want the most fuel-efficient vehicle with a seven-slot grille. All of these scenarios fall into place with the 2015 Renegade. It's rugged enough to feel like a Jeep yet civilized and fuel-efficient enough to allow you to continue spending money on your "real" Jeep. Instead of Jeep owners buying other companies' vehicles for the sake of simply getting from point A to point B, they can now do it in a Jeep that gets good gas mileage and and holds all of the heritage of the Jeep name wholly at heart. If that isn't the spirit of Jeep, I don't know what is.</span><br />
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<span style="background-color: #444444;">One further leverage point: Jeep as a brand is all about going and being outside. Hopefully with the Renegade it will give the younger crowd and the non Jeep-owners the urge to expand their boundaries. My point here is that maybe, just <i>maybe</i>, with the Renegade, Jeep will inspire people to get outside, to go on adventures, to see the wilderness, to do what Jeeps were meant to do. It's a stretch, but a guy can hope.</span><br />
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<span style="background-color: #444444;"><b>HAVE I CONVINCED YOU YET?</b> Ten years ago my dad's friend showed me the wonder of the internet. No, not that <i>other</i> wonder of the internet you're thinking of, I'm talking about the marvel of instantaneous automotive news rather than having to wait for your favorite magazine to arrive at the beginning of each month. Over these ten years I've been a die-hard auto-news follower and as such I'm familiar with the internet's reaction to a new release (as is projected by paid writers, auto-blog responders, forum members, etc), and <i>never</i> in those ten years has a vehicle caused a stir like this. In addition to the main points of this article, there are many, many other reasons out there on why the Renegade really is perfect to fill the role of "the Jeep for the masses," but for now let's let the subject rest. At the end of the day, Jeep could have done <i>far</i> worse in designing its new high-volume seller, the car to take the company out of the Compass/Patriot era and into the modern automotive times of small-car manufacturing. This new baby Jeep will look right at home next to the Cherokee, Wrangler, and Grand Cherokee. Jeep fans can pray all day that the next-generation Wrangler retains its solid axles, removable roof, and the likes; that the Renegade has some of the characteristics of what one thinks of as a "real Jeep" is in itself a feat worth being happy about. Consider that the company will no longer have to make excuses for the Compass and Patriot, and we're heading in the right direction.</span><br />
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<span style="background-color: #444444;"><b>BONUS POINT</b> Speaking of that "direction," the world of automotive journalism seems to agree with me, at least initially - this quirky, off-beat, awkward-looking baby Jeep has all of the elements that could make it a great addition to a lineup of vehicles all tied together by one of the richest histories in cars. People are saying that they expect the Renegade to boost sales by quite a bit assuming it's a fairly well-made vehicle, and I wholeheartedly agree. Jeep's baby has everything it needs to succeed, and now all it has to do is deliver on the promises it has made in its exciting first days of life. Hey, Jeep, let's see if you've learned from the Compass and the Patriot; now is the time to do right upon your heritage.</span><br />
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<tr><td style="text-align: center;"><a href="http://i112.photobucket.com/albums/n169/roody25/1989%20Wrangler/Picture096.jpg" imageanchor="1" style="background-color: #444444; clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" src="http://i112.photobucket.com/albums/n169/roody25/1989%20Wrangler/Picture096.jpg" height="240" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><span style="background-color: #444444;">Our loooooong-gone YJ</span></td></tr>
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<span style="background-color: #444444;">I'd like to give my dad a shout-out real quick, for without his adamant "that thing is fugly and I cannot comprehend why they would build it" attitude I would not have written this article. He's one of those with an old-school Jeep mentality, having owned an old Jeep pickup (he always talks about the three-on-the-tree shifter that was nearly impossible to use), a 1989 Wrangler YJ that we had until I was 14 (coincidentally 10 years ago, around the same time I started down the path of auto-news addiction), and an assortment of XJ Cherokees and ZJ Grand Cherokees. He's a lifetime American car-guy who's dead-set on permanently hating the Renegade and would only budge when I said, "wouldn't you rather see baby Jeeps than Toyotas and Hondas?" So, dad, here's to hoping my persuasion is as strong as your love for old-school Jeeps.</span><br />
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<span style="background-color: #444444;">Cheers,</span><br />
<span style="background-color: #444444;">Ross</span><br />
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<span style="background-color: #444444;">3/5/14</span><br />
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Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com5tag:blogger.com,1999:blog-8992090947676825633.post-58110437119852455372014-01-21T18:19:00.001-08:002014-01-21T18:19:14.769-08:004 reasons the Tesla Model S is the camera car for 2014<div class="separator" style="clear: both; text-align: center;">
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<a href="http://www.blogcdn.com/www.autoblog.com/media/2012/10/jay-leno-tesla-model-s.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><span style="font-family: Trebuchet MS, sans-serif;"><img border="0" src="http://www.blogcdn.com/www.autoblog.com/media/2012/10/jay-leno-tesla-model-s.jpg" height="358" width="640" /></span></a></div>
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<span style="font-family: Trebuchet MS, sans-serif;">Anybody can fasten a camera to a tripod and shoot video of a car as it drives by. Case in point: the <i>thousands</i> of videos on YouTube made by aftermarket exhaust companies showcasing their pipes with full-throttle fly-by's. <i>But</i>, watch any video longer than two minutes and you'll see that the common, "traditional" ways of shooting - with a stationary camera - can become utterly boring. To remedy this, production crews utilize a camera on the front of a chase car, a lead vehicle with a camera attached to the back, or a camera crew working from the inside of a vehicle and thus are able to transform the nature of the moving images not just in their nature when it comes to cinematography, but also in terms of the energy of the clips themselves...just ask anybody who has ever watched an episode of Top Gear, Fifth Gear, The Smoking Tire, /DRIVE network productions...or pretty much anything every made involving cars.</span><br />
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<a href="http://forums.themustangsource.com/attachments/f813/90146d1309834258-what-says-america-more-than-boss-302-bullitt-mirror.1-b.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="font-family: Trebuchet MS, sans-serif;"><img border="0" src="http://forums.themustangsource.com/attachments/f813/90146d1309834258-what-says-america-more-than-boss-302-bullitt-mirror.1-b.jpg" height="204" width="320" /></span></a><span style="font-family: Trebuchet MS, sans-serif;">Let's go back in time: 1968's <i>Bullitt</i> had cameras inside Steve McQueen's Mustang and the bad guys' Charger as they raced throughout the streets of San Francisco in "the most famous movie chase of all time." Today, everything from multi-million dollar motorsports to budget-drifting involves in-car camera footage. How do you think GoPro became a household name?</span><br />
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<span style="font-family: Trebuchet MS, sans-serif;">About the vehicles that are used to film the car that is the subject of the review, challenge, whatever the segment be: we know the British chaps over at the BBC use the tried-and-true Range Rover. Whether you have noticed it or your eyes simply glazed over one, if you pay even marginal attention while watching Top Gear, you've seen a camera car. They're always black, usually seen with two or three crew members hanging out the back, and you can easily pick them out when they use a shot from the camera inside the subject car that sits just behind the driver and points forward, capturing the road ahead. And aside from the British blokes being quite loyal to their home-grown SUV, there are legitimate reasons from a videography standpoint as to why it makes sense as their go-to for filming: a high vantage point which is great for getting hood-height footage, a smooth ride over just about any surface making it easy to stabilize the camera, and enough room in the back to enable the camera operators to sit behind the rear seats in relative comfort while the TG hosts drive around the camera vehicle in clouds of petrol-propelled smoke. But while it doesn't seem that Top Gear is going to start using a different camera vehicle any time soon, maybe it's time for other production companies to consider an alternative, a car that would probably not cross most minds when looking for a utilitarian vehicle, and one that ten years ago would have been looked upon as a space-ship from the future. This car, the one that could revolutionize camera car use, is the electric-driven time-machine from California, a project overseen by national madman and wild entrepreneur Elon Musk: it's the Tesla Model S.</span><br />
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<span style="font-family: Trebuchet MS, sans-serif;">To keep it simple, let's break down how the Tesla is perfect for this:</span><br />
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<span style="font-family: Trebuchet MS, sans-serif;">Exhibit A: the twenty-first century breakthrough. Unfortunately, the Tesla is not a camera car you could take cross-country to film with every single day - unless you have access to charging stations or the "SuperChargers" - but if you're in SoCal and need to run to the hills to shoot some chase footage, electric propulsion is perfect propulsion. Electric motors mean two standout advantages specific to this situation: first, instant torque so you can keep up better than in a Range Rover (more on this later). Second, relative silence from the vehicle itself, enabling you to capture some audio from the subject car's exhaust as you would actually hear it, rather than putting a microphone right next to the exhaust itself. Genuine exhaust sounds would resonate (damn right that pun was intended) well with the audience that wants to <i>hear</i> a car as it truly sounds. As long as you're charged, you're good to go.</span><br />
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<span style="font-family: 'Trebuchet MS', sans-serif;">Exhibit B: the Model S is faster than the RR or pickup you're using. With a 0-60 happening between 5-6 seconds it's a relatively quick car, and electric power means instant torque throughout the whole powerband. And although it will have a hard time keeping up with the </span>supercar<span style="font-family: 'Trebuchet MS', sans-serif;"> or heavily-modified tuner you're filming, it </span><i style="font-family: 'Trebuchet MS', sans-serif;">will</i><span style="font-family: 'Trebuchet MS', sans-serif;"> keep up for the most part, especially with a good driver at its helm. Handling isn't too shabby either, with Motor Trend recording .92 g on the </span>skidpad<span style="font-family: 'Trebuchet MS', sans-serif;">; canyon roads, anyone? Combine these acceleration and handling figures along with the electric motor's power and you're in a car that will do pretty dang well keeping up...or at least better than the old Range that Top Gear has come to love so much.</span><br />
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<span style="font-family: Trebuchet MS, sans-serif;">Exhibit C: rear jump seats. Sitting behind the rear seats of a Range isn't exactly legal, nor is sitting in the bed of a pickup...unless you're in Virginia and it's registered as a farm truck and you're traveling under 25 MPH...so basically, you're forced to rig a camera setup so that you don't have to be back there capturing the actual video yourself. Solution a la Model S: rear jump seats. Sure, they're pretty tight and only meant for children, but even with the rear hatch open and you sitting squeezed into the seat it's safer than it is to be sliding around in the back of a full-size SUV, assuming the film car doesn't get hit by the subject car. Or rationalize it by the fact that if you fell out it would be a shorter fall to the pavement than from the off-road height of the RR. The bottom line is that having mini rear-facing jump seats is better than no mini rear-facing jump seats, and the stability of being bolstered in as opposed to flopping about could translate to more stable filmography as well. And these jump seats translate to the next part, Exhibit D:</span><br />
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<span style="font-family: Trebuchet MS, sans-serif;">Exhibit D: safety. Everybody heard the news that the NHTSA proclaimed the Model S as the "safest car they had ever tested." Soooo maybe it's a little different when the hatch is open and you're exposed to moving vehicles crashing into you without any real rear end protection. Let's pretend the NHTSA rating matters in a scenario like this. It's a safe car, another positive, and Evidence D.</span><br />
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<span style="font-family: Trebuchet MS, sans-serif;">So there you have it, four major points as to why the Tesla Model S is the camera car for the 21st century. While the camera footage used in car reviews has evolved drastically over the years (compare the first few Top Gear series to a recent series and tell me it hasn't gotten better), the vehicle most frequently used hasn't been adapted accordingly. Calling the BBC: maybe it's time to move into the future by trying out the Tesla Model S, the most perfect camera car...in the world.</span><br />
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<span style="font-family: Trebuchet MS, sans-serif;">- Ross, 1/21/14</span></div>
Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com0tag:blogger.com,1999:blog-8992090947676825633.post-7477922812556138572013-08-29T14:47:00.001-07:002013-08-29T14:47:16.354-07:00Gallery: Bear Mountain Cruise Night 8/14/13<div class="separator" style="clear: both; text-align: center;">
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-Ross, 8/29/13</div>
Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com0tag:blogger.com,1999:blog-8992090947676825633.post-47007412216367678102013-07-31T12:00:00.001-07:002014-07-30T09:15:55.754-07:00Roads of the Northeast #1: Route 44/55 in New Paltz & Gardiner, NY - w/Pictures & Video<div class="separator" style="clear: both; text-align: center;">
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<i><span style="font-family: Georgia, Times New Roman, serif;">This is the first installment in a series of articles featuring the roads of the Northeast, in an attempt to help enthusiasts locate and increase their knowledge of where these roads lie and why they are great. There's big emphasis here on bringing out the driver in those of us who live in this region, so sit back, read along, and then go for a drive! The anecdotes that follow are meant to inform but also to entertain. Enjoy, and report back!</span></i><br />
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<b><span style="font-size: large;">Road #1 - Route 44/55 through New Paltz and Gardiner, NY</span></b><br />
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There's a smell in the air. This high in the mountains, a smell this strong could be a number of things: pollen blowing in the wind, dead animal in the woods, you name it. But no, it's not natural; this smells mechanical. And, much to my dismay, it's coming from my Chevy Avalanche's stopping hardware, spewing its tears in the form of the horrible smell of burning brakes, the result of hustling the vehicle through the mountains at a rate no 6,000-pound SUV/pickup-thing should be driven. Bringing the Avy was a double-edged sword, one head bearing the sad duty of moving the last of my furniture out of the college apartment in the town I called home for the previous four years, the other head showing its teeth and fighting every bit of the way as I pushed the truck to its physical limit, camera rolling, to create a "sense" (if you can call it that, at 1/2 the speed a proper sports car could run on the same road) of the beautiful, terrifying, and challenging Route 44/55 that twists, turns, and climbs through the famous Shawangunk Mountains outside the small, historic, "upstate" town of New Paltz.</span><br />
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Situated about 80 miles north of NYC on the west side of the Hudson River, New Paltz is a town famous for its Kiplinger's-ranked "best value small public university," for its historic heritage dating back to the Huguenots in the late 1600's, and, to be honest, for its reputation as a hippie haven laden with drugs and more hat-tips to the Woodstock era (the location being only an hour west) than you can or would like to count. But make your way down Main Street, across the bridge, through the country-side, pull a right when you get to the "T" at the Mountain Brauhaus Restaurant, and you've found yourself a road worthy of every driving enthusiast's attention, time, and praise.<br />
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Think, for a moment, of what makes the perfect road. Hairpins? Elevation changes? Long sweepers, banked corners, natural slaloms, decreasing radius turns? Sights, scenery, sections to test your brakes and sections to test your go-pedal? If you're imagining your favorite road, you know what I'm talking about. It's like the Pythagorean Theorem for driving: just the right amount of each and it all adds up, but too much of one and it's not perfect. The road we have here is just that: the Pythagorean Theorem of roads.<br />
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Up in the scenic mountains known to the locals as the "Gunks" lies a stretch of pavement that combines the best of all of these into one beautiful, well-planned road that serves as a great drive and only gets better the harder you work your car. Starting at the bottom on the New Paltz side with the hairpin as the beginning, your smile only gets bigger and bigger until you exit through what almost seems like a cloud-level passageway into the Hudson Valley. Toward the end of the scenic area that's filled with parks and hiking spots, the road makes one final quick climb and you come through a small cut-out of the rocks that brings you out onto the backside of the mountain, revealing the entire valley hiding on the other side. Once you're out past this section, turn around and drive it in the opposite direction, with the hairpin at the end. It's just as, if not more, rewarding.<br />
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<a href="http://i112.photobucket.com/albums/n169/roody25/Route%2044-55/DSC_0295_zps52155106.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" src="http://i112.photobucket.com/albums/n169/roody25/Route%2044-55/DSC_0295_zps52155106.jpg" height="400" width="267" /></a>But what about in-between Heaven's Gate and the hairpin? A slew of banked turns, long sweepers, and the perfect combination of technical and flat-out sections will bring out the best, and the worst, in whatever it is you decide to attack the mountain behind the wheel of. Hang out at one of the overlooks or pull-offs and you're guaranteed to see a fair share of sports bikes that pass by, their riders enjoying the scenery and surfaces on their two-wheelers. Occasionally you can see a car-lover blasting up the mountain in his toy, exhaust echoing off the geologic gold-mine of sedimentary rock that serves as the "walls," but beware of the tourist who is driving painstakingly slow trying to take in the sights.<br />
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If you're in the area, spending the time to travel the length of this road is an absolute must. Drive it in the spring in a track car, drive it in the summer in a convertible, drive it in the winter in a Subaru, but save the drive in the fall for the car you call your favorite. Attacking the curves and climbs in your most beloved vehicle makes you enjoy its company more and more, and the layout enables you to push the car in a way few other roads allow you to. The scenery, with the wide variety of foliage that creates the amazing rainbow of colors the Hudson Valley is famous for, along with the way the clouds play with the sun and its shadows, is stunning and utterly beautiful. Ironic, isn't it, that high in the mountains above a town known for being able to get you high lies its true treasure.<br />
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<i>Turn your speakers up to hear a little of the Avalanche's exhaust</i></div>
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This last bit is a personal section and goes back to those brakes that are cooling off as I shoot photos for this article. Readers, forgive me, for I have sinned: I've driven a five-seat passenger vehicle with ten inches of ground clearance as if it were a track toy. Though if the motto, "it's more fun to drive a slow car fast than it is to drive a fast car slow" were to be true, this is the prime example. I sincerely wish I could have driven a faster, more appropriate car for the video, but hell, this is what driving is all about: pushing your vehicle. My Chevy Avalanche was, despite 120K miles and the truck (YES AN AVALANCHE IS A TRUCK) having seen better days, it was a more than willing dance partner considering what it is. Oh, and remember that some people like to drive vehicles the way they <i>aren't</i> meant to be driven. This is the opposite case of guy who buys a Ferrari and never goes over the speed limit and never tries to put the pedal through the floorboard and never uses it the way Enzo would have wanted. I love my Avalanche, and if I want to drive it like a sports car, nothing is going to stop me...especially on a road as good as this.<br />
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Bonus find for this road: read up on "Shaft 2A" and plan enough time to go for a hike. You have to park at the end of the dirt track (getting there is half the adventure!), find the river on the other side of the valley that looks like it could be in <i>The Hills Have Eyes</i>, and follow the river up-stream for a good while, but the payoff is a breathtaking 90-foot waterfall. The best part? After a few hours of hiking, you can still enjoy the road on your way back into town. Better days are hard to find.<br />
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- Ross, 7/31/13Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com0tag:blogger.com,1999:blog-8992090947676825633.post-23773411311437079382013-07-25T07:00:00.003-07:002013-07-25T07:00:50.422-07:00Review: 2003 Honda Accord Coupe V6/6MT<div class="separator" style="clear: both; text-align: center;">
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<i>Not bad, not great, simply good all-around: it's the Goldilocks of the affordable coupe segment</i><br />
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No, you won't fall in love with it, but when paired with the V6 engine and six-speed manual transmission, the seventh generation Honda Accord Coupe is a good car in every discipline. The two-door defines the idea of not being great at anything in particular but being genuinely good at everything, just as an entrant in this segment should be. With a 244-horsepower 3.0-liter V6, a smooth, easy to drive stick-shift, and a ride comfortable enough for any surface, this car is one of the most surprisingly pleasant vehicles I've driven. It isn't going to replace a proper rear-drive coupe as your dream car, but it's very easily a car you could enjoy owning.<br />
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From a design standpoint, the Coupe is sleek, if not understated. Nothing screams aggression here; this is a smooth, well-proportioned design, perhaps the best looking body style of the Accord Coupes. The wheel-wells flow into the fenders which in turn transition almost too effortlessly into the heart of the body. If anything the car is almost too subtle, but that's part of what makes it an Accord. 17" wheels compliment the body well, with just enough style but not too much to stand out, further contributing to the under-the-radar mojo. Luckily, the exterior's good looks translate well into the place you spend most of your time, and perhaps equally as importantly, to what motivates the vehicle.<br />
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Inside, it's more of exactly what you have come to expect from Honda: simple controls, well-thought out placement of fundamental knobs and buttons, good material quality for the segment, and a fit-and-finish that reminds you of why the company was doing so well in the early 2000's. At the core of the interior is the car's 6-speed manual transmission; it reminds you of the V6's sporting intentions, whether the rest of the car wants to cooperate or not. From first all the way through sixth it's the kind of transmission you can easily drive day-in and day-out, never skipping a beat and never wishing it was lighter or easier to operate. The shift knob itself, with the traditional 1-6 pattern engraved atop the metal cylinder, feels great in your hand and is always easy to maneuver into the next gate. Unfortunately for those heel-and-toe aficionados, the pedals are spaced a little too far apart for it to truly be a sporting setup; you better have big feet or it's going to be a struggle. Regardless of this sole seemingly irrelevant ergonomic flaw, the seats, controls, steering wheel, and the stickshift itself are all well placed, well crafted, and enjoyable on the verge of overly-simplistic to operate. All in all it's a good interior that is a comfortable and enjoyable place to spend time, but it never makes you want to misbehave or, on the contrary, shoot for the best gas mileage you can achieve. Like everything else about this car, it's right in the middle...but that's not a bad thing.<br />
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<a href="http://i112.photobucket.com/albums/n169/roody25/Accord%20Photos/DSC_0475_zps0ae54b90.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="216" src="http://i112.photobucket.com/albums/n169/roody25/Accord%20Photos/DSC_0475_zps0ae54b90.jpg" width="320" /></a>The Accord's shock factor comes from the engine under-hood: it has the kind of surprising power that works perfectly in a car like this. The torque comes on smoothly and in a linear manner without any drama, and it does so in an unexpectedly fast manner. The whole package is so composed and so quiet that before you know it the speedometer is reading double-digits higher than you should actually be moving. Really, the car is <i>silent</i>, and if it weren't for the break between gears to shift (oh, and the speedometer) you would have no idea of your speed. Smooth, light shift action makes things even easier, and though rowing through the Accord's gears isn't life-changingly exciting, it's still nice to be have control of the power that you wouldn't otherwise have without the 3rd pedal nestled in its proper slot. Alright, maybe I'm making the car sound faster and more enjoyable to drive than it truly is, but this setup is really is properly quick for a car of this nature, and the claimed low 6-second sprint to sixty is entirely believable.<br />
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Usually, fuel economy is compromised by power, yet somehow the Honda engineers allowed them to meet right in the middle. EPA estimates put the V6/6MT combo at 18 MPG city and 27 MPG highway, but remember, these are "estimates" from ten years ago, before the system for evaluating gas mileage was revised more times than can be counted. Translation: in real-world driving, your mileage <i>will</i> vary. Yes, you can see lower than estimated city numbers if you're stuck in the lower three gears, but the flip side is that you can also see gas mileage figures that best the EPA highway estimate by two-to-three miles per gallon. At a 65-70 MPH cruise in 6th gear, 30 miles on a gallon is easily attainable, and if it's flat and you have a tailwind you can even creep into the 32 MPG range, a number usually unseen by V6, six-speed cars without fuel-saving technology from modern vehicles. Average figures usually show mid-20's, and owners report that this is only <i>marginally</i> lower than those seen by owners of the 4-cylinder models. My recommendation: if you have the money, opt for the 6-6 (V6 & 6-speed) combo, it's a smooth, reliable (dare I even say borderline fun?) powertrain that is worth every penny over the volume-seller I4.<br />
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On the road the Accord feels compliant and composed, never making you question for a second Honda's reliability or quality. Even approaching and cresting ten years old, the car still feels entirely safe and substantial on the road. Though the last decade has brought about numerous safety breakthroughs, the 7th-gen Accord still instills an air of confidence in the driver, part of which is due to a suspension setup that rides well over any and all surfaces. While other cars are unsettled by potholes and changes in road surfaces, the Accord just keeps on pushing. It's the kind of car you can drive across the country and never have a problem with comfort or with controlling the vehicle. As the automatic transmission takes the place as the country's favorite way to shift gears, the manual equipped Accord truly is easy enough to drive that you could for hours on end. If you're looking for a great road-trip vehicle but don't want anything super sporty, want to achieve decent gas mileage while still having adequate power, and have a tight budget, look no further: this is your car.<br />
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<a href="http://i112.photobucket.com/albums/n169/roody25/Accord%20Photos/DSC_0469_zpsa278f911.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="http://i112.photobucket.com/albums/n169/roody25/Accord%20Photos/DSC_0469_zpsa278f911.jpg" width="224" /></a>So, back to the suspension: it's soft without being Cadillac, pillow-plush, it's smooth without totally isolating you from the road, and it's just firm enough to remind you that you're in a car that has a Honda, and not an Acura, logo on the grille. The tires have enough sidewall to help cushion the ride - no low-profile nonsense here - and enough stiffness to help in the handling department. No, this isn't a sports coupe, but it's not your average family sedan either. The Coupe's proportions and engine/transmission are enough to urge you to drive the car a little harder in the corners than you would its four-door counterpart, but with the V6 weighing more than the volume-seller I4 and thus a chassis more suited to a lighter front end, the car does have the tendency to push a little in the turns, reminding you of its front-drive nature and that this isn't a rear-drive sports car. That being said, it does a great job of bridging the gap between a front-drive econo coupe, a front-drive sports-oriented coupe, and a front-drive entry-level luxo-coupe. It's the bread-and-butter of the coupe world, combining fun and frugality without giving up all of its practicality (yes, the back seats are usable for adults).<br />
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Let's get to the bottom line here: Honda's seventh generation Accord Coupe is a properly decent car. It's not bad and it's not great: it's <i>just right</i>. By doing everything well, failing at nothing, and having no extraordinary qualities, the car manages to be exceptional at being good. It's a car that's easy to afford, easy to drive, and easy to live with. It will never light your pants on fire with excitement but it'll never break your bank either. You can drive it every day without a struggle, and in an entry-level coupe with surprising power and agility, that's exactly how it needs to be. Good at everything? Just right? Let's call it Goldilocks.<br />
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- Ross, 7/25/13</div>
Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com0tag:blogger.com,1999:blog-8992090947676825633.post-91207502229306924132013-07-19T08:30:00.003-07:002014-07-30T09:15:14.139-07:00Bear Mountain Cruise Night 7/17/13 CoverageSeeing as this was my first time at the Bear Mountain Cruise Night, I'm not one to talk...but this is a shout-out to any and every car fan within reasonable driving distance of Bear Mountain in Tompkin's Cove (across from Peekskill), specifically those who are free on Wednesday nights between 6-9pm during the summer months. That's right, I'm talking to you: if you fit this demographic, you <b>NEED</b> to come to the Bear Mountain Cruise Night. The expanse of vehicles is astonishing, the owners all friendly and willing to talk, and the crowd in attendance staggeringly large. With cars, enthusiasts, and spectators representing every decade from the 1930s to today, it's a show that is absolutely worth making the drive for. With the perfect formula comes the perfect summer night recipe: cars of every kind + great people + beautiful backdrop = a great, automotive-infused event. The Cruise Nights run all summer (weather permitting) and attract what is truly a great crowd of both cars and car fans. It's the kind of event where you go once and immediately want to go back, already thinking about where you want to start your walk-around of the show green when you get there next time. Oh, and the roads to the park are as equally rewarding, as if you needed more incentive. I'll be there next Wednesday, will you?<br />
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- Ross, 7/19/13Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com1tag:blogger.com,1999:blog-8992090947676825633.post-33791735082120392182013-07-02T08:49:00.001-07:002013-07-02T08:49:14.379-07:00Foreshadowing: What's next on Roody's RT&R?The future is bright. Coming up on Roody's reviews, thoughts and ramblings, there's going to be an assortment of articles chock-full of all the automotive goodness you want and need. You'll find capsule reviews (that is, cars no longer on sale today but available certified pre-owned for a fraction of what they cost new), editorials, an exhaust review, an attempt to convince Chevy to continue production of the Avalanche, coverage of local car meets, and hopefully some video to go along with all of the pictures. Oh, and if things fall into place there might even be progress on the e30 project that is <strike>coming along</strike> at a standstill. And on a non-article related note, there might be a name change for the blog, so stay tuned!<br />
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For now, here's a quick look a few of the cars to be reviewed in upcoming months:<br />
- Honda Accord Coupe V6 6MT<br />
- Subaru WRX Hatch<br />
- Lancer Evo. X<br />
- Lexus LS460<br />
- Acura Integra Coupe<br />
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- Ross, 7/2/13Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com0tag:blogger.com,1999:blog-8992090947676825633.post-45719617078698363722013-06-30T07:47:00.005-07:002013-06-30T07:48:01.525-07:00Jeep Meetup 6/29/2013<div class="separator" style="clear: both; text-align: center;">
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"You need tires." My friend Andy stands there in the parking lot looking over the old, worn out tires that sit at the ends of the 1981 Jeep CJ's axles. "Yeah, you definitely need tires. The trails aren't too bad, but the hills are steep. If you stop half-way up, well, we're gonna have to pull the rest of the way up."<br />
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The words you hear in a normal conversation among Jeep owners may be the same as those in a conversation about drift cars: differentials, re-gearing, etc., but these guys build their rigs for the woods, not for the track. The Jeep guys talk about disconnecting sway bars, about bump-stops, about what parts of the suspension rubs while flexing, and what armor they want to prevent more body damage. They can easily stand around for hours talking about their trucks and the abuse they put them through, and this is exactly what we did this hot Saturday morning late in June.<br />
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To outsiders, the Jeep world may seem pointless: bad gas mileage, bad handling, bad ride. But to those who "get it," Jeeps are a beautiful thing: they represent the ability to go anywhere, to see things so few people see, to explore the American back-country as it was meant to be explored. To the few who consider themselves real Jeepers, they get it. There's a reason they take their motto so seriously: "It's a Jeep thing, you wouldn't understand."<br />
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This meetup was organized by my friend Andy simply for the sake of hanging out and talking about Jeeps, wheeling, and everything in-between. If you want more info about off-roading in the Northeast, contact me and I'll put you in touch with somebody who can get you involved.<br />
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- Ross, 6/30/13<br />
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Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com0tag:blogger.com,1999:blog-8992090947676825633.post-59413966766798135642013-06-27T12:16:00.002-07:002013-06-27T12:16:53.370-07:00Ford's 2014 F-150 Tremor Is A Lightning Aftershock<div class="separator" style="clear: both; text-align: center;">
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Ford just introduced its new sport-minded pickup, <strike>the Aftershock,</strike> the Tremor.<br />
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Powered by the well-liked 3.5L twin-turbo Ecoboost motor, this single-cab, short-bed pickup is hoping to bridge the gap between the workhorse F-150 and the vacanct spot behind by the long-departed SVT Lightning. Fans of the beloved old Special Vehicle Teams truck will be pleased to know that the Tremor embodies what the Lightning once held as its core values.<br />
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Here's the power comparison: the Lightning had 380 horsepower from its supercharged 5.4L V8, the Tremor 365 from its new-age, twin-turbo V6. The old Lightning put down 450 lb.-ft. of torque, the Tremor making 420. No word has been released yet on weight, but this will definitely clue us in as to how close the Tremor will be to the Lightning in terms of performance.<br />
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The big news here, as this is a "sport performance truck," is the pairing of the Ecoboost to the 4.10 rear end, giving it the shortest ratio and, subsequently, strong acceleration and burnout-producing goodness. Other features of the Tremor package include flat black accents, a graphics package, 20" black-painted wheels, and HID headlights. Bucket seats are standard, and you even get some red stitching along the interior. Ford has yet to release pricing but it should be reasonable - and with the Ecoboost on board there's a lot of room to turn this into a 2014 Lightning wanna-be. Yet it will be hard not to miss the dual side exhaust and the supercharged V8 road, trademarks that helped make the Lightning a pickup-turned-sports-car.<br />
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So the Tremor is exactly as its name implies. By definition, a tremor is a slight earthquake, a sort of an aftershock. The Ford F-150 Tremor is just that: less powerful, less exciting, and less dramatic than the old SVT Lightning that it's hoping to be the spiritual successor to. Here's to hoping the Tremor succeeds enough so that Ford is willing to put the SVT moniker back on the side of an F-series truck some day in the future, reviving the true performance truck breed.<br />
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- Ross, 6/27/13<br />
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Image credit: World Car Fans<br />
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Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com1tag:blogger.com,1999:blog-8992090947676825633.post-33053932801270329622013-06-25T17:27:00.001-07:002013-06-25T17:27:12.635-07:00In The Beginning, There Was Nothing: Project e30, Part 1<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
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It's 10 AM on a Wednesday early in the summer. The low diesel hum of the tow truck grows closer as we stand around the red coupe that sits on the lawn. It's stationary, immobile, motionless, call it what you want; this car doesn't run and it has a long path ahead of it before it does. My friends and I joke around but it's not enough to overcome the air of nerves, excitement, and an ominous touch of "you don't know what the hell you are getting yourself into." This is exactly how it's supposed to be.<br />
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Every car guy has their project car. For some it's the old car they've been working on with their dad since they were a kid; for others, it's a car in a video game that they only touch through a controller, spending imaginary dollars and credits to modify every bit of their virtual ride as if it were real. Then there's the guy who sends his hundred-thousand dollar supercar to a shop known for transforming "super" to "hyper," gives them a check with enough zeros to buy a house, and in turn receives horsepower figures that float somewhere in the stratosphere. Yet in between these groups lies the "every-man," the guy who starts a project out of passion, excitement, and love, simply for the sake of his own enjoyment. This is one of those projects.<br />
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Welcome to The Chronicles of the e30.<br />
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The e30 BMW is an icon. It's the epitome of late '80s and early '90s entry-level luxury, it's the car that when equipped with the ///M badge helped set the performance standard for years to come, it's the <i>BMW</i> of BMWs. Surprising, no: the chassis is nimble and willing to accept big power increases, the car relatively affordable and surprisingly reliable. It's the caliber of vehicle that attracts everybody, with sub-groups like those who lower them, those who race them, and those who beat them up on the rally course.<br />
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This project is going to bridge the gap between all of those groups. Think of it as that venn diagram you were taught in grade school that has the 3 big circles that overlap, leaving a little section in the middle where the color is darker and you have the best qualities from each. It's going to be a car that can be driven comfortably every day, can be taken to the track for auto-cross, and can be whipped around the unpaved roads of upstate New York without the need to change wheels, tires, or suspension setup. Easier said than done? Of course; I'll undoubtedly bite my tongue and change my mind hundreds of times as the project progresses. But for now, it's "challenge accepted."<br />
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So there I sit in the black leather driver seat of a 1989 BMW 325i Coupe that I "adopted." The car is older than myself but the odometer has only done 100,400 ticks and as such has been driven less than my 2005 Avalanche that is 16 years younger. The car's battery is old, the body an 8/10, the interior dirty but unbroken. Hours after the tow truck picked up the car and transported it to its new home in Connecticut, it's show time. My friend watches as I hold the key in the ignition, take a deep breath, close my eyes, pray silently, turn the key slowly, beg the car gods for it to start...but all we hear is the sorry sound of nothing. No crank, no spark, no combustion, <i>nothing</i>. The turning of the key is the only sound to be heard aside from the sighs and jumble of curses muttered under my breath. We try another ten times but there's no point, this car is dead.<br />
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Yet there's beauty in this. It's going to be a project from the beginning, from Phase I. The car doesn't start, it doesn't move when it does (blown transmission at fault), and it needs more than a fair share of attention in the vacuuming and Armor-All'ing departments. It's going to be a long, slow adventure, but it will allow me - and those crazy enough to want anything to do with an old BMW that hasn't run in years - to do everything perfectly, the way it should be done. Do it once, do it right, from the ground up. The worst part? I don't have a clue in the world what the hell I'm doing. Project e30 has begun.<br />
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<b>Phase 1: get the damn thing running.</b><br />
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Project e30 will be updated as repairs, fixes, and modifications are made to the car. Check back once in a while, as I'm hoping to get it running in time to cruise the beautiful roads of the Northeast during the peak of the fall season, and if I'm lucky maybe even make it to a few races.<br />
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- Ross, 6/25/2013<br />
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Credit for the photoshop work in the first picture is to my friend <a href="http://www.behance.net/jaimeporciello" target="_blank">Jaime</a>Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com0tag:blogger.com,1999:blog-8992090947676825633.post-22985977372110048582013-06-18T20:33:00.001-07:002013-06-19T12:28:24.062-07:00Review & Opinion: The Kawasaki Brute Force<div class="separator" style="clear: both; text-align: center;">
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<span style="font-family: Helvetica Neue, Arial, Helvetica, sans-serif;">Somewhere deep in the abyss that is the world of the internet, there lies a review of the Kawasaki Brute Force in which the author calls the big-bore Kawi the "muscle car of the ATV world." He cites big power, less than inspiring handling, and a sound that works your face muscles every time the engine turns over as the vital characteristics that help the Brute to perfectly fit this description. Yet, a description is only capable of so much; more important than the power of words is the way the machine feels: the sheer, raw, startlingly brutal power; the way it's a beast to be tamed rather than a docile sports car meant for the Autobahn; the way you warn your friends who try it out to "be careful." The Brute is different from the nimble, smooth-riding, trail-friendly machines from companies like Honda, Yamaha, and Can-Am. No, the Brute's not refined, it's not easy to live with, and it's definitely not the most logical decision. The Brute is mean, it's loud, and it's almost too aggressive for its own good. Allusions to the Chargers, Mustangs, Camaros, Trans Ams, and GTO's, couldn't be more appropriate.</span></span><br />
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</span><a href="http://i112.photobucket.com/albums/n169/roody25/Brute%20Review%20Pics/April520096_zpsad9fb948.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="font-family: Helvetica Neue, Arial, Helvetica, sans-serif; font-size: large;"><img border="0" height="320" src="http://i112.photobucket.com/albums/n169/roody25/Brute%20Review%20Pics/April520096_zpsad9fb948.jpg" width="240" /></span></a><span style="font-family: Helvetica Neue, Arial, Helvetica, sans-serif; font-size: large;">It's hard, if not impossible, to ignore the Brute Force's mean stance and aggressive bodywork; call it the Dodge Daytona Superbee or Plymouth Superbird styling of the quads if you dare. High fenders with angled peaks are like nothing else in the industry and the dual-circle headlight treatment is a Brute trademark. Nothing can be mistaken for a the big Kawi and you will <i>never</i> glance at another quad and think it's a Brute Force. Oh, and if you look at the Brute the wrong way, you'll get spanked in a staring contest. The quad simply has aggression written all over it.</span><br />
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<span style="font-family: Helvetica Neue, Arial, Helvetica, sans-serif;">Instead of boring you with the less important details, I'll cut to the chase about what needs to be touched upon but doesn't require an elaborate description. Here we go: the ergonomics are fine, the digital gauge does its job displaying basic info, and the "pockets" on the front fenders are useless (although you wouldn't criticize a Superbee for its cupholders, would you?). The four-wheel-drive system works well but is fundamentally flawed seeing as very, very few people think a progressive locking front differential is preferable over a push-button on-or-off style system. That being said, all locked up in 4WD, the Brute is damn-near unstoppable. Mud, rocks, hills, you name it, the Brute will eat it up and spit the bones in your face; it's exactly what you want from your muscle car.</span></span><br />
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<span style="font-family: Helvetica Neue, Arial, Helvetica, sans-serif;">More unnecessary though vital info: the suspension is mediocre at best, but there's the aftermarket to go to if you're a hardcore rider with a fancy checkbook. Otherwise, take it for what it is and just accept that the Brute isn't about suspension, end of story. Everything described above is adequate enough to let you focus on the <i>really</i> good stuff, and that's all that should matter. Remember, the Kawasaki Brute Force is a muscle car trapped in a 4WD ATV's clothing. This thing is all about the engine, and oh, does it deliver on its home front.</span></span><br />
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<span style="font-family: Helvetica Neue, Arial, Helvetica, sans-serif;">Words cannot do justice to the 633cc V-Twin that lives under the seat. This is a force to be reckoned with and you really do have to experience it to understand how ferocious, hilarious, and absurd the power is. From the bottom end all the way to the top of the powerband, the engine catapults the quad from a standstill to speeds you wouldn't believe are possible with such force that it truly makes one curious as to how and why bigger engines even exist. To put things in perspective, consider this: a few of my friends have looked me in the eyes after riding my Brute for the first time and, amidst the simultaneous expressions of fear and utter shock, they mumble a phrase that holds its meaning in the word "dangerous." With such a potent nuclear weapon sitting under the seat, you are only half a stab of your right thumb away from face-tearing acceleration. Use said weapon wisely.</span></span><br />
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<span style="font-family: Helvetica Neue, Arial, Helvetica, sans-serif; font-size: large;">Even better is that with a proper aftermarket exhaust, the quad can make noises at idle that force you to question whether the engine was pulled directly from a Harley, while full-throttle blasts get you thinking about if anybody has ever heard the sounds of a Ducati and a Yamaha Banshee mating. Music and force are the Brute's charms; they overcome the machine's downfalls to the point of making it worth your while every time you get on the gas. It excites, it stimulates, it creates happiness. This is what a recreational vehicle is supposed to do. If you can't laugh and smile like a fool, what is the point of riding at all?</span><br />
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</span><a href="http://i112.photobucket.com/albums/n169/roody25/Brute%20Review%20Pics/IMG_0003_zps2382b1cd.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><span style="font-family: Helvetica Neue, Arial, Helvetica, sans-serif; font-size: large;"><img border="0" height="320" src="http://i112.photobucket.com/albums/n169/roody25/Brute%20Review%20Pics/IMG_0003_zps2382b1cd.jpg" width="280" /></span></a><span style="font-family: Helvetica Neue, Arial, Helvetica, sans-serif; font-size: large;">But perhaps there's something even more important than how the quad acts: it's the final element in four-wheeler ownership that solidifies its place in one's mind and soul. This final element? Passion. Corny, yes, but without the burnouts, open exhausts, and drag races, a muscle car owner/driver never would have felt the adrenaline rush, the excitement, and the love they associate with the machine. The Brute accomplishes all of this, putting a big ol' smile on your face every single time you throw a leg over it. It's the ride itself that connects a machine with its rider, thus associating one's mind with the fun that riding an all-terrain-vehicle is meant to be.</span><br />
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<span style="font-family: Helvetica Neue, Arial, Helvetica, sans-serif;">The Kawasaki Brute Force isn't perfect by any means. Hell, many would call it flawed and confused. Awful suspension, good ergonomics. Uninspiring handling, power to make the gods laugh. But the quad's overall test grade is completely irrelevant: the Kawasaki Brute Force exists to put a smile on your face, to help you make the most of your time in the woods/hills/mud/whatever-your-terrain-is, and also to bring about an adrenaline rush that makes you laugh like a little girl. For this, the Brute can say "mission accomplished." It's violent, in a loving way. It's flawed, but those flaws don't matter. It's a powerhouse and it makes no apologies about it. The Kawasaki Brute Force is a four-wheel-drive, fire-breathing off-road machine that would make the muscle-car guys proud, and for that, I love it.</span></span><br />
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<span style="font-family: Helvetica Neue, Arial, Helvetica, sans-serif;"><br /></span><span style="font-family: Helvetica Neue, Arial, Helvetica, sans-serif;">Video evidence of muscle car roots: I present Exhibit A.</span></span><br />
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<span style="font-family: Helvetica Neue, Arial, Helvetica, sans-serif;">- Ross, 6/18/2013</span></span>Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com3tag:blogger.com,1999:blog-8992090947676825633.post-91103975001647125512013-03-28T09:24:00.002-07:002013-03-28T09:24:43.372-07:00An American Revolution: The 2014 C7 Corvette Stingray<div class="separator" style="clear: both; text-align: center;">
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<a href="http://www.egmcartech.com/wp-content/uploads/2013/02/2014-Chevrolet-Corvette-Stingray-C7-Rear-7-8-Right-Close-Up-627x404.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="412" src="http://www.egmcartech.com/wp-content/uploads/2013/02/2014-Chevrolet-Corvette-Stingray-C7-Rear-7-8-Right-Close-Up-627x404.jpg" width="640" /></a><br />
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For the last two years or so it seemed that every day a detail about the C7 Corvette would be "revealed," a spy photo taken of a C6 testing C7 hardware, or a new computer rendering drawn up for the sake of causing internet debates long enough to seemingly outlive the Corvette's 60-year history. But when the curtains were drawn, the smoke cleared, and the official vehicle rolled onto the stage before the press at the Detroit Auto Show, the only words that could be uttered were those of awe, shock, and slight confusion. After years of anticipation, it took just moments for the <i>actual</i> C7 to spark great controversy and simultaneously put the entire automotive industry on notice.<br />
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For generations the Corvette was the poster child of the affordable American sports car. Powerful, light-weight, and accessible to the average working man, the 'Vette was the icon you grew up dreaming about, the sports car you worked day-in and day-out to afford, and the investment you made when your kids were finally out of the house. But those stereotypes began to vanish with the C5 when Chevrolet introduced the Z06, an even higher-performance, more track-oriented model, and by the time the C6 Z06 and the world-crushing ZR1 came around the Corvette was no longer "go-to" car for the 50 year-old male going through his mid-life crisis; no, the Corvette was the epitome of world-class, near-supercar performance at a price you would never expect. Even the base C6 was capable of low 4-second 0-60 times, top speeds approaching the magic 200 MPH mark, and handling abilities that were on par with the Germans and Italians. Introduce the C7 and those performance standards have been raised even higher. But GM easily could have left it at that; instead, they employed their most talented and creative designers to create the C7 as not only a new Corvette, but as a vehicle that will represent the brand, stand out in even a crowd of Italian supercars, and truly be the image of the American Revolution they were looking for in their 2004 ad campaign.<br />
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<a href="http://www.zorly.com/images_corvette/2008/09/29/C6.R%20Race%20Car.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="http://www.zorly.com/images_corvette/2008/09/29/C6.R%20Race%20Car.jpg" width="245" /></a><a href="http://www.cartype.com/pics/3495/full/chevy_revolution.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="119" src="http://www.cartype.com/pics/3495/full/chevy_revolution.jpg" width="320" /></a><br />
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To put it simply, the C7 is unlike any Corvette we have ever seen before. Sure, there are similarities to the C6 (especially one of the wheel options, which looks like a carryover from the previous generation), but the details go so much further. And although it is a Corvette in spirit, motor and heart, it truly does take design cues from many other vehicles on the road today -- and that is by no means a bad thing.<br />
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Look at the front end of the C7 and you get eyes full of C6 Vette and an equal amount of Viper. The open grille looks like it was pulled directly from the two cars, with the engineers having their say and allowing the opening to suck in as much air as possible. It's not a drastic change from the C6, but there is an undeniable resemblance to the snake-bitten V10-bearing supercar built by Chevy's American rivals. Meanwhile, the hood is vaguely reminiscent of the C6 ZR1's window-style setup, featuring louvers in place of the see-through section, with intent on keeping the engine cooler (more emphasis on performance is never a bad thing for a Corvette) and a contoured look that is more shapely and detailed than before. The headlights, which are a big change from the C6's, look as if they were just slightly modified after being pulled from a Ferrari 458. Influences from the SRT Viper, Ferrari 458, and the company's own ZR1 in the front end alone? Not a bad place to start by any means.<br />
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On a related note, here's a fun story about the Corvette and the Viper: when Dodge (now SRT) ended production of the 4th Generation Viper in 2010, outrage and sadness echoed through the crowd of enthusiasts who loved the car for its raw power, lack of electronic nannies like traction and stability control, and for portraying the brutal American supercar. Shortly after, Dodge released a statement announcing the Viper would return albeit with the influence of parent company Fiat/Alfa Romeo, and the internet world went into uproar as expectations of a Viper based on the Alfa 8C began immediately. But SRT proved us wrong and brought an all-new Viper modernized with everything one would expect in a 2013 model year vehicle, though still bearing its evil Viper genes. The all-new SRT Viper was supposed to be the the pinnacle of American performance this side of the Hennessy Venom GT, and finally Motor Trend got their hands on the Viper in a track battle against a similarly-priced C6 ZR1. Guess who won the lap time battle at Mazda Laguna-Seca? In outrage, SRT built a "TA" version of the Viper and had MT run it against the ZR1 again, just barely beating the monster Vette in its second chance, and also setting a record lap time around the track (the ZR1 did the same in their first battle). Yet this was the C6 ZR1; when the C7 ZR1 bows Chevy will easily once again reclaim the title. It's interesting how in a time when Chevy brags about the C7 getting around 30 MPG highway that their cars are still fighting to be as high-performance as feasibly possible. It's an age when performance isn't necessarily compromised by efficiency, the best of both worlds finally coming together.<br />
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Back to the design critique: I was at a friend's house looking at his dad's '80 Stingray Coupe and was shocked by the details and small cues that the C7 Stingray shares with the older cars. The main detail that caught my attention was the rear fender; on the 3nd generation car, it looks like all that is missing is the black vent from the C7 and it would be nearly identical. Hopefully (and most likely) this was intentional, for the lines and curves are almost perfectly reminiscent in a modernized sense. The fact that the vent is functional makes it that much better, too. (Note: pictured is a 2nd gen. Sting Ray)<br />
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The rear end is arguably the most important part of the car, and for better or worse this is the area that causes the most controversy. What's the one staple of a Corvette that's been on every generation since 1961? Similar to the Jeep Wrangler (which has round headlights), something just seems wrong or strange with a Corvette's taillights being anything but two big circles on each side. [There's a reason many Jeep owners replace the 1987-1995 YJ Wrangler's front end with the CJ's classic round-headlight bearing grille.] Yes, the vents on the outside of the lamps win bonus points for being functional, and yes, the new rear end does align the Corvette more with the Camaro that is being used to dictate much of Chevrolet's product line, but this is hard to explain to Corvette faithfuls. Prior to the C7, anybody driving behind a Corvette could tell it was so by its trademark taillights, but the C7 is a huge departure from this. As much as I'd like to side with Chevy's designers I can't help but be a little critical and concerned; I'll reserve my final judgment until I see a C7 in person. But for now the taillights are the sole area of concern; yes, I wish they were round, or wish that at least the exhaust tips matched the lights, but it does have an air of attitude to it. Kind of like a good Transformer after going to the Dark Side.<br />
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The profile of the C7 is another striking detail. Longer, lower, and with the cabin sitting more towards the rear of the car than in the C6, there is almost a Ferrari 599 look to it. Again, not a bad car to resemble. The black A and B pillars help to make the roof look lower than it is and give it the appearance of being smaller as well. One can only imagine how great a targa version will look with the mid-section of the roof removed.<br />
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So what we have here is a Corvette with an entirely new design and a drivetrain/technology combination that will help it keep up with some of the world's best performance cars. And if it drives as we expect it to, it will continue to be the great American performance value, leading the way for Chevrolet into the future and proving the rest of the world that right here, in the good 'ol U.S. of A., we still build cars that can take on and beat the rest of the world. Hopefully Jeremy Clarkson will give it his seal of approval.<br />
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Back in 2004, Chevrolet began its "An American Revolution" ad campaign, telling of the new models to be released, notably the SSR, HHR, and the C6 Corvette. Five years later, Chevy dropped the campaign only to replace it with "Chevy Runs Deep." Perhaps it is time to re-employ the campaign that showcased the C6, for the 2014 Corvette C7 Stingray is truly An American Revolution. No other Corvette has been as shocking, as forward-thinking or as important in the company's history. As the poster child for one of America's oldest brands, Chevy <i>needs</i> the C7 Stingray to sell well, especially because it bears one of the most legendary names in American car history. With new technology, a new interior (finally, appropriate seats for a Corvette!), a new body, a new engine (with the familiar old LT1 name), a 7-speed manual transmission, and millions of people watching, it is time for Chevrolet to to show the world that 60 years of Corvettes has turned it not into just a car to drool over as a child but into a car that can keep up with the best of the world while maintaining the everyday drive-ability and the heavenly V8 sound that makes a Corvette fulfill its 1963 slogan, "The Most Exciting Car In America Today." The affordable do-it-all American performance car is about to take on the world, taillights and all -- and with a name like Stingray, it better be good.<br />
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For now (even though the car featured is a C6), I leave you with <a href="http://www.youtube.com/watch?v=DSrXc8r3D3A" target="_blank">this video.</a><br />
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-RossRosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com0tag:blogger.com,1999:blog-8992090947676825633.post-67889854101803306552012-11-14T14:14:00.001-08:002013-01-22T12:41:49.161-08:002005 Chevrolet Avalanche vs. 2007 Chevrolet Silverado 2500HD (w/pics & video)<div class="separator" style="clear: both; text-align: center;">
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Think of somebody you know who has never turned a wrench. If you give them a job that starts with choosing the appropriate tool, do they know where to start? Doubtful, at best. Now think of somebody you know who has zero knowledge of pickup trucks; would the situation be any different if you told them to walk into a Chevrolet dealership and, unassisted, choose the right truck for the job you assign them? Not a chance in the world. But the people who know that pickups are more than a one-breed species also know that there are different options for different jobs and different lifestyles. A carpenter wouldn't use a paint brush when he needs a nail gun, would he? Luckily, Chevrolet's toolbox was assembled by somebody who is fluent in the language of Truck.<br />
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Let's call the Chevrolet Avalanche a Swiss Army Knife and the Silverado HD a sledgehammer. Both are tools, each serving a completely different purpose. But first let me be completely clear: this is not a comparison to see which is the better vehicle. Picking a winner would make about as much sense as comparing a chainsaw and a 100-piece Craftsman set. Rather, this is about illustrating how two stablemates bearing the same badge can be built for such different purposes, just as Craftsman sells do-it-all tools alongside purpose-driven implements.<br />
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Another note: the trucks in this "comparison" are by no means new. With 112,000 miles on the clock, the 2005 Avalanche Z71 we have here is starting to show its age. Despite its mechanical near-perfection, the truck appears to be in great condition from a distance until you inspect it up close and notice the dings, nicks and scratches hiding in the Dark Gray Metallic paint. Oh, and then there's the under-body rust. Snow might be fun, but road salt is the devil. All things considered, this truck is still in great shape for the abuse it's withstood over the years (looking back, 2500 pounds of dirt in the bed may not have been the best idea...).<br />
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The Silverado here is from late 2007, the first year of the GMT900 vehicle code, or one generation newer than the 2005 GMT800-series Avalanche. My dad's black 2500HD Crew Cab 4x4 LT has 110,000 miles on the odometer but you would never guess that simply by looking at it. Not only are the exterior and interior in great shape, but 110K is just getting broken in for the Duramax diesel. 200K miles should be easy with basic maintenance; he's shooting for 300K and shouldn't have a problem getting there.<br />
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Parked next to each other, the two trucks give off the overwhelming sense of aggression and capability. The Avalanche's pre-runner style bumper (originally on a 1998 GMC Yukon), leveling kit and meaty Goodyear Wrangler Duratrac tires give it an in-your-face, "get-out-of-my-way, deer!" attitude. Amber roof lights typically found on a 2002-2009 Silverado HD accent the running lights of the same color and differentiate it from other Avalanches. The combination of modifications make this a one-of-a-kind truck, and I've gotten waves from a bunch of other Avalanche drivers and stares from countless onlookers. On the other hand, the Silverado doesn't need anything to make it look like a king-of-the-hill pickup. This thing means business, and with the torsion keys cranked to add about 2" of height up front, the stance is menacing. Nitto Terra Grappler tires and Hummer wheels contribute even further to the air of intimidation that it gives off. Small cars don't stand a chance.<br />
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<a href="http://i112.photobucket.com/albums/n169/roody25/Avalanche%20vs%20Silverado/IMG-20120322-00240edit.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="480" src="http://i112.photobucket.com/albums/n169/roody25/Avalanche%20vs%20Silverado/IMG-20120322-00240edit.jpg" width="640" /></a></div>
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It's obvious that the Avalanche's interior is outdated as soon as you open the door and climb inside. Credit this to GM's use of the parts-bin concept, which gave all of same-generation trucks a nearly identical cabin. Hell, climb in any Avalanche, Silverado, Tahoe or Suburban from the 2001-2006 generation and you'll be hard pressed to tell the difference unless you turn your head 180 degrees. Materials are so-so (there's hard plastic everywhere), the buttons are all within reach, and the seats are superbly comfortable. I spent eight hours in the driver seat with only a ten minute stop for gas and was barely sore upon exiting the truck (and this was with 99,000 miles on the seats, way past their prime).<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://static.cargurus.com/images/site/2011/01/25/09/46/2004_chevrolet_avalanche_4_dr_1500_crew_cab_sb-pic-868503843669946760.jpeg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="240" src="http://static.cargurus.com/images/site/2011/01/25/09/46/2004_chevrolet_avalanche_4_dr_1500_crew_cab_sb-pic-868503843669946760.jpeg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Avalanche interior - <a href="http://static.cargurus.com/images/site/2011/01/25/09/46/2004_chevrolet_avalanche_4_dr_1500_crew_cab_sb-pic-868503843669946760.jpeg">Source</a></td></tr>
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<tr><td style="text-align: center;"><a href="http://i112.photobucket.com/albums/n169/roody25/Avalanche%20vs%20Silverado/DSC_0298.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="150" src="http://i112.photobucket.com/albums/n169/roody25/Avalanche%20vs%20Silverado/DSC_0298.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Silverado interior</td></tr>
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Though the Silverado here is a generation newer than the Avalanche, GM really dropped the ball on the interior quality. Everything is laid out fine, with easy-to-use buttons (for the most part...I'm looking at you, radio controls) and clever storage solutions, but while the earlier trucks were upfront and not afraid to hide the fact that their interior is Hard Plastic City, the Silverado fails at trying to conceal this. The material quality simply isn't on par with what those in a 2007 model year vehicle should be, pickup or not. It seems like a minor detail when the primary focus for a truck isn't comfort, but hard plastic still becomes irritating when there's so much of it. Most of your time is spent in the driver's seat, don't you want it to be a nice place to be? Sure, the interior is adequate overall, but it could have been so much better.<br />
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<a href="http://i112.photobucket.com/albums/n169/roody25/Avalanche%20vs%20Silverado/DSC_0289.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="http://i112.photobucket.com/albums/n169/roody25/Avalanche%20vs%20Silverado/DSC_0289.jpg" width="242" /></a></div>
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<a href="http://0.tqn.com/d/trucks/1/0/a/H/1/avalanche_midgate.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><br /></a></div>
In terms of packaging, the Silverado is a truck and not much more. The rear seat folds up which allows for a wide pass-through cargo area and the center console has a few neat storage solutions, but that's the extent of it. However, the Chevy engineers truly out-did themselves when designing the Avalanche's utility specialties. With the debut of the Avalanche, Chevrolet introduced a load of innovation that added substantial amounts of utility to what everyone thought was possible from a pickup. The fact that it can transform its full-size SUV cab (it <i>is</i> based on the Suburban) to full-size eight-foot bed in only a couple of minutes (or seconds, depending on your proficiency) is astonishing to those who haven't seen it done before. Want to wow somebody? Show them how the mid-gate works.<br />
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://i112.photobucket.com/albums/n169/roody25/Avalanche%20vs%20Silverado/P12001202.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="240" src="http://i112.photobucket.com/albums/n169/roody25/Avalanche%20vs%20Silverado/P12001202.jpg" width="320" /></a><a href="http://0.tqn.com/d/trucks/1/0/a/H/1/avalanche_midgate.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="236" src="http://0.tqn.com/d/trucks/1/0/a/H/1/avalanche_midgate.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><a href="http://0.tqn.com/d/trucks/1/0/a/H/1/avalanche_midgate.jpg">Source</a></td></tr>
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The ingenious system's main attraction is the "mid-gate," a folding
divider between the cab and the bed along with a rear window that can be
removed and stored safely on the inside of the previously mentioned
divider. This was a huge break-through (pun unintended), and it's a
level of engineering ingenuity not usually seen in pickups, let alone
those from General Motors in the early 2000's. Add in the three hard
panels that cover the bed (as well as the locking tailgate) and you have
a fully enclosed and secure cargo spot, perfectly safe for whatever you
throw in there. The number of possible configurations is astonishing;
any of the panels can remain on the bed while you do whatever you please
with the mid-gate (fold the midgate/keep window in place; remove
window/keep midgate in place; remove window/fold midgate; leave both in
place -- and combine any of these with any assortment of panel assembly
that fits your needs). Just knowing you can convert the SUV into a
truck provides a peace-of-mind experience; pretty much anything will fit
in here, and safely, too. And just for fun, remove the panels, take
out the window, drop the midgate and roll the windows down. It's as
close as you'll get to a convertible truck this side of an SSR.<br />
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="http://0.tqn.com/d/trucks/1/0/S/k/07_avalanche_rearseat.jpg" imageanchor="1" style="clear: left; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="236" src="http://0.tqn.com/d/trucks/1/0/S/k/07_avalanche_rearseat.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><a href="http://0.tqn.com/d/trucks/1/0/S/k/07_avalanche_rearseat.jpg">Soure</a></td></tr>
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="http://0.tqn.com/d/trucks/1/0/U/k/07_avalanche_seatfolded.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="236" src="http://0.tqn.com/d/trucks/1/0/U/k/07_avalanche_seatfolded.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><a href="http://0.tqn.com/d/trucks/1/0/U/k/07_avalanche_seatfolded.jpg">Source</a></td></tr>
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<tr><td style="text-align: center;"><a href="http://image.sporttruck.com/f/8947196/0611st_06_z+2007_chevy_avalanche+midgate_down.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="240" src="http://image.sporttruck.com/f/8947196/0611st_06_z+2007_chevy_avalanche+midgate_down.jpg" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;"><a href="http://image.sporttruck.com/f/8947196/0611st_06_z+2007_chevy_avalanche+midgate_down.jpg">Source</a></td></tr>
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Additionally, there's the "saddle bags," locking, water-tight storage pockets located on the back of the truck between the sheet-metal and the inside of the bed. Road flares, gloves, jumper cables? Throw them in the saddle bags and they'll never get in the way of cab or bed use again. Proof of brilliance? In 2009, Dodge coined the "Ram Box," an exact replica of the saddle bags, <b>8 years</b> after Chevrolet included it in the original Avalanche.<br />
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<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; margin-right: 1em; text-align: left;"><tbody>
<tr><td style="text-align: center;"><a href="http://image.sporttruck.com/f/8947208+w750+st0/0611st_07_z+2007_chevy_avalanche+bed_compartment.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" height="300" src="http://image.sporttruck.com/f/8947208+w750+st0/0611st_07_z+2007_chevy_avalanche+bed_compartment.jpg" width="400" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">The Avalanche's saddle bag - <a href="http://image.sporttruck.com/f/8947208+w750+st0/0611st_07_z+2007_chevy_avalanche+bed_compartment.jpg">Source</a></td></tr>
</tbody></table>
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<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: right; margin-left: 1em; text-align: right;"><tbody>
<tr><td style="text-align: center;"><a href="http://0.tqn.com/d/dallas/1/0/a/3/-/-/DodgeRamBox.JPG" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: auto; margin-right: auto;"><img border="0" height="240" src="http://0.tqn.com/d/dallas/1/0/a/3/-/-/DodgeRamBox.JPG" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">Dodge's copycat "Ram Box" - <a href="http://0.tqn.com/d/dallas/1/0/a/3/-/-/DodgeRamBox.JPG">Source</a></td></tr>
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Now the fun part: engines. Think of the Avalanche's 5.3L V8 (295 HP / 330 lb-ft.) as a local power station: it supplies a lot of power - enough for the town (the driver's use of the truck) - but nothing more. Acceleration is adequate and passing power is, well, passable. If you really need to get by somebody I'd recommend using the Tow/Haul mode which drops the transmission down into a lower gear and then holds it all the way to red line, all while making absolutely glorious sounds. In this application, the biggest redeeming quality about the Chevy small block is the exhaust note. The classic engine, custom pipes and Magnaflow muffler make for a sound that will shake your insides. Close your eyes and listen to the exhaust clip below, what's that sound? A Corvette? A Camaro? A Firebird, GTO, G8? Nope, not even close. That's the Avalanche, and it freakin' roars. Watch the video below for evidence.</div>
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<iframe allowfullscreen='allowfullscreen' webkitallowfullscreen='webkitallowfullscreen' mozallowfullscreen='mozallowfullscreen' width='320' height='266' src='https://www.youtube.com/embed/zG0VyQTz-DA?feature=player_embedded' frameborder='0'></iframe></div>
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(Turn your speakers waaaay up or put in some good headphones. Seriously.)</div>
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<span style="font-size: xx-small;">[No, I don't know if it will pass emissions next year.</span>]</div>
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And then there's the Silverado HD's 6.6L Duramax diesel nuclear power plant. 660 lb.-ft. of torque motivate the truck well enough to scare those who aren't accustomed to hard acceleration in something tipping the scales at 7,000+ pounds, and with only an aftermarket intake, the best word to describe the heavyweight's acceleration is "violent." Once a tuner and proper free-flowing exhaust are added the truck should easily keep up with hot hatches and rental V6 Mustangs from a dig. Call it the most terrifying and unexpected of sleepers.<br />
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<a href="http://i112.photobucket.com/albums/n169/roody25/Avalanche%20vs%20Silverado/DSC_0279.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><br /></a></div>
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Towing a 3,000-pound trailer, the Avalanche struggles slightly...compared to the 2500HD. It barely breaks a sweat pulling at 65 MPH, but 3rd gear is used more frequently than you'd like (say hello to exhaust drone). Remember that old 4L60E transmission? Two more gears surely would help. Hell, even one more would help, as the 4-speed tranny is outdated and borderline inadequate. The Silverado? It tows as if nothing's there. I've had friends tell me, literally, "it's like there's no trailer and no load...diesel is awesome." Combined with the 6-speed Allison transmission, this truck is the perfect tow rig. A trailer helps to weigh the rear end down just enough to make the ride a little more compliant, and the engine will do anything you want it to. Give a non-diesel driver one quick stint behind the wheel and they're an instant convert.<br />
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<a href="http://i112.photobucket.com/albums/n169/roody25/Avalanche%20vs%20Silverado/IMG-20111022-00099.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="432" src="http://i112.photobucket.com/albums/n169/roody25/Avalanche%20vs%20Silverado/IMG-20111022-00099.jpg" width="640" /></a></div>
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<a href="http://i112.photobucket.com/albums/n169/roody25/Avalanche%20vs%20Silverado/DSC_0308.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="400" src="http://i112.photobucket.com/albums/n169/roody25/Avalanche%20vs%20Silverado/DSC_0308.jpg" width="187" /></a>The power that the diesel provides is other-worldly compared to the conventional gas engine in the Avalanche. At any speed, in any gear, put your foot down - wait for it, wait for it, (tranny downshifts), wait for it (spooling!), then - <i><b>holygodballs</b></i>, what is this thing?! Windows down, the noises coming out from under the hood are like aural crack, and since you're used to acceleration like this coming from a vehicle that sits what seems like 50' closer to the ground and weighing about half as much, it's an absolutely polarizing experience. Stepping hard on the hammer pedal to drop down a few gears and hear the spooling of the 61mm turbo, the whoosh of air, and then feeling the acceleration that shakes the truck as it tries to force the Earth into reverse orbit beneath itself - it's addicting, and something you would never expect from a truck whose reason for existence is towing and hauling.<br />
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Complain all you want about diesel fuel being hard to find but the power advantages and tuneability of the engine make it completely worth the sacrifice. Hell, towing a trailer and not having to downshift on even the steepest of highway hills makes the initial cost versus a gas engine seem worth it. There's reasons why diesels have such a massive fan-base, and the Duramax makes it easy to understand.<br />
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The extra power not only makes the 2500HD more fun but a little safer as well. Coming down an entrance ramp and need to make a fast pass around that 18-wheeler that's about to block your lane? Not a problem, step on the gas and it's done. Climbing a rough hill with a trailer to get to the parking lot at an ATV trail? The transmission and ability to select gears are more than up for the job. I wouldn't call the Avalanche unsafe, but the diesel's power and torque give you the mindset that you can literally overpower any challenge, be it a slow-moving vehicle in the left lane or a hill that would put lesser trucks' thermometers in the red zone.<br />
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However, ride quality is a completely different game. Bumps, potholes, and rough roads are the Silverado's worst nightmare. Seriously, avoid broken roads at all costs. Yet this is the Northeast, and driving on poorly maintained pavement is a fact of life. The ride quality (or lack thereof) has to be expected though considering the Silverado's leaf springs out back, stiff front suspension and the overall mass it carries around. The Avalanche, on the other hand, does fairly well in daily driving (as it should; remember, it's a Suburban under the skin).<br />
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<a href="http://i112.photobucket.com/albums/n169/roody25/Avalanche%20vs%20Silverado/P7060024edit.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="http://i112.photobucket.com/albums/n169/roody25/Avalanche%20vs%20Silverado/P7060024edit.jpg" width="640" /></a></div>
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Another difference is the four-wheel-drive systems in each truck. The Silverado uses a knob to switch from 2WD to 4WD to 4WD Low that is located on the right side of the steering wheel, where it is easy to find and equally easy to use. The Avalanche offers one more option, 4WD Auto, which enables the truck to use an all-wheel-drive style system to sense slip and engage 4WD on its own. To be honest, I have never used this feature in four years of ownership, but it's a good to have if a less experienced/confident driver was to be behind the wheel in less-than-sure road conditions. Unlike the Silverado, the Avalanche uses buttons to the left of the steering wheel for selection of how many corners put power to the ground, and this setup works just fine but is a little less logical in an ergonomic sense.<br />
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On a day-to-day basis, the Avalanche is definitely the easier of the two live with. The 19" difference in length, the turning radius, the greater availability of regular unleaded fuel, and the general driving characteristics make it the clear choice if you don't need a Heavy Duty pickup daily. Gas mileage is a wash because while the 2500HD can go further on a gallon, its liquid propulsion costs more and thus they're just about even in terms of cost-per-mile. A note on visibility: you can see <i>everything</i> looking out of the Silverado, but the Avalanche's rear <strike>visibility</strike> massive blind spots can cause trouble merging, parking, and maneuvering. Still, it's not bad enough to drastically affect everyday driving.<br />
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So all things considered, let's call the Silverado a sledgehammer; it's strong and extremely useful in splitting wood or breaking heavy objects - but pushing it outside of its element is asking a little too much. The Avalanche is more of a Swiss Army Knife, a tool good at a wide variety of things but not spectacular at anything in particular. What it does do best is combine the utility of a large selection of tools and applications into one just-the-right-size package. Let's see a sledgehammer break out its screwdriver or file attachment, or the Swiss Army Knife split wood. But hang on a second, this wasn't about picking the better truck but exploring how different two full-size Americans pickups built by the same manufacturer can be. Pointless? Sort of. But then again, so is having a workshop filled with only one tool. Chevrolet did one hell of a job differentiating two of their full-size pickups, and I can honestly say the engineers did a commendable job overall of allowing these two trucks to exist and be sold under the same brand name with enough of a difference between them for each to make a compelling point for itself. Well done, Chevy - you successfully filled your stable with two different breeds of the same species, and made them both worthy of ownership.<br />
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But the end of the day, which truck would <i>I</i> want to own? The packaging of the Avalanche is near perfect: a plethora of utility, a relatively conservative size, and a look all its own. It was the pickup/SUV love-child that literally came out of nowhere, but one that Chevy executed damn-near flawlessly. Yet there's just that "something" missing, something the Silverado has, that the Avalanche cannot compete with; that "something" takes form in the 6.6L Duramax turbo-diesel engine. This alone is reason enough to love the Silverado; call it the sole advantage over the Avalanche (all of its added benefits - towing, hauling, etc. - are in some way related to it), but it's <i>that good</i>. Going from driving the Silverado to driving the Avalanche is a disappointment whenever you have to accelerate, especially with the sound of a Corvette echoing throughout cabin and the truck just not having enough bite to back up its bark. Deciding which to own is nearly impossible; it's like deciding to marry a girl who is stunningly beautiful with a decent personality or one that has a perfect personality and isn't all that exciting to look at. The Silverado definitely isn't the beauty queen but it sure has a hell of a personality; if I were to buy a new truck, this is the one I'd want to come home to every day.<br />
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Bottom line: what I've discovered through years of having an Avalanche and a Silverado in the same household is that it is very possible for a company to offer multiple trucks without having them step on each others' toes. The Avalanche and Silverado exist for entirely different reasons and both do their respective job incredibly. Unfortunately, 2013 is the end of the production run for the Avalanche as lack of demand will be sending it to the great car crusher in the sky, but the Silverado will soldier on for another generation. Long live the Chevy truck, whatever form it takes.<br />
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So for everyone else, as expected, it comes down to needs and wants. Need a truck bed but don't want a monstrous full-size Heavy Duty pickup? Buy an Avalanche and walk away happy with its SUV-like ride, easy-to-use utility and storage capabilities. Want power? Buy the diesel Silverado. Need a truck that can tow and haul with the best of them? Obviously that's not what the Avalanche was designed for, but if you're a weekend warrior towing a light ATV trailer and need a bed to throw muddy gear in, the Avy is right for you. If you need more of a "truck" though, go buy a Silverado, install an aftermarket intake, performance chip and exhaust and bask in the glory of the Duramax. Accept its shortcomings, learn to tolerate its ride quality, pretend the interior is nicer and go surprise a Mustang at a stop light. End of story.<br />
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But what about in a perfect world? A utopia where the best of everything can come together to make the world's best pickup truck, with the backbone of an Avalanche and the heart of a Duramax Silverado? This, my friends, would be truck heaven. Power, comfort, and utility, all packaged in one controversially-styled yet totally badass looking truck that's a hoot to drive and a true work companion when it's needed. Absolute perfection in the truck world. Thank god for the aftermarket and for shops willing to do engine transplants, otherwise a combination this good would only exist in truck lovers' imaginations. Hypothetically speaking, what would I do with the Avalanche if the engine were to die long before the truck itself, replace it with another small-block Chevy motor? That would be like giving Superman a human's heart after it stops pumping blood. There's just something about the sound of that turbo spooling that I can't stop dreaming about...now <i>that</i> would be the sole tool to replace all of the inferior tools wasting space in my toolshed.<br />
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- Ross B.<br />
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<i>Feel free to e-mail with comments, questions and/or suggestions!</i><br />
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<b>2005 Chevrolet Avalanche Z71 4x4</b><br />
Daystar leveling kit, HD roof lights, Airaid intake, custom exhaust pipes w/Magnaflow muffler, 285/70-R17 Goodyear Wrangler Duratrac tires, pre-runner style light bar w/Hella lights, black bowtie, CB & antenna, amber running lights, front lip removed, bumper-mounted reverse lights<br />
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<b>2007 Chevrolet Silverado 2500HD 4x4 LT w/Duramax diesel</b><br />
Banks intake w/"Super Scoop," Hummer H2 wheels, 295/70-R17 Nitto Terra Grappler tires<br />
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Credit for all un-sourced photos: Ross & Spencer B.Rosshttp://www.blogger.com/profile/05456577652498094462noreply@blogger.com13