Owning an old project car isn't for someone who isn't willing to get their hands dirty. Really dirty in some cases. The front washer pump quit while my better half had the car out and about. My first thought was oh, it ran out of fluid, so I topped it off. So I had to replace the pump on a full tank of washer fluid. $40 and several shop towels later, we have sprayers again . . . #subaru #subaruoutback #outback #diy #diyprojects #projectcar #builtnotbought #pnwsubies #subie #subiegang #subieflow #subielove #subielife #awd #cars #drivefreeordie #eatsleepsubaru #subaruambassador
Hell yeah! After battling it out with customs, trying to locate it, and having to jump start the car. We prevailed and got the r33 skyline and we are on our way back. #r33skyline #r33skylinegts #r33sedan #jdm #jdmcars #jdmculture #jdmlifestyle #jdmlife #drivetastefully #drivefreeordie #godriveit #ctcars
While the Porsche 911 is among the longest running sports car models in the world, the role of “Junior Porsche” has been filled by a wide variety of cars over the decades. Originally, this space was occupied by a 4-cylinder version of the 911 called the 912, but Porsche soon had a rethink and decided that a purpose-built entry level model was the way to go. Luckily, Porsche was tied to VW, who had more than a little bit of experience with entry-level cars, and the two companies collaborated on designing and building the new model, the 914. Launched for the 1970 model year, the 914 was offered exclusively as a mid-engined, RWD 2-seat targa, with a slightly unusual flat shape that was closer to being front/rear symmetrical than virtually any other car. All models were air cooled, with the initial plan calling for a 4-cylinder variant sold as a VW and a 6-cylinder variant sold as a Porsche. However, corporate politics and fears of sullying the Porsche brand meant that in the end, no VW badges would ever find their way onto the 914, even though some in Europe were sold through VW dealers. The 2.0 flat six option was eventually dropped due to its encroaching on the performance and price of the 911, being replaced by a 4-cylinder of equal displacement. Neither of those motors are in this car. The 1974 914 seen here is a later example of a base model, and features a 1.8 liter fuel injected version of VW’s Type 4 flat-four engine making all of 76hp in U.S. emissions spec. Even though it weighed just a ton, a power to weight ratio of…well, 76hp/ton is not good. 0-60 estimates were between 11-13 seconds, with a top speed of 108mph. Rather, it was the matter of cornering where the 914 excels. Porsche know how to make just about anything corner well -see their recent efforts with 2.5 ton SUVs- so give them an ultralight car with the engine in the middle and they’ll give you a remarkably tossable experience in return. Not only was the base 914 fun to zip around in, but it was frugal on fuel and, thanks to trunk space both front and rear, reasonably practical. Though once derided as the VW-derived “Poor Man’s Porsche”, the 914 has since become desirable and even collectible.
PXLCRS socks 👀 coming soon. #carguys #carmemes #carguysbelike #carguystuff #carlovers #carloversclub #drivefreeordie #cargram #instacar #pixelart #pixelartsociety #automotivegramm #automotivedaily #automotiveart #customsocks
@iap_awards #iap_film . . . #goodwoodrevival @goodwoodrevival #goodwoodstyle . . . . . . . . . . . . . #classiccarsdaily #classiccaroftheday #classicdriver #petrolicious #getoutanddrive #drivevintage #drivefreeordie #drivetribe #lemans #gphistorique #classicracecar #historicracing #goodwood #olympus #olympusom #olympusom4 #filmisnotdead #staybrokeshootfilm #shootfilmnotmegapixels #believeinfilm #camerazen #shootfilm #slimaarons #ladolcevita
Citroen C3 Aircross meramaikan persaingan SUV 7-seater di Indonesia. Mobil ini menggunakan mesin 1.2 liter turbo, bagaimana klaim pabrikan soal konsumsi BBM-nya? Dalam informasi yang disampaikan saat peluncuran Citroen C3 Aircross di kawasan Pantai Indah Kapuk (PIK), pabrikan mengklaim konsumsi BBM-nya bisa mencapai 17,5 km per liter. CEO PT Indomobil National Distributor Tan Kim Piauw menjelaskan Citroen C3 Aircross sudah mengadopsi standar Euro5, namun tetap aman menenggak bensin dengan kadar oktan 92. "Sejauh ini kita udah tes dengan octan 95 lalu 92 semuanya sampai hari ini semua berjalan bagus tidak ada kendala," kata dia. Mengenai dapur pacu, Citroen C3 Aircross dijejali bensin 1.199 cc turbo tiga silinder. Di atas kertas, mobil ini mampu memuntahkan tenaga 110 PS 5.500 rpm dan torsi maksimal 205 Nm pada 1.750 rpm. Tenaga tersebut dikawinkan dengan transmisi otomatis 6 percepatan. Sc : Kompas #citroen #renault #porsche #lexus #bentley #vw #skoda #rally #maserati #fiestawrc #california #tesla #wrc #smartcar #rangerover #mitshubishi #lebanon #hummer #chevrolet #drivefreeordie #focusrs #beirut #volvo #suzuki #wec #smart #prilaga #mazda #jeep #thenewsupdate.id
The Centenario is one of several limited-production, special edition Lamborghinis based on the Aventador. Built to celebrate what would have been the founder's 100th birthday, the Centenario is far more than a simple styling exercise. Its extroverted bodywork is designed to maximize downforce, with a bevy of vents, scoops, and diffusers that help keep it sewn to the road at speed. I especially love the collosal rear fins that account for two-thirds of the rear end and are said to be the largest diffusers ever fitted to a road car. Having debuted in 2016, there's plenty of information about the Centenario out there, and I might have even overlooked this car had it not been for the excellent encounter I had with its owner. While admiring a Saleen S7 on the show field, a gentleman and I started going back and forth about how we felt when the car first came out. I eventually asked if he was attending or if had indeed brought a car out to the show, and he motioned in the direction of where 20 or so Lamborghinis were parked. He said, "The blue one down there," to which I responded "The SVJ? That's awesome," after which he quickly & kindly corrected me saying "The Centenario next to it!" After a few seconds of initial surprise, I mentioned that I saw the car that morning at Coral Gables' Cars & Coffee. He enthusiastically started leading me towards his car saying, in the most West Coast surfer accent I've ever heard, "Right on man! Well come check it out, it looks wicked with the doors up!" Only 20 of these cars exist, each with a starting price around $2,000,000. I like to think anyone in a position to obtain such a car has enjoyed some unthinkably exclusive experiences, yet here we were, sharing the exact same excitement over a common passion. The best part was that he seemed just as stoked to be able to drive his car onto a golf course to show it off as we were to see it. That's really what these shows are all about. #MODAMiami #MODAMiami2024 #WeAreCurated #Lamborghini #Lambo #Centenario #LamborghiniCentenario #RagingBull #DriveTastefully #DriveFreeOrDie #CarSpotting #CarCulture
Encuentros cercanos del buen tipo / Joyas escondidas en Bogotá #mk1golfgti #golfgti #hothatch #vwgolfgti #LosRojosAndanMás #volkswagenclassic #drivetastefully #drivefreeordie #drive #neverstopdriving
If you ask an American what cars they associate with the city of Paris, they’ll probably mention the Deux Chevaux or some other vintage Citroen. Europeans, particularly actual Parisians, might list the Smart car or the Peugeot Boxer. Regardless of who you ask, nobody is likely to bring up any large malaise American land yachts. But that didn’t stop the marketing folks at General Motors from dubbing the vehicle you see here as the 1985 Pontiac Parisienne Brougham. The Pontiac Parisienne was originally launched in 1958 as a Canadian market vehicle, essentially a rebadged Chevy Impala. Apparently the thinking was that a French-inspired name would carry more weight in Canada, with “Parisienne” being the way to refer to a female person from Paris. The Parisienne continued on for 25 years and four generations as a model specific to America’s Hat, though it was also available in Australia, New Zealand, and South Africa. But then, in 1982, things started to get a bit weird. Sales of Pontiac’s midsized Le Mans were flagging, so Pontiac “discontinued” the Le Mans, and moved the Bonneville nameplate off of their full-sized flagship for the first time in decades, bestowing it upon the smaller artist-formerly-known-as-Le Mans. That left the full sized flagship slot open, so starting in 1983, Pontiac started bringing the B-Body Parisienne to the States. Powered here by a 5 liter, 165hp V8, the Parisienne was no speed demon. The emphasis was instead placed on luxury - or at least, value luxury. That meant fender skirts, a padded roof, and a weird flowery hood ornament on the outside, and lots of overstuffed crushed velour and vinyl wood on the inside. Pontiac bid adieu to this decidedly not at all French, only kind-of luxury car after the 1986 model year, leaving the midsized, FWD Bonneville as the flagship of Pontiac’s lineup once again. Not until the 2008 launch of the G8 would another full-sized rear drive sedan sit at the top of Pontiac’s lineup.
Nothing like celebrating earth day by picking up another shitbox camaro. Lmao #rattymusclecars #hooptymusclecars #camaro #2ndgencamaro #1977camaro #drivetastefully #drivefreeordie #godriveit #shitboxnation #secondgencamaro
#iap_film #goodwoodrevival @goodwoodrevival #reviveandthrive #DriveTastefully #chevrolet #chevyimpala . . . . . . . . . . . #chevroletimpala #impala #chevymuscle #chevynation #classiccaroftheday #classicdriver #petrolicious #getoutanddrive #drivefreeordie #chevylife #chevygang #impalass #classicracecar #historicracing #goodwood
The Lamborghini Countach holds a special & unique place in modern culture, with an iconic status that extends well outside the niche realm of car enthusiasm. Its radical design has made it the literal poster child for exotic cars, and while it wasn't the first wedge-shaped car to hit the market, it's certainly the one that left the greatest impact. The Countach set the course for Lamborghini, and indeed our ideas & expectations of exotic cars. It's a car that deserves to be recognized, but one that has such a significant impact can be a very difficult act to follow. If the original Countach is the archetype for exotics, how can a reimagination even come close to making the same waves, when we've seen decades of increasingly striking supercar designs since? I love the idea of a manufacturer reimagining its most memorable cars, but attempting to capture the mystique and glamour of the original Countach is an immensely daunting task. Alongside Lamborghini's newest Revuelto, the Countach LPI 800-4 looks restrained & subdued, the antithesis of how anyone would describe the original. However, after being inundated with increasingly striking and overwrought supercar designs, the new Countach is more refreshing than it is reserved. Perhaps the only misstep here is using the Countach's name. A nameplate with so much weight carries many expectations and obligations with it, and while I did like the new Countach's design more upon seeing it in person, I think a car like the Sesto Elemento better represents Lamborghini's cultural impact and serves as an example of their capabilities & boundless ambition to build something truly special. The Countach LPI 800-4 is more tribute band than revival tour, but that's not all bad. There are some excellent tribute acts out there, after all. #MODAMiami #MODAMiami2024 #Lamborghini #Lambo #LamborghiniCountach #CountachLPI800 #LPI8004 #NewCountach #RagingBull #DriveTastefully #DriveFreeOrDie #CarSpotting #CarCulture
"Comp3tition" shirt & poster available through April 22 ➡️ @blipshift or visit www.blipshift.com #straightsix #straight6 #inlinesix #inline6 #germancars #germanpower #performancecars #rwd #twinturbo #trackcar #getoutanddrive #carculture #lovecars #cargram #shirtoftheday #drivefreeordie
For those wishing to dabble in the #vanlife and maybe even dip their toes into “overlanding”, the Mercedes Sprinter 4x4 has become an incredibly popular choice. But what if you’re looking for space and all-terrain capability beyond what a glorified Amazon delivery van can offer? Well in America, your options are limited and will likely involve a very expensive visit to Earthroamer. In much of the rest of the world, however, you needn’t even leave the Mercedes dealership. Instead, you can simply ask them to hook you up with one of these: a Mercedes-Benz Arocs 2033 4x4. In the U.S., the Sprinter and its smaller glue-eating cousin the Metris are the only two commercial vehicles we get wearing the three-pointed star. Everywhere else in the world, Mercedes is equally known as a maker of taxis, buses, and most especially, trucks. On sales since 2013, the Arocs is their heavy vocational truck aimed primarily at the construction sector - if you’re familiar with the Mack Granite, it’s along those same lines. Generally the Arocs would be fitted with a dump bed, a cement mixer, or perhaps a crane. But the possibilities for what to affix to its sturdy frame are quite limitless, and especially in 4x4 configuration, it has proven very popular with expedition travel types. Although I cannot say for certain, this German-plated Arocs appears to have been built out by Krug Expedition, an Austrian company that specializes in turning a basic 4x4 workhorse like the Arocs into a plush, capable, self-sufficient home away from home for those wishing to spend some time off the beaten path. Powering you to these far corners of the globe is one of a selection of Mercedes I6 turbo diesels, ranging from 7.7 liters with 238hp & 737lbs/ft of torque all the way up to a 15.6 liter monster with 625hp and over 2,200lbs/ft of torque. Krug then adds additional off-road kit and fits one of their modular habitation compartments to the back, which appear both luxurious and self-sufficient. The truck pictured here is one of their medium-sized offerings, which can run anywhere from $450k to over $600k, though while the Krug Arocs may be able to circle the globe, it is not available to buy in the States.
Definitely a car you could see Magnus driving. #911 #iamthespeedunter
One of my favorite types of mods is usability mods. These are things that improve the usability of a car. In case of the Outback, the brake pedal cover was worn through and had become slippery, so I had to be conscious about keeping my foot in place at lights. $18 on ebay got me these metal pedal covers that went on in 5 minutes and are super grippy. No more slipping feet . . . #subaru #subaruoutback #outback #diy #diyprojects #projectcar #builtnotbought #pnwsubies #subie #subiegang #subieflow #subielove #subielife #awd #cars #drivefreeordie #eatsleepsubaru #subaruambassador
First shots from @caffeineandfuelcinci this morning
Od doby, co se #audi #a4 #b9 prvně představila, jsem stihl dvakrát změnit web, pro který píšu, ale nikdy jsem se neposadil za její volant. Podařilo se až teď, pro @auto.cz – a musím říct, že to stálo za to čekání. A4 #avant #TDI má své nevýhody a svižného svezení na klikatých okreskách si s ní neužijete, ale to, pro co vznikla – rychlé přesuny po dálnicích a silnicích prvních tříd – zvládá výborně. Nejpříjemnější na ní však je ergonomie z dob, kdy všemu nedominovaly displeje. Snadnost a příjemnost používání auta konstrukčně starého deset let nastavuje zrcadlo všemu, co spoléhá v ovládání na obří centrální displej, a říká, že pokrok jen kvůli pokroku samotnému nemusí být ku prospěchu použitelnosti. Co ještě se mi líbilo a co mi na ní naopak vadilo? Čtěte v testu, link v biu 🙂 @audiczechrep @audiofficial #estate #wagon #diesel #germancar #carsofinstagram #testdrive #roadtest #driving #newcar #volkswagenag #dnestestujem #drivefreeordie
Love a car graveyard. Imagine one full of Studebakers, Nashes, Edsels and Kaisers! ❤️🔥
Many long-established supercar manufacturers have their roots in motorsport, but Lamborghini is sort of an outlier this way. In fact, one could arguably say Lamborghini was founded with an air of contempt for racing. Ferruccio Lamborghini founded his eponymous marque after becoming dissatisfied with the lack of refinement in his own Ferraris which were, at the time, essential road-going race cars. Lamborghini had little interest in motorsport, stating that his cars were built for the road, and that he had no need for racing to promote his products. However, principles & goals change as a company grows & evolves, and Lamborghini's vehicles are simply too striking, too compelling, and too powerful not to engage with the crucible of motorsport. Racing is, after all, an excellent testing environment for exploring & expanding the limits of technology & innovation. Following successful efforts by Japan's Lamborghini Owners' Club, Lamborghini developed their own racing league in 1996 known as Lamborghini Supertrophy. A successful four-year run motivated Lamborghini to further develop the Diablo for GT2 Class racing. The Diablo GT2 features a 6.0L V-12 that would eventually go on to power the road-going Diablo VT 6.0, my favorite of the Raging Bulls, and showed promise for an exciting racing season, however the project was unfortunately scrapped in 1998 when Audi purchased Lamborghini, leaving this as the sole example. Lamborghini charged forward however, evolving their "Supertrophy" series with an updated racing Diablo variant known as the GTR, of which only 30 were built. Lamborghini has since invested heavily in their own factory racing efforts, with a successful racing team in Squadra Corsa, and a lineup of new customer racing cars available directly from the manufacturer. As little as Ferruccio may have cared about racing, I'm sure he wouldn't be too disappointed to see what his efforts and passion have inspired. #MODAMiami #MODAMiami2024 #Lamborghini #Lambo #LamborghiniDiablo #DiabloGTR #DiabloGT2 #LamborghiniDiabloGTR #LamborghiniDiabloGT2 #Radwood #WeAreCurated #RMSothebys #DriveTastefully #DriveFreeOrDie #CarSpotting #CarCulture
Raise your hand if you still haven’t forgiven General Motors for the demise of Saab? I’m expecting it’s a lot of you, but the Swedish car and occasional jet maker wasn’t the only quirky import to die at the hands of the General. There was also Isuzu, onetime seller of some of the funkiest 4x4s on the market as well as the occasional weird compact car. The Japanese automaker didn’t die as clean of a death as Saab did; in fact, they still exist, selling commercial vehicles all around the world. But as for passenger vehicles, the model range currently consists of just two, neither of which are sold in the U.S. Depressingly, given its back catalog of convertible Rodeos and Axioms and Troopers and the utterly insane VehiCROSS, the last Isuzu SUV to be sold here was this: the Ascender. It’s not hard to tell that the Ascender is a GMT360 derivative, the mediocre leading-up-to-bankruptcy GM SUV platform that underpinned the Chevy Trailblazer, Buick Rainier, Olds Bravada, GMC Envoy, and of course the Saab. 9-7x. The Ascender sadly never got the 6.0 liter LS V8 that the Trailblazer and 9-7x did, making do with just the 4.2 I6 or 5.3 V8 options. It did at least get the option of an extended-wheelbase, 7-passenger body like the Envoy and Trailblazer, and if you’ve never seen one of those, they are a truly awkward and ungainly sight to behold, but also a surprisingly practical way for genuine 7-passenger space in something much smaller than a Suburban. This particular Ascender is a SWB 5-passenger model in mid-grade LS trim, sporting the Atlas I6 with 275hp and identical torque. The motor is a good one, but like pretty much every other attribute, it was identical to those in the other GMT360s and therefore did little to coax American buyers into Isuzu dealerships. In fact, the only things that did coax around 17,000 buyers into this lazy slab of badge engineering was starting price below that of the Chevy Trailblazer and a longer factory warranty. Neither was enough, and Isuzu left the U.S. car market in 2009, though their commercial trucks remain available. It may not get the martyr status of Saab or even Pontiac, but it’s safe to say Isuzu deserved better than this.
The coolest part of creating these custom illustrations is discovering all the diverse car enthusiasts out there. ❤️ #carguys #carmemes #carguysbelike #carguystuff #dreamcar #carlovers #carloversclub #drivefreeordie #cargram #instacar #pixelart #pixelartsociety #automotivegramm #automotivedaily #automotiveart
1 of 2693. One of the rare examples of a high performance SUV that is dripping with cool right out of the box. The Pajero Evolution was one of my favourite 4x4s as a kid, and it’s still so cool seeing one in the flesh. #Mitsubishi #Pajero #PajeroEvolution #homologation #Dakar #Rally #Rallycar #StevestonCarsandCoffee #carsandcoffee #carmeet #drivefreeordie #neverstopdriving #savethemanuals #carsofinstagram #carculture #weekendcruise #vancouvercars #canonphotography #canon6D #GarryPoint #Steveston #YVR
Of all the strange, contrived, phoned-in and far-out attempts we’ve covered by American automakers to combat the onslaught of European luxury cars in the 80’s and early 90’s, perhaps none was so bizarre as the 1988 Merkur Scorpio. The Scorpio was Ford’s attempt to give its Lincoln-Mercury dealers a more suave, contemporary, European executive car to try and retain some of the younger customers fleeing their showrooms for the likes of BMW and Audi. In essence, Ford decided that the best way to stop people ditching a Mercury for the Germans was to give them a German Mercury. This was in an era prior to “global” cars, when different regions of the world got very different vehicle lineups from the same parent company. Ford of Europe had, at the time, a large upmarket 5-door liftback family car called the Scorpio/Granada (depending on country) that was built in Cologne, Germany. Ford quickly set about getting the car federalized for the U.S., and in 1988 it joined another Ford of Europe car, the Sierra (rebadged as the XR4Ti) in some 800 Lincoln-Mercury showrooms under the brand name “Merkur”. And yes, Merkur -pronounced Mair-coor- is just the German word for “Mercury”. While in Europe the Scorpio could be had with a smattering of 4 and 6-cylinder gas and diesel engines, the Merkur only came in one flavor: the range-topping 2.9 liter V6. It sent its 144hp to the rear wheels via either a 5-speed manual or a 4-speed automatic, and with the latter, 0-60 would take you over 10 seconds. Once there, however, the Scorpio did actually manage the sort of road manners you might expect from a German car. Unlike virtually every other FoMoCo product at the time, the Scorpio came standard at all 4 corners with ABS, disc brakes, and independent suspension. Interiors were also on par with other period premium cars - you even got some power adjustments for the rear seats. Sadly, most Americans didn’t want to pay up to $70k (inflation adjusted) for a car with a weird name at a Mercury dealer. Ford hoped to sell 15,000 Merkur Scorpios a year. In the end, they sold just over 22,000…but it took nearly 3 years to do so, at which point the fledgling Merkur brand was quickly discontinued.
Na první pohled to možná není vidět, ale #mercedesbenz omladil svou největší dodávku #sprinter . A pozval nás, abychom se s ním svezli na silnicích okolo #Frankfurt nad Mohanem. Novinka je velmi pohodlná jako mikrobus i #furgon , zejména v elektrické verzi #eSprinter naprosto dechberoucí rejd a zrcátka má skoro jako kamion, takže přehled o dění kolem auta je nadmíru dobrý. A je to zadokolka konečně i s elektrickým pohonem, jak má nákladní auto být. Vážně se mi za jejím volantem líbilo. Všechny verze nově mají barevný dotykový centrální displej, který člověk u dodávky přijde jako nadbytečnost jen do chvíle, než mu z nařízení #EU nově povinný #ISA začne pískáním ohlašovat překročení nejvyšší dovolené rychlosti, jejíž platnost skončila před sto metry, ale auto si toho neráčilo všimnout. Bohužel je podobné chování i u nových aut všech značek běžné, a tak mám radost, že @mercedesbenz zvolil geniálně snadný a bezpečný způsob vypnutí tohoto systému. Jaký, se dozvíte na @auto.cz skrz link v biu 🙂 @mercedesbenz_cz @mercedesbenzvans_cz #truck #van #lorry #germancar #carsofinstagram #testdrive #roadtest #driving #workvan #newcar #daimler #dnestestujem #drivefreeordie
Interesting 911 I saw for sale recently in Germany. bb-Auto (Buchmann and Buchmann) 1 of 1. They created bespoke Porsches in the seventies and eighties for discerning clients. Probably best known for the rainbow striped cars they designed. #cardesigndaily #cardesign #cardesigner #cardesignworld #car #cardesigncommunity #cardesignsketch #cardesignpro #sketch #sketching #dailysketch #automotivedesign #automotive #transportation #transportationdesign #render #rendering #photoshop #cardesignsketch #car #sideviewsaturday #carspotting #classiccar #carsofinstagram #vintagecar #drivetastefully #drivefreeordie #automotive #carphotography #porsche #911
Co uděláte, když jste veleúspěšný podnikatel a nesedne vám, čím Land Rover nahradil klasický Defender? Postavíte si vlastního nástupce, samozřejmě. A pak z něj vytvoříte #pickup , protože korba je skvělá věc. Je trochu škoda, že #ineos #quartermaster nejspíš nebude k dostání ve skutečně užitkové verzi, tedy s dvoumístnou kabinou a dlouhou korbou, ale i takhle je docela fajn. Jak vypadají zadní mlhovky (jo, jsou tu párové), se dozvíte na poslední fotce. Ovšem co dalšího jsem zjistil při krátkém svezení a proč se mi líbí jeho systém pohonu všech kol #4wd , si přečtěte na auto.cz 🙂 Link najdete v biu. (Teda pokud jsem to správně nastavil, dělám to prvně.) #awd #4x4 #offroad #truck #grenadier #britishcar #carphotography #carsofinstagram #testdrive #roadtest #driving #dnestestujem #drivefreeordie
Following the tepid reception of the E36 3-Series compact and the C-Class SportCoupe in the United States, German luxury manufacturers became reluctant to sell us their smallest, cheapest offerings, particularly in hatchback form. Eventually, and with much caution, BMW and Mercedes did dip their toes back in the water, offering up different versions of the 1-Series and A-Class to buyers in the good old US of A, though still not in hatch form. Audi, meanwhile, was willing to sell us a little hatchback for a while, but never any smaller than the A3. In virtually the entire rest of the world, Audi sells a subcompact hatchback called the A1, and that’s exactly what we have here: a 2013 Audi A1 1.4 TFSI visiting from Mexico. You’ll be forgiven for thinking that, while cute, it looks a little bit plain. There’s a very good reason for that. When Audi first entered the subcompact space, it was around the turn of the century with the cutting edge A2. Audi threw the whole of their formidable R&D might behind the A2, and the result was a cutting edge car that did everything Audi meant for it to do…except sell. Sales were less than half what Audi had projected (around 176,000), and because of the enormous sums of money they had thrown at engineering and constructing the A2, they lost thousands of dollars on every car they sold. Audi learned their lesson, and whet it came time for a do-over, they leaned much more heavily on the Volkswagen Polo underpinnings. Efforts were still put in to make it more premium, but few risks were taken and money was much more of an object. This example has a 1.4 liter TFSI I4 making, as far as I can work out, 120hp, driving the front wheels through a 7-speed dual clutch automatic transmission. The good news is, the A1 only weight about 1.2 tons, and even without quattro to aid grip levels, it responds reasonably well the being tossed around. The interiors were generally up to snuff as well, at least by subcompact standards. It likely will never attain classic status the way the A2 surely will, but the A1 seemed to be exactly what younger buyers wanted, selling over 1 million units through 2022 even without selling a single car in the U.S.
We are seemingly in the midst of witnessing the demise of electric vehicle startup Fisker. Again. Those who pay any amount of attention to the automotive world will know that the Ocean was not Henrik Fisker’s first go at building an EV. The first attempt, Fisker Automotive, was founded in 2007 and from a legal standpoint is entirely separate from the current Fisker Inc. The sole product of that entity was this, the 2012 Fisker Karma. Henrik Fisker penned such modern classics as the BMW Z8 and Aston Martin V8 Vantage, and his talents are evident in this design as well. The Karma looks almost like a garment draped over its two axles, impossibly low and slinky and even a bit cartoonish. However, once we move past the looks, things get less rosy. The Karma is a series plug in-hybrid, with “series” meaning that while there is a 260hp GM 2.0T 4-cylinder under the hood, it never actually drives the car. Its sole purpose is as a generator to charge the batteries, which run a pair of electric motors at the rear wheels. That means that the Karma’s total power output is only that of the electric motors, and though 403hp is a healthy enough number, the Karma is a deceptively big car with lots of batteries, giving it 5,300lbs of total heft to cart around. 0-60 took 5.9 seconds; brisk but markedly slower then either a gas-powered 2012 Audi A8L (5 sec) or the then brand new Tesla Model S (4.6 sec). EV range was an okay 32 miles, but at least you never had to charge unless you wanted to. Plus, the standard solar panel roof helped run the car’s 12v accessories, reducing load on the drivetrain and giving back an estimated average 4-5 miles a week of range. Inside, the Karma’s styling was as chic and unique as the outside, with reclaimed wood and funky color splits. However, the sleek design and constraints of the powertrain meant that the cabin was laughably tight, and fit and finish was mediocre. All these problems might not have doomed a new boutique carmaker -buyers likely expect some teething problems- but controversies around potential fires and the bankruptcy of its battery supplier proved too much. Fewer than 2,500 Karmas were ever built before the company went under.
Sería un bonito garaje #LosRojosAndanMás #mk1golfgti #golfgti #mk1golf #hothatch #audi80 #audi80avant #audiavant #audi #savethewagons #drivetastefully #drivefreeordie #drive #neverstopdriving
For reasons unknown to me but likely known by some of those more attuned to decisions made in Maranello, the Ferrari F8 Tributo did not receive the customary spicy variant that its last four direct predecessors did. The new 296 has yet to spawn one either, which means that the most recent of Ferrari’s amped up mid-engined V8 models is still this, the 2020 488 Pista Spider. In fairness to the F8, it used the same motor as the 488 Pista, a twin-turbocharged 3.9 liter V8 making 710hp and 568lbs/ft of torque, so perhaps Ferrari simply deemed the basic car spicy enough. As far as the Pista is concerned, that figure represents a 50hp increase over the base 488. The car’s traction management computers were fettled with as well, as was the 7-speed dual clutch transmission, which can change gears in as little as 30 milliseconds. All that is to say that Ferrari somehow managed to shave 10% off the 488 GTB’s already ludicrous 3 second 0-60 time, meaning that the Pista -which keep in mind, drives only the rear tires- can hit 60 from a standstill in 2.7 seconds. What’s perhaps equally impressive is that Ferrari claims to have increased downforce by 20% while reducing weight by 200lbs as compared the GTB. They even claim that the 488 Pista Spider is actually lighter than the Pista coupe, which generally speaking is not how convertibles work, so that news is, as the kids would say, big if true. The Pista also introduced a new feature Ferrari calls “Dynamic Enhancer”, which sounds extraordinarily vague and buzzword-y. Basically, it acts as a supplement to Ferrari’s existing Side Slip Control, which is an electronic management of the limited slip differential that allows for a certain amount of intentional rear traction loss, aka drifting. The “Dynamic Enhancer” adds the brakes into the mix, helping to keep slides as progressive and predictable as possible and thus reducing the chances of your $500k+ Ferrari unexpectedly slamming backwards into a tree at a hundred thousand miles an hour. As Top Gear magazine put it, “It will satisfy a racer and a poser in equal measure”. And since Ferrari’s loyal customers include both, it’s probably wise that they try not to kill the latter.
Driving part of the Mille Miglia route in this old Fiat was a thrill.
Don't kill my groove 🪩 🕺
New one looks good (especially the interior), but the old one still appeals to me somehow... Even though it's hardly my favourite car. #toyota #4runner #roadtrip #overlander #suv #4x4 #Toyota4Runner #TRDPro #Trailhunter #offroad #truckyeah #nevada #arizona #antelopecanyon #sunrise #drivefreeordie #neverstopdriving #canonphotography #Canon6D #carsofinstagram
When Toyota announced that the Land Cruiser would, after a brief hiatus, finally be returning to the U.S., there was much rejoicing. That rejoicing became tinted by confusion for some people when the new truck and its spec were unveiled, revealing a vehicle that was noticeably smaller and less premium than the 200-Series we last got. In fact, it’s only slightly removed from the new 4Runner, sharing most of that truck’s dimensions as well as its top power train. So what happened? To understand this seeming case of “Honey I shrunk the overlander”, it’s critical to note that in most parts of the world, there are two flavors of Land Cruiser available. The first is the bigger, badder, and cushier Land Cruiser Amazon. That’s the one we’re used to, complete with every toy and trimming that tends to be optional in other markets. The second variant is smaller and more utilitarian, though still every inch an all-terrain SUV. That smaller variant is known as the Prado, and like a diabetic whose spouse starts buying them Coke Zero without telling them, Toyota has decided that the Prado rather than the Amazon is what’s best for American customers. Which brings us to today’s subject, a 1997 Toyota Land Cruiser Prado diesel. The Prado was first derived from the J70 Series Land Cruiser, itself meant as a more versatile alternative to the exclusively wagon-style J60. In 1996, this new second generation Prado was launched, further differentiating itself from the “big” Land Cruisers. It was based on, as you might have guessed, the 4Runner. In addition to being noticeably smaller and offering a 2-door variant where the Amazon did not, most engine options were four cylinders with only a single 3.4 gasoline V6 available, in contrast to the bigger line’s 4+ liter I6s. This particular JDM example utilizes a 130hp 3.0 liter turbo diesel I4 mated to full-time 4WD with high and low range. And despite being the “baby” Cruiser, it still offers seating for 7 and nearly 10” of ground clearance. It may not be good for old money virtue signaling, but for those who want a tough, capable 4x4 to do 4x4 things, the Land Cruiser Prado has always been more than Land Cruiser enough.
I work for moment like this … Col de Montgenèvre then col Lebraut with friends @nardone_automotive and @easycey88 #themanualgearboxpreservationsociety #savetheplanetdrivevintage #coldemontgenèvre #porsche911targa #porschemoment #alfaromeogiulia #porscheclassic #drivefreeordie #porsche928 #alfaholicsltd #porsche911 #911carrera #911targa
Good looking ruffian: 79 or 80 Firebird Formula
The Porsche 911 Dakar is a car (da car?) designed to make you feel as though you could race it across Africa. That may or may not be feasible, but realistically, few people will want to risk their $400,000 sports car attempting such a feat. If you really want to take a stab at long-distance rallying, you’d probably be better off opting for something like this 1966 Volvo 122S. The Volvo 120-Series was launched in 1956 as a successor to -but not replacement for- the dated PV544. It was designated the Amazon in its home market, but trademark issues with a German moped manufacturer meant that this name was never officially used outside the Nordic region, even though it remains the most common way these cars are referred to globally. Regardless of name, the new car was a huge leap forward for Volvo in terms of modernity, particularly with the 3-box pontoon design. Initially, the only engine available was a bored out 1.6 liter version of the same 4-cylinder that the PV had, making 60hp. However, 1958 saw the launch of the 122S, a sportier version with a 1.8 liter motor making 85hp. The 122S also gained the options of either a 4-speed manual or 3-speed automatic, while the original base car made do with only the 3-speed manual. The 2-door body style joined the 4-door in 1961. Later cars like this ‘66 were fitted with front disc brakes and were the first cars in the world to feature 3-point seatbelts as standard - they also got a further power bump for a total of 100hp. This engine, in all of its guises, proved quite eager, and the 120 was a far more nimble car than its conservative appearance would suggest. Combined that with the near indestructibility of both the body and drivetrain, and the 120-Series gained immense popularity as both a touring and rally car. A 1966 crash at the Acropolis Rally in Greece killed two mechanics outside the car and saw safety-minded Volvo pull out of rally racing, but private teams continued to campaign their trusty Amazons successfully for many more years after, and still to this day in classic rallying series. The legacy of the Amazon endured on road, track, and beyond, making it one of the most important cars in Volvo’s history.
When warmer weather is *this* close and closing fast... #bmw #bmwclassic #e30 #325i #convertible #e85 #z4 #roadster #vintage #vintagecar #classiccar #topalwaysdown #savethemanuals #tmgps #clutchmuscle #alpinweiss #alpinewhiteclub #goldenhour #springhassprung #drivefreeordie #rightround
McLaren 720S pixel art illustration commissioned by @cals_garage628 😎 #mclaren #720s #mclaren720s #mclarentalk #pixelart #pixelartsociety #v8engine #v8power #twinturbo #getoutanddrive #driverscar #carculture #lovecars #cargram #drivefreeordie
Period correct summer vibes . . . #alfaromeogiuliasprintgta #alfaromeo #lameccanicadelleemozioni #cuoresportivo #alfaromeoracing #alfaromeoboxer #alfasud #classiccarsdaily #classiccaroftheday #classicdriver #petrolicious #getoutanddrive #drivevintage #drivefreeordie #drivetribe #goodwoodstyle #iap_awards #xpro3 #fujifilmxpt @fujifilmxpt #xf35mmf14 #fujimag #fujixweekly #fujixweeky_recipe
If you asked Porsche for their reasons behind launching the 2023 911 Dakar, they’d probably tell you that it’s a tribute to their success in the 1984 and 1986 Paris-Dakar Rallies with the 953 and 959 rally cars. And without a doubt, that is a big part of the reason behind this car’s existence. But it begs the question: why now, when there were no production rally-raid specials of the 911s in the months and years following the wins some 4 decades ago? The answer may seem cynical, but it does bear mentioning. Simply put recent: in years, Porsche watched keenly as their loyal fans forked over All The Money for so-called Safari 911s, a variety with off-road mods inspired by Porsches that ran in the famed Safari Rally in Kenya, and decided they wanted in on the action. Thus, the Dakar was born. It uses the 473hp turbocharged 3 liter flat 6 from the 911 GTS, with power going to all four wheels exclusively via an 8-speed PDK. The suspension has been lifted by just under 2”, though it is adjustable and can be raised for a total of 7.5” at speeds up to 105mph. If you want to hit the car’s full 150mph top speed, you can old rise to the standard 6.3”. Porsche added some rally/off road themed driving modes for maximum homage, rear-wheel steering for that extra bit of control, and a loose surface launch control that allows you to come as near as possible to the pavement-based 3.2 second 0-60 time while simultaneously pretending that the green flag just dropped on the final stage of the WRC Rally New Zealand. You also get a central diff lock, more underbody protection (7.5” still isn’t *that* high, after all), tow hooks, and roof rails that can hold a rooftop tent or whatever other adventure-y kit you’d like Porsche to sell you. Oh, and you can option some fun vintage rally-inspired liveries as well. Despite a base price of $222,000 and prices after options and the obligatory Porsche Dynamic Market Markup (PDMM) hovering around a $400k average, those who are able to get their hands one of the 2,500 Dakars Porsche plans to build should be prepared not to coddle their “investment”, because the 911 Dakar is here to bring the fun of a Porsche 911 to a whole new muddy arena.
Remaining tickets now available at the link in bio! Let’s make this a night to remember!
I’ve mentioned in previous posts that the Chevrolet Suburban is the longest continuously running vehicle model in existence, having been in continuous production since 1935, but did you know that the term “suburban”, much like “spider”, was originally an industry term applied by multiple manufacturers to a certain type of vehicle? That’s right, before the term “SUV” was even a thing, a myriad of automakers used the moniker of “suburban” to denote a station wagon on a truck chassis. In fact, the name continued to be applied to other manufacturers’ vehicles until the late 70’s, with GM not receiving an exclusive trademark on the name until 1988. This particular truck is a 1963 GMC Suburban Carryall, a 5th gen Suburban based on the 1st gen Chevy C/K trucks. The term “Carryall” used to be affixed to the Suburban when in passenger configuration. This was to differentiate the version with back seats and windows, which would look more familiar to us as an SUV today, from the now extinct Panel Van variant, which did away with both rear seats and rear windows in favor of exclusive cargo-carrying capabilities. However, even if you opted for the 3 row, 8 passenger Suburban Carryall, you got only the two front doors. With a choice of I6, V6, or V8 power and 2 or 4 wheel drive as well as the choice of body styles, the Suburban of the time filled a role more similar to the modern Chevy Express than the modern Suburban. Sure, some outdoorsy folks bought them to take the family camping in (or because they and their family actually lived somewhere rugged permanently, which I am told is a thing people do) and yes, GM was actively marketing the Suburban to families at this point, pitching features like independent front suspension, power steering, and optional automatic transmission as lowering the barriers to replacing the Country Squire with something more adventurous. Even so, weekend warriors were still a fledging market for the Suburban at the time, with the primary users still being vocational, municipal, or communal in nature. Plus, 1963 saw the launch of the all-new Jeep Wagoneer, which had an even more appealing feature for families: back doors.
Who'll stop the rain? This umbrella ☔ 😂
Nix verster, Ich Deutscher. #germany🇩🇪 #mercedes #volkswagen #dontgetitrightjustgetitrunning #wrencheveryday #drivefreeordie
The success of the Lexus LS400 -sweeping in from the most unexpected of places and vanquishing the industry’s most formidable foes- was so legendary that it all but blotted out the memory of other cars that were part of the same plot line. The Infiniti Q45 arrived at almost the same time as the LS in late 1989 with broadly the same origin story: a big sedan created by the Japanese to appeal to the tastes of wealthy Americans. So why did the Q45 flounder while the LS400 soared? And did it deserve to? The answer to both lies in the approach Nissan took when developing the Q45. Lexus aimed very plainly to build a traditional luxury barge, but better and with a lower MSRP. The designers even rented a posh home in Laguna Beach to live amongst rich Californians and observe their tastes and tendencies. The Q45s designers took no such approach. They wanted an original creation, one which focused on sports-car like performance combined with a more Japanese approach to luxury. The first attribute was accomplished with an all-new 4.5 liter V8 making 278hp and 292lbs/ft of torque, significantly more grunt than the Lexus. It propelled the deceptively large Q45 to 60 in the low to mid 7s. Handling was of equal importance, with a carefully tuned RWD chassis featuring multi-link independent suspension, a limited slip differential, and optional rear-wheel steering that this 1992 model sadly lacks. The results were predictable, with the Q45 out-driving the LS, as well as most establishment competitors, but failing to offer the same level of cosseting ride. Had that alone been the tradeoff, perhaps more people would have bitten. Sadly, Americans weren’t ready for this alternative take on luxury. Where a prominent grill was expected, the Q45 had no grill at all. Where people expected trimmings of wood and metal to make the cabin more inviting, the Q45’s cockpit was a sea of minimalist functionality (at the end of the day, high-quality plastic is still plastic). The inflation-adjusted $90,000 that Infiniti was asking for the Q45 came with certain expectations, and the Q45 didn’t quite meet them all - not because it fell short, but because it was aiming for a different target.
Fast wagons have never been quite so readily available in America as they are elsewhere in the world, but we’ve certainly had our share over the past 3+ decades, with everyone from Dodge to Porsche taking a swing at this admittedly niche class. But the longest-running fast wagon model here in the U.S., having been with us on and off for nearly two decades, is the much-loved AMG Mercedes E-Class Estate. These examples -one seen in San Francisco and the other in Chicago- are from that very first model year, the 2005 Mercedes-Benz E55 AMG Estate. First, the nerdy Mercedes fanboy stuff. This generation of E-Class wagon ran from 2003-2009 and was known as the S211. Later AMG variants came with a naturally aspirated 6.2 V8, but these early E55s came with the M113K - M113 being a 5.5 liter V8, and “K” or “Kompressor” meaning that it had a big ol’ twin screw supercharger bolted to it. Horsepower was an extremely healthy 469, but that’s not the spec that made the E55 such a monster. No, that honor goes to the torque figure. For some context, the period E60 M5 with its mighty V10 made 384lbs/ft of torque. The recently discontinued C5 RS6 made 415. The E63 AMG, which was this car’s replacement, made 465. And the E55, with its big blower wailing away under the hood, made a positively stupid 516lbs/ft of torque. Not only was the old E55 a torque monster, but the wagon body style put more weight over the back tires, allowing it to hook up more cleanly than the sedan. That meant that when @caranddriver took one to the drag strip, it ripped off a 0-60 time of 4.1 seconds, a few tenths quicker than the sedan. The magazine was also to point out that in a quarter mile showdown, this family affair would hang with a V12 Ferrari 612 Scaglietti that costs roughly 3x as much. All that with seating for up to 7 or, with the back seats flat, 69 cubic feet of cargo room. When you consider all that it offered, the $85k starting price suddenly seems reasonable. But price wasn’t the primary limiting factor for buyers - rarity was. Only 193 E55 AMG wagons were sold in the U.S., meaning statistically, you’re more likely to run across a Porsche 918 Spyder here than a supercharged longroof Benz.