Tag Archives: featured

Remember Daihatsu? Parent company Toyota likely wishes it didn’t. The Japanese automaker, whose vehicles were briefly sold here in the U.S., was found to have altered crash-test data on four of its models since 2022, but an internal investigation revealed falsified test results going back more than 30 years. 

Daihatsu suspended production at its last Japanese factory this week, with company executives appearing to be ready to fall on their swords. CEO Soichiro Okudaira said the company “Betrayed the trust of our customers. All the blame is on the management.” The first issues date back to 1989, but the company’s actions accelerated in 2014.

Among other issues, the automaker found that the doors of some models could become harder to open from the outside after a crash, though no injuries related to the problem have been reported. The automaker had previously admitted to falsifying data for crash tests of two hybrid vehicles and said it had stopped selling them. 

This has been an ongoing saga for Daihatsu and Toyota, and it just keeps getting worse. Even before the shutdown, the company admitted to fiddling with crash tests on almost 90,000 cars sold under the Toyota brand in Malaysia and Thailand. For its part, Toyota said it would step in and conduct a sweeping investigation of the management and company operations. 

Whatever the outcome here, it’s a complete shock that Toyota would let this go on for so long without very publicly stepping in. Yeah, shutting down production is an excellent first step, but it’s at least three whole decades too late. That said, executives taking responsibility is the right thing, and they noted that the company’s culture made it unacceptable to delay a product launch for safety fixes.

Hold up! This won’t be your typical listicle. Because this time, it’s all about my favorite five! Or who knows? They could be yours, too. Each year, at the beginning of December, Hagerty delivers an early Christmas present to the automotive community in the form of the annual Bull Market list. These predictions draw upon the brain trust that helps Hagerty accurately peg collector car valuations, using key statistics that range from insurance quote requests to the age of potential owners and even how many cars leave the country each year—all with the goal of selecting ten vehicles that seem set for a rise in value in the coming 12 months.

A word with Hagerty before we begin…

After perusing the list, I spoke with the Bull Market concept’s progenitor, Hagerty VP of Content Larry Webster, to suss out whether his impressions of the cars matched my own. But first, he cautioned me that nobody should just pick one of the cars at random and expect to make money hand over fist.

“We publish this data just to say we do have a sense that there’s some knowledge and some expertise here,” Webster said. “But you know, this is not to replace your 401(k), it’s just to show how cheap owning and enjoying one of these cars could be. That is the goal, first and foremost, is to really help people feel comfortable about investing a significant amount of money in a classic car.”

In total, Webster estimates that over seven years of Bull Market prophecies, about 90% of cars have earned value since appearing on the lists. But as always, the old investing caveat that past success does not guarantee future performance comes into play. Actually, compiling this new list required a bit more effort than over the past handful of iterations since recent boom times (pandemic-related or not) seem to be nearing an end. 

“It’s definitely a buyer’s market at the end of 2023,” Webster said. “The past few years, taking a guess, you were likely to be right that the car would go up in value, especially as you factor in inflation. So now, the hardest part for us is making sure we have a good cross-section of cars. And that means not only price, but also era.”

For collectors and enthusiasts alike, our five faves may one day spike in value. But at the very least, anyone who decides to take a leap of faith can hope to potentially break even over the course of ownership, maybe with a little luck thrown in for good measure.

This year’s Bull Market list ran the gamut from boomer backup options to oft-maligned 21st-century masterpieces. Here at Acceleramota, our predilections certainly lean towards the latter, so our favorite five cars mostly hailed from the late ‘90s and early 2000s: the Plymouth Prowler, Jaguar XKR, E92 BMW M3, Mitsubishi Pajero Evolution, and Jeep CJ-8 Scrambler. 

(Editor’s note: The added insight and provided photography wouldn’t be possible without the amazing people behind Hagerty. A million thanks to Larry Webster for chattin’ it up with Michael, and a million more to photographers Cameron Neveu and James Lipman. Don’t worry. We promise we’ll never stop driving.)

1997-2002 Plymouth Prowler

Of course, we need to start with the most controversial and unexpected inclusion on the 2024 roster: that unbelievable bit of retro nostalgia known as the Plymouth Prowler (later sold with Chrysler badging, in purest Chrysler fashion). No matter the nomenclature, though, nobody understood the Prowler when it debuted in 1997. Presumably, a bunch of Chrysler engineers came back from a bender with the goal of reviving hot-rod enthusiasm in Detroit, only to pitch the bean counters who then shot down any hopes of real fun.

The resulting parts-bin special lacked a V8 engine, instead using a 3.5-liter V6 paired with a four-speed automatic. Talk about missing the mark within a tiny, open-wheeled, fender-flared wedge body. A matching trailer even came optional from the factory to compensate for the lack of storage space, an indication that a lame powertrain and creature comforts simply couldn’t live up to what must have been a rip-roaring original concept. 

And yet, I recently rode in a Prowler and found myself surprised at the engine’s pep, the transmission’s aggressive shifting, and the overall fun of rolling around at axle height of modern SUVs and pickup trucks. Still, with other retro designs that include the Chevy SSR pickup truck, the PT Cruiser, and the HHR, the Prowler stands out as perhaps the boldest—and it could be argued that the retro craze it typified then helped to revive the Camaro, Mustang, Charger, and Challenger for the current modern muscle car era. Webster thinks Chrysler possibly jumped headlong into the historicity a little prematurely, way back when.

“I kind of wonder if that car was 20 years too early,” he mused, “You’re sort of aiming for this boomer audience that grew up with those hot rods… The idea of substitution is happening where, as the interesting cars go up in value, folks start to look around and say, ‘Hey, I’ve got 30 grand, not 60, what can I get and what’s fun and what’s interesting and what’s really uncommon?’ And the Prowler really fits that list.”

Whether enough Boomers decide to give up on their ‘32 Deuce dreams and buy a Prowler in 2024 seems dubious, personally, given the impressive range of current muscle cars on the market today. Then again, for pure entertainment’s sake, I sure hope to see more of these latter-day hot rods hitting the roads, and maybe Hagerty has provided just the nudge they need.

2000-2005 Jaguar XKR

Around the turn of the millennium, Jaguar also leaned into smooth retro-inspired styling to release the XK8 and its top-spec trim, the high-performance XKR. Both came in coupe and convertible form, helping to stoke a fire under Ford’s ownership that had dimmed into embers thanks to a series of bland touring sedans over the previous decades. The marketing push even included silver screen stardom—sort of, anyway—when Tim Allen drove an XK8 in the 1997 rom-com For Richer or Poorer. But the XKR’s powertrain, for the time, was definitely no joke.

Stepping up to the R added a 2.0-liter Eaton supercharger and dual intercoolers to the XK8’s 32-valve V8, bumping output up to 370 horsepower and 387 lb-ft of torque. Later years also included a step up to 4.2 liters and even a new ZF six-speed automatic. In my mind, the XK8’s clean lines always housed a rat’s nest of treacherous electrical gremlins, but Webster disagreed.

“A lot of people bought ’em and parked them, so they didn’t drive ’em,” he said, to the surprise of nobody. “And that was almost over a decade after Ford bought Jaguar, so I know there’s still a lot of jokes, and maybe that XKR is not as reliable as an Accord, but that Jaguar is just a lot of car for the money. You get a powerful, stylish, very comfortable convertible with a top that works. And the coupes are gorgeous.”

Having never even sat in an XK8 or XKR, I wondered whether Jaguar’s boat-like driving dynamics carried over to the new era under Ford. Hagerty’s team each year drives all the Bull Market cars, so I figured Webster might know first-hand. Sure enough.

“The XKR versions are surprisingly sporty,” he explained. “I know what you mean. Just a regular XK was exactly like you’re talking about. But when you went to the R version, they’re crisp, very responsive, and very capable sports cars that nobody thinks of in that way.”

At around $20,000 or so, Jag’s combination of design and power sounds moderately respectable, even if a curb weight of 3,700 pounds makes me doubt any true canyon carving capabilities. But with zero personal knowledge backing up that impression, I can only hope that this Bull Market entry can fly under the radar enough to help the potential purchase price stay low enough for the right buyer.

2008-2013 BMW M3

Probably the least surprising car on the 2024 Bull Market list also sits at the top of the performance spectrum: BMW’s E9X-generation M3. On second thought, though, the fact that anyone might have called the E92 M3 something of a sleeper seems doubly surprising. Doesn’t everyone already know about this car?

For enthusiasts in general and BMW fans in particular, this M3 stands apart from the pack as the only generation with a V8 engine, which received individual throttle bodies helping produce a screaming redline of 8,400 RPM. Sure, the curb weights started creeping up once BMW ditched the naturally aspirated inline-sixes of the E36 and E46 generations—and, critically, before turbochargers entered the conversation—but at least in coupe form, an E92 still weighed between 3,500 and 3,600 pounds.

That high-flying 4.0-liter S65 V8 also put down 414 horsepower. Don’t forget a six-speed stick shift. And, again, talking in strictly coupe form, it is quite possibly the last clean profile in BMW’s illustrious, then incomprehensible design history. But again, everyone knows all this, right?

“I did hear someone say we may have been maybe a year or two late on that E92,” Webster admitted. “A lot of what the Bull Market does, especially with newer cars, it just tracks when the depreciation curve bottoms out.”

High-mileage E9X M3s have long hovered above $30,000. And Hagerty believes excellent condition cars already sit higher than $40,000. I find an M3 trading hands for the same money as a 996 Porsche 911 Turbo completely insane, so the prospect of serious appreciation and profits here seems minimal—but for a driver’s car with the rod bearing job already done, maybe anyone who buys an E92 M3 can manage to at least avoid dropping too much cash throughout their ownership since it will inevitably drip coolant all over the driveway on a regular basis.

1997-1999 Mitsubishi Pajero Evolution

This year’s Bull Market list included one car never sold in America originally, something that Webster and his team typically try to avoid when possible. But nobody can resist the infection that already plagued me years ago, and it’s at this point that I must admit I already own a Mitsubishi Pajero Evolution. So, take everything from here on with a grain of salt, even as I attempt to do my utmost journalistic responsibility and present the greatest car ever made in a fair and balanced light.

The PajEvo, as those of us in the know call it, is obviously the star of the show. It’s also likely the second-rarest on this list, other than the Lamborghini Countach 25th Anniversary, with a total production run estimated at only around 2,500 units. And the Mitsu’s fender flares entirely outshine the Lambo’s since only one of the two cars can claim legit rally provenance as a true homologation special. Webster’s main reason to perhaps slash the Pajero Evolution from this year’s list came down to availability. 

“Last year, the valuation team had this Nissan Pulsar,” he revealed, “A JDM, really cool hot hatch. And I rejected it because I said, ‘Look, people have to be able to buy these things. If there’s five of ’em in the country, of course, they’re going to be worth more.’ And then when this one came up, I gave ’em the same argument, was very against it. But they convinced me that there were enough around that there actually is a market. You could buy one.”

Knowing a fellow Montero owner on the valuation team, I assured Webster of the relative availability. There’s even a nice one for sale in Downtown LA right now! In fact, once past the 25-year rule, a wave of PajEvos immediately hit auction sites and online listings, so my cohorts and I believe about 60-70 examples have already landed, with more on the way. But values definitely peaked early, then hit a bit of a trough—from which I keep waiting for this Evo to climb out.

As the winningest Paris-Dakar Rally car of all time, with hilarious Batman-meets-Gundam angles, a 3.5-liter MIVEC V6 engine with port injection tuned to “276 horsepower” during the Gentleman’s Agreement years, and a wheelbase about as short as an Escort Cosworth, this Pajero leaves all kinds of third-world truckiness behind. It’s fast! It’s a billy goat off-road! And it’s comfortable, with unique Recaro seats, too.

Of course, finding the boatload of parts unique to the Evo presents a challenge, and I do worry about ripping around on dirt trails—not enough to stop me, though. My main fear driving the PajEvo? That value will climb enough that I simply have to cash in and lock in my potential profits. So yeah, thanks, Hagerty.

1981-1986 Jeep CJ-8 Scrambler

For the most knowledgeable JDM collectors who do covet a Pajero Evolution and who have the money to buy a pristine example, any real off-roading will probably never take place. But anyone who wants a classic 4×4 to wheel with confidence can take a look at another of this year’s Bull Market inclusions, the Jeep CJ-8 Scrambler. Something of a predecessor to the modern Jeep Gladiator pickup, the Scrambler similarly tacked a small truck bed onto the back to mix off-road capability with work duties and daily utility. 

The Scrambler can easily match or eclipse the quintessential Americana of two other classic Detroit icons on Hagerty’s list, the Chevy Impala SS or Chrysler Town & Country (not the boxy minivan, though, which I’d love to see make an appearance someday). Surely, the pandemic-inspired off-roading boom helped Hagerty pick this Jeep, right?

“We’re just seeing so much more interest in vintage SUVs,” Webster said. “And you know, the funny thing is, you could count on your hand the number of off-roading vehicles built in the seventies and eighties. Scouts, CJs, Broncos, the early Blazers, and you’re done.”

Scouts and Broncos have already hit the moon, with the K5 Blazer well past low Earth orbit, too. But then I mentioned that I’m currently shopping for a Mitsubishi Mighty Max to haul around motorcycles—yes, I am aware that nobody can help me—and maybe a Scrambler might be a  perfect option, too. Webster laughed.

“You’re too young for this, but that truck had a really cool ad campaign, which I think does a lot for its value later on,” he recalled. “They had the Jeep Scrambler, the pickup version, with a couple of dirt bikes in the back, and that was the photo in their print ads. So my generation gets to that age where they have some disposable income, they’re going to look for something like that.”

In comparison to the Pajero Evo, finding parts and registering a Scrambler both sound much more reasonable. And much lower values currently for funky examples make a project truck turn into an overlander, a whole different can of worms, too. But if a Gladiator sounds too passé, maybe a CJ-8 Scrambler can more squarely nail the combination of classic style, four-wheeling fun, and daily driver, all with the hopes that dropping a chunk of change into a Jeep pickup won’t result in the same kind of immediate depreciation as buying a new truck. And that’s the whole point of Hagerty’s Bull Market list, after all. So jump in headlong while you can.

General Motors made the controversial decision to stop offering Apple CarPlay and Android Auto in new EVs, but it might be second-guessing that call now. Just as the first 2024 Chevrolet Blazer EVs started hitting the streets, well-documented troubles with the SUV’s software have led the automaker to issue a stop-sale while it develops a fix.

Chevy announced the stop-sale last Friday, with the automaker’s VP of global quality, Scott Bell, telling Automotive News, “We’re aware that a limited number of our customers have experienced software-related quality issues with their Blazer EV. Customer satisfaction is our priority, and as such, we will take a brief pause on new deliveries.”

Blazer EV owners will be contacted and can get a software update from a dealer to fix the problem. The problems first came to light through two publications’ experiences with the SUV, in which a journalist was stranded at a rural charging station. Edmunds published its account of long-term testing of the EV, noting that it had 23 problems with the vehicle. It said the Blazer EV had “the single longest list of major faults we at Edmunds have ever seen on a new car.”

GM’s decision to cut the massively popular phone interfaces was surprising but not entirely unexpected. Automakers have been salivating over the opportunity to charge subscription fees and generate revenue from in-vehicle technology interfaces, and its move to an in-house system would give it more control over that process. It will be interesting to see if GM sticks to its plan, however, as a vast number – 80% by Apple’s account – of new car buyers demand the features. Turning off buyers to generate a few dollars from a heated seat subscription seems like the wrong call, but here we are. 

The traditional auto mag as we know it is slowly fading. Not out of existence but rather evolving to take on a new cultural landscape. Social media and video dominate, leaving room for written works to be more personal and experiential, almost like diaries of one’s trials and triumphs like some of the best publications have done and still do. It’s their way of further humanizing themselves in a sea of content farms and cookie-cutter formulas. Well, it’s time to get in on that action. Enter Saturday Morning Car Tune, your peek into the Acceleramota crew’s automotive exploits.

Come take a gander as we bring our passion away from the keyboard and into real-world experiences. In the garage or on the street. On the road or at the track. From how-to’s, track days, road trips, garage builds, car purchases, and more. Even if it’s a “bad” story, like perhaps a tale of a colossal screw-up we’ve had overcooking a corner on track or losing every 10-mil in our garage to The Great Void, it’s still a story worth telling.

Check in every so often to see me adapt to living with a track-built Subaru BRZ as my one and only car and if it’s still competent enough to conquer daily life (or just wait for me to tear the splitter off on a curb). Or read about Peter Nelson nursing an old B5 S4 back to life while taking to the race tracks to prove it’s the E82 BMW 128i that is made in God’s image, as previously documented at The Drive. Maybe Michael Van Runkle has some words to say about his colorful garage history dotted in Porsches and Monteros, or perhaps Nathan Meyer can walk you through the deets of South African car culture from his home in Port Elizabeth. I’m sure the cult of big turbo Volkswagen Rabbits down there have their own stories to tell.

Or, if you enjoy masochism, I’m sure our supreme ruler, Gabe Carey, has some colorful words to say about the wonderful world of Alfa Romeo ownership and his Guilia Quadrifoglio that just refuses to die. Perpetuating the stereotypes there, aren’t we, boss?

Kidding. Don’t shitcan me, please.

And who knows? We’ll likely spin this off into a social media-friendly video series as well, which you would most definitely see on our Instagram and TikTok. We’ll get there. Psst, give us a follow on there. Will ‘ya?

Think of this new corner of our site as a way to take a small step away from the SEO and the industry news, instead taking a day to focus on ourselves and what makes us who we are as members of the car community, dedicated to our hobby and bound by passion. It’s our contribution to the internet to show that we’re not mere content drones and that we’re real, real enthusiasts and real people with real experiences, and we can’t wait for you to tune in to read all about it.

Hey, uh. So remember that news bite I did a little while ago about Idaho doing this sort of thing? Well, Kentucky is on it now too. As reported by MSN and making waves throughout the Mustang community, Kentucky State Troopers have been spied with a brand new toy in the form of a 2024 Ford Mustang GT. Such a move comes not long after the car’s arrival at dealerships just earlier this year, with Idaho State Troopers spotted rocking a similar interceptor in their black-and-white police livery.

The car has been spied rocking Kentucky’s own gray-and-blue livery but with no visible exterior lightbar or bullbar. However, there are hidden lightbars behind the front and rear windshields. Other than its livery, it looks mostly stock. Which isn’t a bad thing, given the current S650 Mustang GT’s healthy 480-horsepower output, six-piston Brembos, and revised chassis. While available pics are scarce, the Mustang also seems to be lacking any sort of interior hardware for mounting radios, guns, or computers, or perhaps that’s to come at a later date.

Cough, no one tell them about the Steeda packages they can get, cough.

Street racers and takeover lame-O’s, beware, as it seems state law enforcement is preparing to fight fire with fire. Or just toy around with excess taxpayer money. It’s clear that law enforcement agencies across the country have a keen interest in fast, agile pony cars, which would make for great publicity tools and highway interceptors on these states’ vast expanses of asphalt. The adoption of such vehicles continues to harken back to the days of the Mustang SSP police car, which was adopted by agencies all across the country in the days of the Fox Body ‘Stang, from California to Florida. And while this is no official Ford police car, it’s still a kickass treat nonetheless and even potentially a threat to would-be road delinquents.

When gift buying for a Formula 1 fan, it’s important to consider a few things. Teams, drivers, tracks, champions, there’s a lot to take into consideration. If you’ve perused this space enough, you know the same designs and dropshipping tactics that pop up all over the internet. As someone with lots of F1 merch, I think I am uniquely qualified to make this list. This is especially true when I see roundups that include nothing but the most generic items I’ve ever seen. Seeing the same three Etsy stores is disheartening. We can do better. Let me guide you.

Oh! Also see these F1-centric, non-holiday-specific gift guides:

• Best F1 literature
• Best F1 coffee table books

1) Clothing

Two companies stand out for me in this space that I rarely see at races or at least haven’t seen in North America. However, Furious Motorsport‘s jerseys have a chokehold on the entirety of F1 TikTok. This is probably while you see a million of them at races. Hard not to when everyone and their mom is pitching a discount code. I do genuinely like what they make for their good quality. I wear my Danny Ricc one quite often. It’s just predictable.

It’s no secret I love my Finns, and Kimi will always be my number one. A cherished shirt in my collection is from Heritage Racing. It is, in fact, their Räikkönen tribute tee. I like this company because the tees are soft, wear/wash well, and you just don’t see them in the wild. I also like that all of their Icon collections hit a wide range of racing, so it’s not just for F1 fans. I’m grabbing one of their Rally shirts soon.

Another company to spotlight is Stint Apparel. It’s a small business with a female designer. I get so many compliments when I wear my Fernando Alonso gear out. And even after a million washes and surviving multiple gym trips, it’s held up so well. I’ve seen copycat versions on Etsy, but this brand is the real deal.

2) Wall art

This has been a great year from Grand Prix posters, and Alpha Romeo killed almost every one of their designs. Getting art directly from the creators or photographers is always the way to go. Jamey Price is one of the best motorsport photographers working right now, and his series on curbs from all the circuits is amazing. Any of those would look awesome in your home and certainly be a convo started.

I have not been able to stop thinking about this Charles as Lord Perceval print all summer since I saw it on Tumblr. I tracked down Jojogieriz’s INprint store along with Aphrostiel. Sites like INprint, Redbubble, Etsy, and Society6 are excellent places to discover new artists in the Formula 1 space. Instagram will often lead you down this path as well.

3) Stickers

With the babygirlification of F1 this year (good or bad, it’s here), the rise of water bottle sticker collecting at the Grand Prix has happened. Much like the trading of “friendship” bracelets, this is another element that’s just kind of become part of the culture. Even the drivers wear them. I’m just as guilty of participating in these on both accounts.

Etsy is kind of a cease pool of stolen designs, but there are two creators I stand by and have a ton of their work. GoodLuckTess and DR3CreationsCo are both women-owned and designed. All of their stuff holds up well, even after a thousand washes, many road trips, and days at the track.

4) Memorabilia

Surprisingly enough, there is a lot of affordable official Formula 1 memorabilia available on the interwebs that would make excellent gifts. Yes, there are secondhand sites like eBay and Mercari, but it can be hard to trust a seller, even with authentication. I say let it come right from the horse’s mouth, so to speak. Beyond the basics of signed gear (pictures, hats, gloves, etc.), they offer so much more for every fan. Replica suits, hand-cut bodywork keyrings, checkered flags, actual car parts re-engineered into lamps, the skies the limit. I just wish I had the space (and extra bucks) for this Mercedes Rear Wheel Rim table.

5) Track art

While neon signs of Monaco and COTA are cute, we can elevate this idea. I’m such a fan of track layouts and different circuits as 3D art. I think the Block Zone does this better than anyone. This makes the art piece more fun and interactive, so you could even help build it with your loved one. Each of the tracks is made with over 300 bricks that fit perfectly into place to display the flag of the country’s circuit, as well as the actual layout itself. These just pop if you need a bit of color on the walls.

If you are looking for a particular race from this past season to commemorate, Grand Prix Frames is a spectacular seller to buy from. The one downside is they currently only offer Max or the Ferrari boys as car options. But seeing as how Max won basically every race, it feels poetic in a way. KartaTrak provides a nice selection of circuits past and present; each is an intricate layered engraved mahogany wonder. This is definitely a more sophisticated option.

6) Subscriptions

A gift that keeps on giving is truly a great one. Take the stress out of your fave fanboy and fangirls season next year by just paying it ahead. Grab a yearly subscription to F1 Pro for just $80. You want the Pro version so they have access to all the features F1 TV has to offer. Being able to watch from any driver’s POV and get their radio feed during any race is the only way to watch. Also, having the ability to watch any race you want, whenever you want, wherever you want, is unprecedented. Might I suggest my favorite: the 2006 Monaco GP. They can even catch F2, F3, and F1 Academy races. It’s worth every penny.

To correspond with those races for next season, gift a monthly box from DriveCrate. Each month, they will receive a specially curated themed box of racing goodies directly related to the Grand Prix. I’ve seen the unboxing of these all over TikTok and getting an official that makes it worth it alone. It’s around $48 per box, so we understand if you want to pick out a special Grand Prix for your motorhead to be surprised with this. I’m genuinely excited to see how this company grows next season, what they pick, and the drivers they feature.

7) Experiences

If you are that person and would love to splash the cash on your loved one, grab them an experience package for a thrilling Grand Prix weekend. Now, I can tell you, that you can attend a GP without it costing your life savings, there is a way. You don’t have to attend all three days either but like, why are you there? Some packages can be as low as $1,300 for weekend attendance, but if you want the grandstand, a box, and paddock access, start adding a lot of zeroes. But who are we to judge?

Check the Instagram of specific drivers for more personal experience. Valtter has had packages all season with his gin company, and Max had one for Circuit Zandvoort (obviously). Most teams also offer tailored experiences for them and their drivers. Do a little digging, and you will find the right fit.

8) Adult beverages

If you don’t think of booze when you think of Formula 1, I’m not sure about you. We can start with the iconic “champagne.” Yes, I had to do that because it’s sparkling wine, as Ferrari is made in Italy. No podium celebration is complete without it, and neither should any of your celebrations. As someone who has consumed copious amounts of this, I highly recommend it.

It seems like alcohol is lucrative for many of the drivers on and off the grid. Danny Ricciardo has his wines, Jenson Button has partnered with Coachbuilt whisky for his own blend, and Valtteri Bottas has both a wine and a gin (co-owned with girlfriend, Tiffany Cromwell) company. I’d bet we will see more in the future, as many of the sponsors are booze based.

Not to be outdone, Lewis Hamilton released his non-alcoholic Almave a few weeks ago. It sold out almost everywhere already, as one would expect. Lewis is a man with a finger on the pulse of trends and saw his place in the market, too. And I have to say, I am deeply intrigued by it.

No matter what you pick up from this list, it will mean a lot to your Formula 1 fan. We are ravenous beasts. Not everyone understands it. And even if you don’t, you tried, and we love you for that.

The Tesla charging standard is finally coming to VW Group vehicles in a swift, kilowatt-inducing move. Volkswagen, Audi, Porsche, and Scout Motors will implement the North American Charging Standard (NACS) in future electric cars starting in 2025. Huzzah! It is the latest major automaker to make this announcement, as every automaker, bar Stellantis, has announced support for the standard in North America. Your future ID.2 EV (and possibly existing VAG electric vehicles via an adapter) will be able to access 15,000 additional charging points across Canada and the U.S. CCS vehicles can only access 3,800 DC fast charging outlets operated by the controversial and less-than-acclaimed Electrify America and Electrify Canada.

Developed by Tesla in 2012, the NACS standard was solely used by the EV giant until 2022, when it opened the standard to other brands. In June of this year, SAE International standardized the connector, ensuring that any supplier or manufacturer can use, manufacture, or deploy the connector for vehicles and charging stations in North America. 

Even the U.S. government is reevaluating its stance on this charging standard. When Ford adopted the connector in June, they described CCS as “the minimum standard of charging for EVs in America.” That seems to have changed with the December 19th White House press release.

With the implementation of J3400 TM, a new standard for charging EVs published by the Society of Automotive Engineers (SAE), any supplier or manufacturer will now be able to use and deploy the Tesla-developed North America Charging Standard (NACS) connector, which a majority of automakers have announced they will adopt on vehicles beginning in 2025 with adaptors available for current owners as soon as next spring.

Joint Office of Energy and Transportation

However, note this. The adoption of NACS doesn’t mean CCS will disappear in North America. EV charging networks in the U.S. must support CCS to qualify for a share of the $7.5 billion in federal infrastructure funding. There is still the matter of the small number of charge points in general compared to the 168,000 gas stations in the U.S. alone. 

The NACS connector is primarily better for the North American market because the commercial single-phase voltage is 277 V. Level 2 AC chargers that use CCS require a step-down transformer. These transformers are too big to install in most places that require them and cost money. 

Essentially, the North American Charging Standard is more efficient and cost-effective on this side of the Atlantic. Or so you’d hope it’d be when “North America” is literally in the name.

While I’m not on the level of Grandpa Simpson, shaking my fist at the sky to bemoan technological progress, it’s hard to love the increasingly screen-heavy interiors of most new cars today. Apple CarPlay has made the connection between most smartphones and car technologies more bearable, but it’s becoming increasingly clear that the system will soon conquer all in-car technology interactions.

Porsche and Aston Martin recently announced updates to their in-car CarPlay interfaces, which will bring with it a far more involved system when it arrives in 2024. The new Apple interface will interact with the vehicle’s tire pressure sensors, outside thermometers, and more. Much like Android Automotive, the new CarPlay will also introduce certain UI design elements unique to specific car brands. The updates would bring a significant evolution in the system’s capabilities, but Apple will not store users’ data outside of the vehicle. 

We’re not talking about a radical departure from the CarPlay interfaces we’ve seen to date. Porsche’s mockup shows a home screen with a few new displays and icons, but it’s largely the same look that has become a mainstay in new cars today. 

These changes highlight a growing divide between automakers willing to embrace and progress the technology and those who feel differently. General Motors announced that it would no longer install Apple CarPlay in its new EVs, favoring Google’s services, but others have taken a softer approach, with companies like Ford saying they’d hold onto the tech. Tesla and a couple of others have never embraced the interface, instead relying on their own systems, but the car-buying public hasn’t expressed the same love for in-house systems over their preferred Apple interface. 

Overall mechanical reliability is a crucial aspect of car ownership. Owning a vehicle that will get you from point A to point B without issue over the course of several years and thousands—scratch that, hundreds of thousands—of miles is important, and ensures a relatively stress-free and financially stable future. This isn’t a depending on who you ask scenario, either, it’s what pretty much all reasonable folks seek in their rides.

But there are those among us who are less than reasonable: They could care less about overall assumed reliability for several reasons. Maybe they enjoy the challenge of a project, it might be a second or third car that could sit in the shop for a while, or the juice may be worth the squeeze—meaning, it’s either fun enough to drive or nice enough to look at that, so they simply don’t care. It’s all about expectations.

Let’s outline three of the most reliable cars and three of the least reliable cars, and explain why each achieves its respective title. There are thousands of cars that could fit under either column, but here are six total that are worth looking into as your next faithful (or unfaithful) steed nonetheless. Some may surprise you, too, so buckle up.

Most reliable: Toyota Corolla (duh!)

This may be the shock of the century (kidding), but the wholesome, modest Toyota Corolla has belonged on this list for the better part of 25 years. Well, before that as well, but it’s a little tough finding clean examples made before the ninth generation debuted in 2000.

The top reason why they’re so reliable is there’s simply not much to ‘em. Sturdy, naturally aspirated Toyota four-cylinder, a conventional automatic, CVT, or manual gearbox, front-wheel drive, econobox amenities, traction control, ABS … and not much else. There have been a few higher-performance variants here and there, but even those are plenty sturdy in their own right.

Then, regular maintenance is cheap, as everything’s small for its respective measurements: common small tire sizes, modest brake dimensions, and small fluid capacities. Then, if any of this maintenance is performed DIY, these economy-level standbys are even cheaper to own. Outside of regular maintenance, there isn’t much to look out for. Just read the owner’s manual, follow the modest, factory-recommended service intervals, and enjoy a pious life of thrift.

Most reliable: E39 BMW 5 Series

Did you think all I was going to outline was Japanese econoboxes? Think again! Life’s too short to make a list of all the usual suspects—Corolla, Civic, Accord, Camry, Mazda 3—as it’d not only be boring to write, but also perhaps not open one’s eyes to something new and different, and even make them into a connoisseur of sorts. Not that the aforementioned Japanese fare wouldn’t, I love ‘em as much as anybody. But the BMW E39 is special.

It’s a Bimmer (sidenote: not Beamer, that’s for BMW motorcycles) chassis that’s widely loved for its looks, interior amenities, ride quality, torquey inline-six engine, and fun-to-drive qualities. It’s also firmly cemented in the era of German cars that were better screwed together, had fewer squeaks and rattles, as well as an overall solid feeling in the way it rolled down the road. Fun fact: Its brilliance is also considered to be a bit of a measuring stick.

But there are still some things to look out for. Since it’s a BMW, oil and power steering leaks are a thing and could run up a shop repair bill, or be a little tricky to attempt to remedy on your own. But really, naturally aspirated inline-six Bimmers are easy to wrench on in the grand scheme of European cars. Other gaskets, as well as suspension arms and bushings, are also things to look out for, but those should be considered normal maintenance for any car. The key to reliable BMW service is regular maintenance—as long as it’s been kept up, the car’s various systems will continue to operate happily. But when something does give up the ghost, all parts are still widely available and for reasonable money.

Most reliable: Ferrari F355

OK, hear me out! Let’s say you’re in the income bracket that could consider this legendary ‘90s exotic icon as a fun car to rip around in every day, on the weekends between Cars N’ Coffee events, or some combination of the two. Maybe you just hit it big in your career, or perhaps you selected the right lottery numbers. Or, you simply have earned enough of an income over the years to stash away for such a treat. The Ferrari F355 could be a very rewarding ownership experience, and, weirdly, more reliable than other exotics.

Its heart is a high-revving, 3.5-liter V8 that puts out 375 horsepower, which, when paired with a six-speed manual gearbox, will lunge to 60 mph in less than five seconds. Do yourself a favor and skip the clunky F1 automated manual gearbox, too, just stick with the stick if you’re able to. Redline is 8,500 rpm—nobody would ever call its soundtrack lacking. It’s also well-regarded for excellent, sporty handling, better ergonomics than other high-end fare of the era, and a drop-dead gorgeous exterior and interior.

Which means it could be worth putting up with the higher maintenance costs. It’s all about context, in that if you could afford a $100,000-or-so Italian sports car, these might not be too shocking. The Ferrari parts and fluid tax is a thing, but independent shops or attempting to do-it-yourself would save a lot of scratch over any dealer. Some trouble areas are faulty exhaust headers and catalytic converters on earlier models, valvetrains that need a little more attention than usual, and a timing belt service. That requires removing the engine from the car. OK, that’s not so ideal, but if you expect and plan for it, everything else is fairly modest for a Ferrari. Wait, one more: there’s also the electronic retractable roof on Spider and GTS variants—opt for a hardtop Berlinetta or have the retractable roof converted to manual to save a potential headache. 

Otherwise, these cars love to be driven and will reward regular miles with a very even-keeled temper. Stashing them away in the garage on a battery tender for weeks or months at a time makes them annoyed, and forces them to develop leaks and shorter service intervals.

Least reliable: B5 Audi S4

From here, it’s all downhill: let’s kick off the least-reliable list right with an infamously complex and moody German car: the twin-turbo V6-powered Audi S4. These things are difficult to work on and incredibly complex, and did I mention they’re difficult to work on? And as a proud (and often frustrated) B5 S4 owner, it’s still a very worthwhile car to own if you know what to expect.

Since this is the list of bad cars, let’s start out with the negative aspects that impact reliability: Vacuum leaks caused by fragile materials, fluid leaks, no room to work in the engine bay, expensive servicing because of said lack of room, its stupid auxiliary water pump under the intake manifold, tiny/weak turbos that eventually die, sensors that give up the ghost quicker than other cars, plenty of areas for double the boost leaks—because double the amount of turbos—to occur, too many suspension bushings that are hard to replace, and more. It’s a challenge, to say the least.

However, there are still some big positives to discuss. While the S4’s engine sits entirely in front of its front shock towers—and therefore affects overall handling—it can still be set up to handle very well with a little tuning. The reason for the engine being so far forward is due to its massive, Quattro all-wheel drive system, which gives the S phenomenal overall grip in all road conditions. When that twin-turbo V6 is running happily and without boost leaks, it’s a very entertaining engine to rev out and can make a massive amount of power reliably with minimal modification.

Though, big caveat to the B5 S4’s infamous status: Regular maintenance. If you follow the factory-recommended service intervals, use quality fluids, are aware of and look out for trouble areas, and drive them reasonably responsibly, they’re tanks. And by reasonably responsibly, I mean letting the engine and transmission oil/fluid warm up before launching them off the line every chance you get. So, if you happen upon one for a nice price and with a good service history, don’t be scared, just be prepared.

Least reliable: Jeep Wrangler

Some may call this one an easy target, others may be triggered and never read Accelera Mota ever again. Whichever it is, let the record state that the Jeep Wrangler is still one of the best factory off-road-ready trucks that money can buy.

You just have to, you know, put up with some occasional annoyances. When it comes to outlining issues that more than a few consumers have aired their grievances over, Repair Pal is a great resource for quick reference. One of the big issues outlined here is known as the death wobble, which is a very strong vibration caused by prematurely worn suspension and steering components. Then, ignition switch issues, leaky door seals, worn-out exhaust components, various fluid leaks, and various electrical gremlins are discussed as well. Some of these seem to be a thing since the early ‘90s, but others are a little more recent.

I don’t want to sell the Wrangler short, though. Preventative and regular maintenance, and being aware of these issues could help provide a more trouble-free ownership experience, even if the comments sections and forum posts love to make it a punchline. They’re seriously fun trucks, have such a unique driving experience, and can overcome so much out on the trail, either right off the showroom floor or after a few choice modifications. Plus, Jeep’s doing the Lord’s work by still offering certain trims with a manual transmission for the 2024 model year—good on ‘em.

(Editor’s note: As much as I adore Jeeps to death, we can never ignore the damn Stellantis/Fiat-Chrysler electrical gremlins in the newer JL models, many ranging from mildly annoying to downright comical. To my Jeep friends, I wish you luck in your everlasting war with JL reliability.)

Least reliable: Honda Civic

Talk about shots fired! “What on earth is he on?” they’ll probably say of the ramblings I’ve put on screen here. For the record, It’s just a lot of coffee on an empty stomach. But the Honda Civic has experienced some interesting little reliability issues over the past two decades or so. They’re not exactly life-and-death, but will result in a visit to the shop to remedy, and could rain on anybody’s Japanese-econobox-opinion parade.

Once again, according to Repair Pal, folks have reported a myriad of annoyances that their own Honda Civics have experienced. The top five are prematurely worn engine mounts, power window switch failure, broken hood release cables, a shift control solenoid fault, and windshield wiper motor failure. An occupancy sensor failure, too, which results in an airbag light, but that’s a pretty minimal one.

It must be said that a couple of these are specific to a certain generation, such as the broken hood release cable being a thing on pre-2007 models. And, for the most part, these are all relatively cheap parts that don’t require many labor hours to perform at the dealer or an independent shop. Or, once again, perform on your own with the proper tools and safety protocols. More costly jobs, like head gasket replacements, are reported on as well, though those seem rare—to the point of not being on par with basically any other car.

But really, here’s the thing

Outlining the Honda Civic as a lesser-reliable option is more of an exercise in showing that all cars have their little foibles, and may not always meet peoples’ expectations for bomb-proof reliability. To not anger too many car opinions out there: They’re plenty reliable.

But all this goes to show that overall reliability is a very subjective topic, and Lord knows people fight each other in comments day in and day out over many cars’ reputations. We’ve all seen some version of “What do you mean the 2003 Lotus Esprit V8 is unreliable? I’ve fed mine nothing but conventional diesel oil since day one, 150,000 miles ago, and launch it cold every chance I get! It’s more faithful than a Prius!” Well, that may be a bit hyperbolic, but you know what I mean.

However, one overarching theme to all of it is regular maintenance. Maintain. Your. Cars. Oh, and letting fluids warm up before any hard driving, that’s important, too. Even for something as wholesome as a Honda Civic. Doing so will not only guarantee efficient and reliable operation but also help extinguish the chance of developing trouble areas and help it retain value.

Moral of the story: If you dig a certain car for whatever purpose, become very familiar with it, know what to expect, budget accordingly, and take good care of it. Also, it’ll be much cheaper to commute day in and day out in a Honda Civic than in a Ferrari F355.

When it comes to new car ownership, leasing makes a lot of sense. If it fits your lifestyle (key distinguisher, by the way), leasing allows you to continually swap to a new car every couple of years with what’s generally considered a low down payment and low monthly payment. As long as you stay under the agreed-upon mileage limit, it could be quite beneficial to your monthly expenses.

But there’s another benefit of leasing that isn’t always talked about. If you’re inclined to buy the car—either cash or with finance—at the end of the term, you might be in a situation where the car has depreciated so much that you could own it for significantly cheaper than otherwise, such as off the lot as certified pre-owned. Not an uncommon trope with luxury cars. It all depends on the car’s residual value, and if that’s pretty darn low, this is worth considering. 

Especially if it’s a luxury vehicle made by a brand with historically hilarious depreciation. Let’s go over a few candidates that are worth rooting for the demise of.

Jaguar F-Type

Kickin’ it off with a bang! Fingers-crossed, not the mechanical type. According to CarEdge.com, Jaguar has the worst residual value at 72.19%. This means the car lost just under 28% of its value after just three years. Who knows, it could drop even further—drop baby drop!

The F-Type is no exception, and this cat is definitely worth putting up with for three-plus years as its supercharged, 444-horsepower 5.0-liter V8 and rear-wheel drive is so incredibly-freaking fun. It’s also great to look at, quite luxurious inside, and its overall handling is quite good. There’s a little bit of aftermarket support for its engine, too, so once that horsepower figure no longer impresses, there’s room for more.

Currently, a 2024 R-Dynamic P450 RWD—the least expensive coupe model—comes out to $79,175. Lob 28% off, and that brings it down to just over $57,000. Still a decent chunk of change, but chock-full of equity in the looks and performance department. Which will also age more gracefully than many other modern cars.

Mercedes-Benz E 450 4Matic All-Terrain

Mercedes-Benz’s residual value is a little better than Jaguar’s, but still a whopping 78%, meaning it lost 22% of its value after three years.

So, why not spend those three or more years in opulent, E-Class comfort? The E 450 All-Terrain has an incredibly good ride quality and handles quite well for its class and stature. Thanks to the All-Terrain bit, it handles itself surprisingly well off-road—though, don’t expect to do any rock crawling. Finally, its turbocharged three-liter inline-six puts out 362 horsepower and 369 pound-feet of torque, so it has ample power to get sideways in the dirt.

A 2023 model commands around $75,000, right before a new generation for 2024, which could bode extra well for depreciation—makes you wonder if even deeper, sweeter deals could be had with remaining 2023 stock in 2024. Based on the above 22% drop, $58,500 could be the figure to keep in mind after three years of faithful German luxury.

Alfa Romeo Giulia Ti

Right in the middle of the F-Type and All-Terrain is the Alfa Romeo Giulia, which has a residual value of about 75%. This means that once it adds 30,000 to 45,000 miles to its odometer, 25% of its value flies out the window. The math isn’t perfectly accurate, as the figures I found are based on 2021 numbers or about two years ago. But still, it’s fun to think about, and surely not a whole lot different now.

To calm our figures down a touch, let’s use the more value-minded Ti trim as an example, which comes to $44,685 out the door. At this level, you get rear-wheel drive, 280 horsepower, and 306 pound-feet of torque out of an entertaining turbo-four, an eight-speed automatic gearbox, and a 0-60 time of just five seconds. Not bad at all. Plus, it’s better looking than many other compact luxury cars in its segment; you’re more likely to look back at it every time you park it.

After three years, the value could drop to as little as $33,500, possibly more. Three-years worth of $600 payments—as promoted on Alfa’s website at the moment—is $21,600, so imagine the number that the leasing company might give you after knocking off that chunk.

Do you have equity in a leased car?

If some of the numbers above don’t seem all that appealing, there’s one more factor to consider: Lease equity. According to Leasehackr, this is defined as the car’s payoff number against the potential price that you sell the car for. Meaning, you decide to keep the car post-lease and then resell it for a potential profit.

If a car were to beat depreciation—meaning be worth more money—that money could be used for something else, such as added to a down payment on another vehicle. If it’s worth $35,000, yet the lease company figured it’d be worth $29,000 at the end of the term, that’s potentially $6,000. While this was definitely a thing over the past couple of years with supply shortages, the market has started cooling off, so there’s less chance of it happening now. Though, you never know. 

Regardless, it’s good to know you have options at the end of a lease. You could either take advantage of depreciation and own a car for less than market value, or potentially make a tiny piece of coin at the end and put it into something else.