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The BMW M3 has been synonymous with performance since its inception in the 1980s. It was born from the company’s need to homologate a new car for Group A touring car racing. It went on to be the most successful touring car in history and has gone on for six generations over the past thirty-six years. And even though BMW has made changes along the way, it mostly stuck to the same formula that made it so successful. As much as I’d like to sit and ramble about the different generations, for the purposes of this article, I’ll be focusing on the fourth-generation BMW E92 M3. It could be said that it was the peak of M3 production, a type of car that BMW simply can’t make today because of regulations. And I think they knew then they built it, a kind of swan song, paying homage to all the M3s that came before it. But let’s dive in and see if it’s worth snagging that E92 M3 for sale from your friendly neighborhood car-buying sites.

Skip to section:

• Specs
• Review round-up
• Driving/ownership impressions
• Conclusion

used BMW E92 M3: see prices at CarGurus

Prices and specs

The majority of fourth-generation M3s sold were well-optioned. So, a lot of cars are going to have leather seats, iDrive with navigation, and other fancy luxury items you might find in the mid-aughts, like heated seats and those cool power folding mirrors. Remember, it’s an older car, so there is no CarPlay or Android Auto without aftermarket modification. Electronic damping control (EDC) was also common. The coupes came standard with a carbon fiber roof unless they were ordered with a sunroof. In 2010, BMW released the Competition Package. It featured a 10mm lower ride height, a different set of parameters for the electronic damping control, and a set of wheels specific to the Competition Package. 

New prices (2008 to 2013):	$56,500 to $62,845
Approximate used prices:	$25,000 to $45,000
Engines choices:	4.0-liter DOHC V8
Transmission choices:	6-speed manual, 7-speed dual-clutch automatic
Drivetrain choices:	Rear-wheel drive
Power:	414 horsepower
Torque:	295 pound-feet
Weight:	3,704 pounds
0-to-60 mph:	4.3 to 4.7 seconds
1/4-mile:	12.6 seconds
MPG:	14 city, 20 highway, 16 combined
Fuel capacity:	16.6 gallons

The V8 engine, dubbed S65, was based on the S85 V10 used in the 2004 to 2010 E60 M5, with minor changes to improve reliability and reduce weight. It spewed out 414 horsepower at a dizzyingly high 8,400 rpm and 295 pound-feet of torque at a still-kind-of-high 3,900 rpm. It also weighed 33 pounds less than the inline-six it replaced. It has eight individual throttle bodies controlled by two electronic actuators with a massive air plenum perched atop and a set of equal-length, four-to-one headers for the exhaust. You could have the car with your choice of either a six-speed manual transmission or BMW’s then-new seven-speed DCT, which were both equipped with a transmission cooler. A limited-slip differential was standard, christened “M variable differential lock.” 

The price of a used M3 from this generation has been on the rise lately, even before it made Hargety’s Bull Market list this year. Depending on condition, mileage, maintenance records, and options, they can run anywhere from $25,000 to $45,000. Generally, cars with fewer options demand a higher price, especially “single hump” cars without navigation, referring to the dashboard construction. The lack-of-a-sunroof “slick top” will also cost you extra, especially for E90 sedans. And if you’re the kind of person who wants a unique color, that’s also going to add a few dollars to the price. But if you don’t mind cars that have 100,000 miles or more and are a common color, a well-maintained example will set you back $25,000 to $30,000 in today’s market. 

Oh yeah. There were technically three members of the E9x family. There is the popular E92 coupe and the far less common and arguably less sought-after E93 Cabrio and E90 sedan.

What’s hot?

– Bonkers V8 engine  – Balanced chassis  – Rewarding drive – Resilient on and off the track – Shockingly versatile for everyday use – Abundant aftermarket support

Review round-up

I’ve always been a fan of history, and taking a look back to see what the professional opinion havers (auto journalists) and consumers thought of the M3 was entertaining. Unbeknownst to me, the car was met with extremely high praise from everyone who reviewed it—finding only a handful of small issues. Fuel economy, which I can attest to, is nothing to write home about. The addicting sounds bellowing from the engine certainly don’t help keep your foot off the throttle.

“Our M3 was a sedate and luxurious sedan as well as a supremely rewarding driving machine. Docile in inclement weather and smooth enough to transport your grandparents (if you can resist temptation), the M3 was equally primed for backcountry road-smash mode, where it would fire every synapse in your brain related to driving pleasure. And then you’d find the M Drive button, which holds your preferred throttle, traction, and damping settings. With one press, everything somehow managed to get better. This is the M3’s genius. There are faster cars, yes, and there are a few that are more rewarding to drive. But of those, we challenge you to find one that combines speed, thrill, and daily driving duties as deftly as the M3.”

Carlos Lago, Motor Trend 2009 BMW M3 verdict

“With the M3’s many buttons, you can make of it what you want: loafing commuter, track animal, high-speed touring express. But no matter how you set it, the M3 astounds. There’s more front-end grip than most people have the guts to exploit, the steering wheel able to carve perfectly elliptical arcs up a winding road at foolish speeds. Where the 911 battles each corner, sometimes in a nerve-jangling sine wave of alternating grip and push, the M3 is dead calm.”

Aaron Robinson, Car and Driver 2009 Porsche 911 Vs. 2009 BMW M3

“Not exactly a lightweight at an estimated 3650 lb., needs more than just a carbon-fiber roof panel to be race ready — although from the performance numbers and driver’s seat it would be hard to tell the M3 is heavy. It feels light and agile. Getting the car to its limits feels smooth and progressive. Few cars combine this level of performance with such docile behavior.”

Shaun Bailey, Road and Track 2008 BMW M3 road test

“A car has got to be pretty spectacular to win over the curmudgeons here at 1585 Eisenhower Place, especially when familiarity sets in over the course of 40,000 miles. But our Sparkling Graphite Metallic M3 did indeed win us over. For less than $70,000, the M3 bolts from a standstill to 60 mph in 4.3 seconds and turns the quarter-mile in 12.7 seconds at 113 mph. It pulls an exceptional 0.96 g on the skidpad, stops in 147 feet from 70 mph, and reaches a governor-restricted 161 mph. On a racetrack or a back road, it’s a beautifully balanced and hugely entertaining machine.”

Mark Gilles, Car and Driver 2008 M3 long-term wrap up

“I am a proud owner of a BMW M3 and I enjoy driving my vehicle whenever I have the chance. Starting off with the exterior of the M3. My M3 is white, and I absolutely love looking at it from a distance and also when I walk away… kinda creeps some people off, haha. Moving on to the interior cabin. Very nice black leather with the signature BMW stitching on the steering wheel. The navigation systems could use some work. First-time users such as myself would have a difficult time unless you are technology savvy. This is my first BMW, and I am very impressed with the styling, detail of the vehicle, and the way it drives. It truly is the ultimate driving machine. The description of my driving experience isn’t included in my review simply because you have to drive it to experience it yourself. Go test drive an M3 now what are you waiting for!?”

Consumer review of a 2013 M3 Kelley Blue Book

“I purchased this car used in August of 2014 with 16,000 original miles. I have owned a 2004 M3 and a 2008 M3. This is by far one of the most exciting cars to drive that I have ever owned. The car is bulletproof. This is the last naturally aspirated V-8 made on the M3 platform. BMW changing (in my opinion) back to the straight six-cylinder was a huge mistake. This car is a 13-point Dinan-equipped car. Nothing but positive comments about the looks, engine sounds, and overall styling. Do yourself a favor if you are considering this car… Just drive one. Not cheap to maintain or fix, but worth every penny!”

Consumer review of a 2009 M3 Kelley Blue Book

“Handles great, love the engine sound and performance. Spent a lot of time in the shop, though. Dual-clutch broke, navigation broke, blue tooth broke, passenger seat controls broke, rear differential fluid needed to be replaced, etc. My nav has been broken for almost a year and says, ‘please wait,’ indefinitely every time I try to use it. The service deparment claims that their tests show that it is working fine! Not worth the hassle in my opinion.”

Consumer review of a 2011 M3 Kelley Blue Book

“Meets all expectations . Sporty and classy. Definitely a head turner. I receive compliments from total strangers. People are still impressed with the retractable roof. I feel this car is undervalued. Purchased used for 30k with only 40k miles. Great price. I will get years out of this car. Very impressed with the handling and pick-up.”

Consumer review of a 2013 M3 Kelley Blue Book

The other slap on the wrist was the early and somewhat clunky iDrive unit in the  2008 models. This was replaced in 2009 when the car underwent one of BMW’s famous LCI (facelift) updates, making the system much more user-friendly. Even the average consumer gave the car stellar reviews. They loved it for its style, performance, and overall usability for a sedan that keeps up with outright sports cars. However, as I’m sure you could see in a couple of those consumer reviews, there were reports of this German car doing stereotypical German car things. No one is perfect, I suppose.

Driving and ownership impressions

The commute

Working as an automotive technician has given me the opportunity to drive a plethora of different cars, including different generations of M3. But it wasn’t until I bought my own 2009 E92 M3 two years ago that I really got to know what it was like to own one. 

As a daily driver, I found it better than expected. Plenty of useable space for dogs, kids, groceries, or whatever homeowner crap I bought from Home Depot. It deals with my twenty-mile commute without a problem. With the suspension set in comfort mode, it soaked up most of the cracks, divots, and expansion joints that pepper the 57 and 91 freeways. Everything about the interior was well thought out. The controls are intuitive and have a solid feel to them. The seats, even with the obvious bolstering, are comfortable on long trips. Of course, it’s helpful that they have adjustable bolsters and power lumbar support.

If it weren’t for the outdated iDrive system, you wouldn’t think you were sitting in a car that debuted in 2008. However, despite its inability to link to a newer iPhone, the infotainment system still does the job. You just have to plug into the auxiliary port if you want to stream from your phone unless it’s a 2011, and then you can just stream using Bluetooth. Even the cup holders provide a perfectly adequate place to put your morning coffee. And by adequate, I mean I’ve never inadvertently spilled anything. Plus, on those rare mornings when the freeway is wide open, you can get to work really fast. Really fast.

While the M3 functions just fine as a commuter, there are better cars for that, which is why it’s been replaced with a Nissan Leaf. This car was purchased for two reasons: Explore the vast and wonderful canyons and backroads of Southern California and turn laps at the track. 

In the canyons and at the track

This car is the last of the old guard. An M3 powered by a high-strung naturally aspirated engine backed by a manual transmission. Driving it over the undulating ribbons of asphalt cutting through the mountains behind Los Angeles is one of the rare events everyone needs to experience.

The V8 fills your ears with the abundant sound of induction and exhaust as you push into third gear headed toward a fast-approaching corner. The talkative hydraulic power steering lets you know what the front end is up to as you turn in after a dab of braking. You can feel the tires grabbing hold of the asphalt, and even mid-corner adjustments are effortless. The brakes are responsive without being overly grabby, and you’ll be hard-pressed to overheat them on the street. The whole car feels composed and, despite its weight, agile. Visceral sensations abound, even at what one might call reasonable speeds in a canyon setting. It’s part of what makes the car so special. You don’t need to push it to enjoy it. The character that comes from the drivetrain makes the car feel alive regardless of your pace. 

In my mind, having a car like an M3 and not taking it to the track doesn’t make much sense. So, I took mine to the track as often as I could. As impressive as the car was in the canyons, it was even better on track. After a simple change to high-temperature brake pads and fluid, even with an amateur driver like myself behind the wheel, the car filled me with enough confidence to attack every corner with the ferocity of an angry badger. The chassis is balanced enough so that even when I overcooked a corner, there’s only a touch of understeer that was easily overcome. Heel-toe downshifts were handled easily, thanks to the on-point pedal spacing.

Even with 148,000 miles on the original suspension, it still held things together in the corners. Of course, with the weight of the car, there was some body roll when I pitched the car into a turn. The engine pulls and then pulls some more, and then it bounces off the rev limiter because I forgot to shift. But even after a day at the track, having pushed the car as close to its limits as I could, everything held together with no overheating, no brake fade, no matter how hard I sent it. 

Keeping it running

 Maintenance and repairs are the one thing everyone fears when they’re considering buying a used high-performance German car, so this section is a must. And I’m going to be straight with you here: it’s not the easiest car to work on, and parts certainly aren’t the cheapest. And yes, the rod bearings should be replaced. Mine certainly were. It’s a classic “better safe than sorry” situation because if you do spin a bearing, it takes down the whole engine. Mind you, the cost of a new engine outweighs the cost of replacing the rod bearings by a vast number of dollars.  

That being said, I haven’t experienced any world-ending failures. Repairs have consisted of replacing gaskets to take care of oil leaks and replacing service items like spark plugs, drive belts, and air filters. Standard old car affairs. The most shocking bill came when I had to replace the brake rotors. Those massive 14-inch front and rear two-piece rotors were far from cheap. The parts cost me well over $1,000, including pads and fluid. And when it comes time for an oil change, don’t think you can just grab engine oil at any run-of-the-mill parts store. The S65 V8 uses a special 10W-60 synthetic oil that you either have to order from your chosen online European parts supplier or the dealership.

The good news is that just about anyone handy with a wrench will have no trouble taking care of one of these cars in their own garage. After all, it is based on an everyday 3-Series. Just set aside some extra time when dealing with the engine bay, as it’s a bit cramped. And if you’re into modifying your car, the aftermarket support is phenomenal. Whether it’s improving the suspension, the endless search for more power, or cosmetic changes you’re after. You better believe it exists. 

What’s not?

– Atrocious fuel mileage – High cost of maintenance  – Low front end likes to scrape on everything  – Be wary of throttle body actuators and rod bearings in high-mile cars – Older platform means no CarPlay/Android Auto connectivity without mods

pre-owned BMW: see prices at CarGurus

Should you buy a used E92 M3?

The 2008 to 2013 BMW E92 M3 is not for the faint of heart. So that question really depends on what you’re after in a car. If you’re looking for something that gets great gas mileage, is cheap to maintain, and will simply function as a large, wheeled appliance, then no, you absolutely shouldn’t buy one. However, if you want a car that stirs your soul every time you get behind the wheel and you don’t mind putting up with the extra cost and effort to keep it going, then yes, you absolutely should. But you’d better hurry because they’ve already started to catch the eyes of collectors, and you don’t want to get priced out of the market. 

On the first day, Albert Biermann created the Hyundai N division so that Korea may have the means to stand up to its incessant German and Japanese rivals. On the second day, Biermann created the Veloster N so that Road & Track staffers’ heads may explode in ecstasy over Korea’s newfound affinity for affordable driving dynamics. On the third, he crafted the Elantra N so that I could go to the mall for Donut Media stuff (no, seriously). And on the fourth, he spawned the Hyundai Kona N so that young urbanites and small families may, too, experience the wonders of burble tunes and dual-clutch gearboxes.

Alas, the Kona is a relatively new face in a saturated segment, having only begun life in 2017 and the N joining the lineup in 2021. A second-gen car had only recently appeared as of 2023, yet the Kona has proven to be a favorable choice and a hot seller among buyers. Heck, all of Hyundai has proven favorable in recent years. So, how about a used one? Is a used Hyundai Kona N worth the coin for that discerning enthusiast who may be looking for a sporty daily or a higher-riding alternative to the typical GTI? Hmm, let’s see.

Skip to section:

• Specs
• Review round-up
• Driving impressions
• Conclusion

used Hyundai Kona N: see prices at CarGurus

(Author’s Note: Special thanks and shoutout to my friend for loaning her 11,000-mile Kona N for a couple of afternoons to gather driving impressions.)

Price and specs

The Kona N sold with an MSRP of roughly $35,000 before taxes and fees, approaching a base model GR Corolla or a loaded Subaru BRZ tS. However, unlike those two, the Kona offers a taller seating position and more ground clearance for the urban rally stage and, for better or worse, front-wheel drive with an eight-speed dual-clutch gearbox only. Like the Elantra N, the Kona shares its 2.0-liter turbocharged heart that spews out a healthy 286 horsepower and 289 pound-feet of torque, enabling 0-60 in as quick as 4.8 seconds. At roughly 3,340 pounds, the Kona N is just a touch heavier than the Elantra but about on par, if not a bit lighter, than a current-gen Subaru WRX.

New prices (2024):	$34,950
Approximate used prices:	$24,000 to $30,000
Engines choices:	2.0-liter turbocharged inline-four
Transmission choices:	8-speed dual-clutch automatic
Drivetrain choices:	Front-wheel drive
Power:	286 horsepower
Torque:	289 pound-feet
Weight:	3,340
0-to-60 mph:	4.8 seconds
1/4-mile:	13.4 seconds @ 105 mph
MPG:	20 city, 27 highway, 23 combined
Fuel capacity:	13.2 gallons

Not bad for a family crossover, and fuel economy is quite good by performance car standards, if unremarkable by crossover standards or four-cylinder cars in general. But by eyeing the N model in particular, you ought to know what you’re getting into. It’s a family car built to go from Namyang to the Nürburgring, not just the elementary school to Costco. Kona Ns are fairly well-appointed, featuring CarPlay and Android Auto, built-in GPS navigation, heated seats, a digital gauge cluster, and single-zone automatic climate control.

No sunroof or all-wheel drive options are available, but all Kona Ns are backed by Hyundai’s generous and well-received five-year, 60,000-mile basic and 10-year, 100,000-mile powertrain warranties. One whole decade. Given the Kona N’s infantile age compared to other sport compacts, this warranty ought to still be well within its timer and of great use to prospective buyers for years to come.

What’s hot?

– Unmistakably fast – Corners like a champ despite tall height – Snappy, smart-shifting dual-clutch programming – Ergonomic interior with comfortable seating – Eager, playful demeanor – Quick-responding, easy-to-reach infotainment

First-generation Kona N and the only N so far (2022 to 2023)

Huzzah! There she be. The first-gen and, so far, only-gen Kona N, running for only two years in the United States with pretty much no major revisions or additions, only to be snuffed out by the arrival of a new-gen Kona, which more closely follows Hyundai’s current design philosophy. All Kona Ns, like my tester, are specced exactly the same: turbo-four ganger routing 286 horsepower through an 8-speed DCT to the front wheels only. Your options are colors and any available dealer accessories. And then there’s that super angular love-it-or-hate-it styling that grows on you after a while.

Second-generation Kona with no N model as of yet (2024 to present)

You’d be hard-pressed to believe the outgoing N is a Kona if you’ve only seen the new generation or be dumbfounded thinking the new one is a Kona if you’ve only seen the first generation. The new Kona sports standout styling akin to an Ioniq having a child with a Genesis, complete with front and rear light bars and the Elantra’s signature “Z” body lines carved into the doors. The outgoing Kona is also a significantly smaller car as the new model grows an inch in height, an inch in width, seven inches in length, and over two inches in wheelbase, all in the name of cabin space and refinement. While there’s no full-on N model yet, there is the peppy, 190-horsepower N-Line, but the increased size translates to increased weight, which has reportedly taken a toll on handling and performance. This presents a challenge for any future N variant to overcome, but it’s certainly nothing Biermann’s crew can’t handle, should they decide to make one.

Hyundai Kona: see prices at CarGurus

Review round-up

Existing for only two model years, it’s tricky to gauge the Kona N’s long-term reliability. But I’ll take the internet’s word that the Hyundai N family, in general, is usually nothing short of bulletproof. Some higher-mile examples across CarGurus barely crest 60,000 miles, just timing out of their basic warranties but still well within their powertrain warranties. Perhaps the biggest complaint about an N is that it can be a little raucous to those unprepared to saddle themselves with something so focused and over the top compared to a run-of-the-mill Kona, Elantra, or Veloster. To some, the ride can still be a tad too firm, even in the softest settings, but thankfully, the Kona is graced with a comfort seat option that Elantras don’t get, and Velosters no longer offer.

The Hyundai’s grip is stupendous, and the wheel transmits steady chatter from the road, such that you feel in your hands when the pavement abruptly transitions from smooth and fresh on the North Carolina side to patched and parched in Tennessee. Detecting that we’re up to some hijinks, the Kona’s N Track Sense Shift transmission software starts aggressively downshifting for corners and holding gears to redline all on its own.

Ezra Dyer, Car and Driver instrumented test, July 2022

Around town, there can be a little head toss with the suspension in its firmer Sport mode, but the crossover is otherwise perfectly poised. Hitting our local canyon road, we were continually amazed by the grip levels. No matter how much we turned the steering wheel or otherwise tried to induce slip, it just never gave up traction. The Kona N simply sticks and goes no matter how hard you try to break its resolve. It’s unflappable.

Bob Hernandez, Motor Trend instrumented test, August 2022

The Kona N makes for a compelling solution to these hollow excuses [saying one can’t have an enthusiast car because it sacrifices practicality]. It’s small enough to parallel park in New York City, practical enough for a shopping spree, and economical enough that I didn’t feel like I was breaking the bank, even as I filled up with premium gas. 

Aaron Segal, The Drive review, September 2022

Driving the Kona N spiritedly on back roads is fun. It’s super quick. You get grippy Pirelli summer tires (miraculously, still on my test car in November), relatively spot-on steering and a lot of feedback from the road. But unlike a GTI or a Type R, it doesn’t feel ironed over at all. You have a high center of gravity and a short wheelbase — 4.5 inches shorter than the Elantra N’s — which adds up to less stability. Normally-smoothed-out features like torque steer, body roll and tires scrambling for grip are readily apparent.

Tyler Duffy, Gear Patrol review, December 2022

The Kona N is only going to make sense to a certain subset of people. Those people will really, really love it. It seems like Hyundai’s attempt to give us a hot hatchback in a shape that the market is really into right now, the compact SUV. As a former GTI owner, the Kona N still has some of the same characteristics of the GTI and other hot hatchbacks of days gone by: a practical shape for folding down the rear seats and shoving in a bike or a dresser on occasion, a reasonably small footprint, and performance numbers that will shock people who judge cars by their badge. The Kona is just a lot less subtle about all of it. The styling is good looking but definitely not understated,

Consumer review on 2022 Kona N, Kelly Blue Book

While all of this is great, what really brings it all home for me is the day to day livability, and in this regard I think the Kona N has a leg up on the Elantra N, which I’ve also driven. The seats are great. They hold you in but don’t feel too stiff, and the leather/suede combination (I’m not sure if they’re real or imitation materials, but they feel great) is nice. While the interior won’t be confused for a luxury car, it feels solidly built and all the touch points are nice enough that the car never feels cheap. All of the lighted interior parts illuminate in blue as well, which is a cool touch that people don’t seem to be talking about. As a daily driver it really gets the job done, and you can fit four average sized adults in it no problem… Although people above six feet will probably struggle in the back seat, so keep that in mind.

Consumer review on 2022 Kona N, cars.com

I wanted a car that was functional but also very fun to drive. In comes the Hyundai Kona N. It’s not your typical CUV, it has a drivetrain that can be found in the Touring America TC race series Hyundai Elantra and Veloster. I can tote around my mom and her wheel chair while having fun carving the mountain roads (safely of course).

Consumer review on 2023 Kona N, cars.com

This car is a hoot to drive, and it also causes lots of glances over as you tear away from other cars when you are simply just driving around. Even in Eco mode the exhaust has some nice notes. The only issue is the suspension, but that should be expected given that this is a track-ready car.

Consumer review on 2022 Kona N, cars.com

Again, the standout complaint seems to be an overly stiff ride, which varies from person to person. More on ride quality in my driving impressions. And again, reliability talk seems to take a back seat as the cars are too new to have many nasty gremlins rear their ugly heads. But if magazine long-term tests and social media banter about other N cars are anything to go off, reliability should be of little concern to prospective owners, with little-to-no major hiccups reported and only a few people experiencing odd flukes that were never replicated. Car and Driver’s Veloster N long-term car experienced an unknown electric fluke that a computer reflash solved, and it never appeared again.

If anything, forums have reported a few high-pressure fuel pump failures with track-driven or heavily modified Veloster Ns, but some users are quick to note that these are uncommon occurrences and that Hyundai has otherwise made big strides in the reliability of its entire lineup. Buyers should also note if the cars they’re shopping for have had a particular recall, Safety Recall 236, regarding the 8-speed DCT resolved or not.

Driving impressions

The cool parent’s crossover

Well, how does the “broke-person Macan” drive? Out-freaking-standing, I say.

In Normal and Eco drive modes (and paying zero attention to the paddle shifters and NGS button whatsoever), you’d be hard-pressed to believe it’s anything other than a solid, well-appointed compact crossover with hefty-ish steering. The tiny size, outstanding visibility, and taller ride height versus normal hot hatches make the Kona N one of the better daily driver options for urban car enthusiasts. CarPlay works like a charm, as does the built-in GPS nav, and the digital gauges are legible.

Most appealing has to be the comfort seats, which retain enough bolstering for spirited drives but with more padding for long hauls versus the Elantra N’s rock-hard buckets. They do a commendable job helping to iron out road imperfections, the harshness of which I find to be a bit overblown in other reviews, as the softest modes aren’t terribly stiff. Sure, it’s firm, partly due to the short wheelbase, and downsizing from the factory 19-inch wheels to 18s would also help, but it’s still totally livable. That is if you’re accustomed to a Focus RS or F80 BMW M3, I must say. Perhaps I’d say otherwise in torn and battered places like Salt Lake City, Reno, or parts of SoCal.

Interior materials are unremarkable econobox stuff, easily showing this once-$35,000-car’s $25,000 roots. Plastics are abundant, but they’re tightly bound and devoid of creaks, at least in my near 11,000-mile loaner. Fuel economy is so-so, as well. The average economy readout of my friend’s car indicated a hair below 24 mpg, which is on track considering the Kona N’s also-mid EPA ratings. Hey, it’s a hot hatch, folks! That 13.2-gallon tank should keep fill-ups relatively cheap, and they make a Kona Hybrid, anyway.

Road-going rally car

Like the Elantra N, the Kona N is a bonafide ripper and eager to take anything you throw at it with glee and ferocity, from sweeping corners to tight hairpins. It feels every bit of its M-influenced heritage and makes great use of its 289 pound-feet of torque, nudging you into your seat on every pull. The DCT is geared short and shifts snappily, always keeping you in the meat of your powerband during pulls. Manual paddle response is quick, but the gearbox is smart enough in Drive where you can leave it to its own devices, and you’d be just fine.

In German car fashion, the exhaust blats and snorts on downshifts and lift-off and changes tone between Sport/N modes and lesser modes, shifting from “kind-of sporty crossover” to “wannabe rally car.” Also in German car fashion, the engine pulls butter smooth, or at least as smooth as it can be for premium hot hatch pricing.

Baby Porsche Macan? In this regard, sure.

But the most Porsche-like attribute one could point out is just how sharp and confident the Kona N is once you turn that big round thing in front of your face. Sure, it’s fast. But many sport compacts these days are fast. Few are as connected and razor-sharp as this, even with its ground clearance and humble family ute beginnings. After sampling this and the Elantra, I can say that Honda’s performance car steering is better. But Hyundai isn’t far behind. The steering weighs up nicely on turn-in, and the overall weighting is appreciably hefty in Sport, although the lightness in Normal mode feels more authentic to what the Kona N really is without sacrificing accuracy.

Speaking of which, the modes appreciably make a considerable difference. It’s not a case of, “Oh, it’s a little sharper or a little stiffer than earlier.” No. Sport and Normal really are transformative, from the steering to the exhaust and the tuning of the engine and diff, bouncing between a firm family crossover with sporty steering and nothing else and a true driver’s car.

Thankfully, the Kona shares its stablemates’ N buttons, allowing drivers to custom tailor their experiences to have riotous engines but soft suspension or a more or less aggressive e-LSD mode. Keep the Kona N in its softer suspension settings, and you can tackle most tattered canyon roads without worrying about upsetting the chassis or your passenger spilling their drink in their lap… Ask me how I know. Custom drive modes for the win.

And yeah. It’s a sport compact in 2024. If you want to add extra go, grip, or glamor, there’s a sizable aftermarket ready to take your money, as the local Hyundai N clubs have proven.

What’s not?

– Firm ride to some, especially in sportier drive modes – Unremarkable fuel economy – Unremarkable cargo space – Might be cramped for taller individuals – Front-wheel drive only – Fuel pump concerns for modified or track-driven N cars

New Hyundais: see prices at CarGurus

Should you buy a used Hyundai Kona N?

So. Baby Porsche Macan. Broke Porsche Macan. Blue-collar Porsche Macan. Am I crazy for making all these Porsche comparisons? Yeah, probably. It’s far from a real Porsche. But that should speak to how enjoyable the Kona N is to even think of such a brand when you start to egg this little guy on. It’s a silly endeavor, turning a Crosstrek fighter into a track-ready hot hatch on stilts. But Hyundai did it. And Hyundai wound up with one of the most enjoyable compromises in the affordable performance car market, even if it only stuck around for a couple of years.

Should you buy one? You can probably guess what my answer is and the answer of any auto journo or previous owner. The question you need to ask yourself is if you can deal with the compact size and cargo area typical of this class. Is this doable, or do you need something to haul more than one or two medium-sized things from IKEA? And can you tolerate the firm suspension and ho-hum fuel economy in exchange for driving enjoyment at any opportunity? The Kona N is still indeed a usable family crossover, but it’s one Hyundai twisted and bastardized into the antithesis of an HOA Karen’s ideal SUV and a car lover’s dream (affordable) daily driver. If that sounds even the least bit appealing, then have at it, and pick yourself up one of the most unique and lovable gifts to the automotive world since, well, the last two Ns.

(Editor’s note: updated 2/14/2024 with five runner-up choices)

Buying a car is an important milestone in your life and should be a celebration, but don’t think you need to buy a brand-new car with the ridiculous dealer markups that ruin the car community by gatekeeping cool cars. Instead, consider buying used cars that may be just as good or even better than what you can get brand new. By buying a cooler second-hand car, you can get those special features and trim levels at a relative bargain versus new cars, which traded hands for an average price touching $48,000 just last fall. Just think, why buy a cheap, basic new car in a bid to beat inflated prices when you can get a specced-out second-hand diamond in the rough?

Need any ideas? Take a look at these ten different used cars across five categories that you should keep an eye on in 2024. And no. It’s not “Ten Best Used Cars.” It’s Acceleramota’s “Five Used Cars N’ Five More” deal. Get it right.

Best used truck for 2024: Nissan Frontier

What’s hot?

• Reliable and has great performance figures
• Trucks (and parts) are readily available as they have been out for so long

What’s not?

• The interior of the Frontier offers very little in terms of modern amenities or quality
• The new one is markedly better

It may not be the mighty Ford F-150 or any Ram with a Cummins engine, but if you are in the market for one of the best-used trucks you can spend your money on, look no further than a Nissan Frontier. 

This is no daisy-picking pavement princess. The Frontier is built for and proven to be durable as it is used in countries where the roads have more potholes than actual roads. Sure, the Frontier may not have the best features, and the interior is relatively sparse (for reference, Nissan was still selling the “old” Frontier generation three years after the heavily modernized 2017 Toyota Tacoma dropped). But if you are looking for something cheap, cheerful, and robust enough to outlast you, the Frontier should be one of the choices on your shopping list. 

The truck comes with either a 2.5-liter inline-four or the correct option of a 4.0-liter V6 that allows you to have a towing capacity of 6,500 pounds. The final year of this generation was offered the updated 3.8-liter V6 found in the current Frontiers. The performance figures, plus the reliability of the truck, put it almost on par with the arguably overpriced Toyota Tacoma of the same era.

Sure, this may not be the first choice for many people, but if you are looking for a reliable truck that can perform the tasks you need, then look no further than a Nissan Frontier. 

used Nissan Frontier: see prices at CarGurus

Runner-up: Toyota Tundra

What’s hot?

• For a heavy vehicle, it still has a 0-60 MPH of under seven seconds
• TRD Pro variants are raucous off-roaders with Fox suspension

What’s not?

• The second-generation Tundra is an old platform with woefully inefficient powertrains 
• Older generations’ infotainment pales in comparison to rivals

The Toyota Tundra is an icon for Toyota’s North American market, combining respectable performance and capability for work or play with that classic Toyota reliability. Million-mile commuter? No problem. Off-road racer? Sure, why not? While being a capable pickup that can haul the goods, you can still haul ass with the hellacious 5.7-liter V8 found in nearly all second-gen Tundras. However, if you can snag a newer twin-turbo V6 for a decent price, that wouldn’t be half bad either, although it would come at a higher price tag. The Tundra TRD Pro models come alive on the dirt with the use of the impressive dampers from Fox, which allows the Tundra to race over any bumps or obstacles effortlessly. 

A known issue with the TRD Pro version or any model outfitted with the TRD parts catalog exhaust is the drone, so be wary if you’re not so tolerant of NVH. It does make the pickup sound raw and throaty with its V8, but it does come with the added consequence that the cabin can get that annoying and unpleasant exhaust drone that can often make the driving experience not worth it. Additionally, the best value will likely be the second-gen trucks, which are plentiful but also built on an old, dated chassis, made apparent by woefully inefficient powertrains and infotainment systems that feel more than just a generation old.

used Toyota Tundra: see prices at CarGurus

Best used sports car for 2024: Mazda MX-5 Miata

What’s hot?

• It is a Miata, duh! Always. The. Answer.
• Great handling car that will carve any canyon road or race track with ease. 

What’s not?

• It only has two seats with a diminutive trunk
• The horsepower figure may be kinda low and lackluster for some

I don’t think I even need to explain this. A Mazda MX-5 Miata is always the answer for an affordable sports car. If you want a classic sports car, get a Miata. If you want a sports car that is easy to drive, get a Miata. If you want pop-up headlights, get a Miata. If you want to drift your car, get a Miata. Trust me when I say the best-used sports car you can get is a Miata. Acceleramota founder and editor, Gabe Carey, even had one.

With a design philosophy that has been perfect since 1989, the small Japanese sports car is undoubtedly fun and enjoyable to drive, plus it will always receive a ton of attention. It may not be a Corvette or Mustang, but in my opinion, you can have more fun in a car when you can push the limit of the car without having to worry about the people around you or blitzing way beyond the speed limit.

With four different generations of Miatas, you can easily find the car that suits you. If you want a more refined and comfortable drive, why not look at the third and fourth generations of Miatas? The ND generation (pictured above) can be had in the cushy, luxurious Grand Touring trim or in the wannabe racer Club with an available BBS wheel and Brembo brake performance package. If you want to modify and upgrade your Miata or perhaps have a nice modern classic worthy of a Radwood show, look at the first and second generations of Miatas. With parts and modifications so readily available, you can set up your tiny sports car to your liking. Heck, stick a turbo on it and make a baby supercar killer, or turn it into a drift missile. It’s the perfect blank canvas for an aspiring enthusiast.

used Mazda MX-5 Miata: see prices at CarGurus

Runner-up: Ford Mustang

What’s hot?

• Classic styling and high levels of power equals one hell of a pony car
• Near-infinite trims and configurations to choose from

What’s not?

• Antiquated chassis up until the S550 generation
• Big fella can never have the agility of a smaller sports cars

The Mustang is one of the best cars to come out in a long time. With a powerful engine and still being affordable, you can easily pick up a good used Mustang. Especially since the “S197” fifth generation came out in 2005, the Mustang has proven to be a well-engineered, highly configurable sports car that corners well, not like the older Mustang models. Antiquated chassis, sure, but it was able to defy stereotypes and even churn out some serious track monsters like the 2011-and-onward Shelby GT500s and the Boss 302. Later S550 generations with independent rear suspension have just as big of an aftermarket and their own crop of in-house specials, like the GT350 and Mach 1.

Just mind the crowd killer stigma.

Drawbacks? Yes, of course there are some. Even at its very best, the big ol’ Mustang may never have the agility to topple smaller sports cars or even some sports sedans, at least not without a bit of aftermarket love (or driver mod). Past generations are also quite dated, not only in terms of chassis but also materials, build quality, and infotainment. And, of course, while they’re not exactly terrible, don’t expect V8 Mustangs to be model citizens in fuel efficiency either.

used Ford Mustang: see prices at CarGurus

Best used SUV/crossover for 2024: Mazda CX-5

What’s hot?

• Spacious interior with premium features and build quality for its price
• Excellent fuel economy for its size.

What’s not?

• Reports of Mazda paint easily fading and chipping diminish the brand’s premium reputation 
• Reported hiccups with electronic parking sensors across Mazda vehicles 

Two Mazdas, one list! One of the best SUVs you can get at the moment is the Mazda CX-5. This Mazda SUV is known for its reliability, build quality, and unexpectedly spunky driving dynamics, with many luxury and quality-of-life features that come standard for the car. This SUV was even a staffer’s pick for one of the best cars they have ever driven. 

The model I personally suggest you look at for your second-hand SUV is the 2021 model year. You can either get the small standard 187 horsepower four-cylinder, or you can get the turbocharged version that produces 250 horsepower on 93 octane or a still-potent 227 on 91, with the latter powertrain still seeking out a respectable EPA rating of 28 mpg highway.

With an interior that rivals much more expensive SUVs, with every trim model of the current CX-5 coming with a 10.25-inch infotainment system equipped with Apple CarPlay and Android Auto, this Japanese SUV will be one of the best purchases you can make in 2024. This is especially true when considering that well-equipped variants with not that much mileage currently trade hands anywhere in the high-teens to mid-twenties range, undercutting many similar examples of the Toyota RAV4.

used Mazda CX-5: see prices at CarGurus

Runner-up: Lexus RX

What’s hot?

• The unique styling inside and out
• Well-built interior with lots of storage space across all generations

What’s not?

• Touchpad infotainment system from some generations is a pain
• Does not put the “sport” in sports utility

With a sporty and edgy appearance, you may think this premium SUV will have a harsh and uncomfortable ride. However, the Lexus RX is actually the opposite. Lexus is the pioneer of the luxury SUV market, and the RX model range does not falter from that history, with a supple and cavernous interior across all generations. Powertrains are punchy, if not exactly exciting, and suspension is often compliant, as a luxury car should be. Just don’t expect any sort of BMW M killer from the F Sport models.

If you prefer to be a little understated, however, might I suggest avoiding the later model years with their angular creases and razor-sharp hourglass grille? Additionally, Lexus’ touchpad infotainment system that has plagued some recent generations has quite the learning curve to it.

used Lexus RX: see prices at CarGurus

Best used hatchback for 2024: Volkswagen Golf

What’s hot?

• Good interior space and build quality for the size of the whole car 
• While being a fun car, it is still great on gas mileage 

What’s not?

• Reliability can be a major issue for Volkswagens, particularly with older transmissions
• No more base models are available after 2021; Mk8 is only the pricier GTI and Golf R 

The Volkswagen Golf is one of the most popular car models on the global market. The spacious and practical hatchback still offers its owners a fun and enjoyable drive. And despite any reservations some may have against German cars, the Golf is generally regarded as a mostly dependable vehicle, with a 2021 J.D. Power Quality & Reliability score of 73 out of 100 and a RepairPal rating of 4.0 out of 5.

The seventh generation of Golf is the model you want. With options such as sunroofs, an excellent infotainment system, and even the sporty and iconic GTI version, the Golf offers everything you need in a car. The seventh generation Golf brought new and improved digital displays and gadgets that still hold up well to this day, elevating the Golf well into a premium sector of the compact car market, so if you enjoy underdogs that punch above their weight, the Golf may be for you. Current-generation Mk8 Golfs further up the ante with a more intriguing exterior and interior design, which may polarize some, especially the capacitive-touch-only interior controls.

As the Golf is a hatchback, you will not get the biggest trunk space when you compare it to an SUV, but the Golf handles better and has better fuel economy. So, for everyday use, the Golf will be an excellent choice to pick. Just be wary of quirks with engine and transmission reliability as you start diving into older and older generations.

used Volkswagen Golf: see prices at CarGurus

Runner-up: Toyota Corolla Hatchback

What’s hot?

• Easy to drive and handles remarkably well
• Has that famous Toyota reliability and build quality at a stellar price point 

What’s not?

• Smaller than some rivals, inhibiting interior and cargo space 
• Rivals can be seen as a better value

You may hear the words Toyota Corolla and think of the stereotypical idea of a boring and basic car. However, the newer Toyota Corolla Hatchback is an awesome and spirited daily car that offers drivers a great time when driving it with 168 horsepower from the XSE’s 2.0-liter four-cylinder. Did we mention some models can be had in an easy-to-drive, fun-to-row stick shift? Huzzah! Not bad in a cushy, modern, 30-plus-mpg commuter car.

For an everyday and practical hatchback, the Corolla is almost the perfect car, if you’re willing to deal with its few shortcomings. If want more oomph, there’s no turbo powertrain other than the expensive and rarer GR Corolla hot hatch. It’s smaller than some rivals. And being the newer platform here, you may not find one as cheap as older rivals. Maybe a Toyota Matrix counts if you want to go old school.

used Toyota Corolla Hatchback: see prices at CarGurus

Best used sedan for 2024: Honda Accord

What’s hot?

• Has a comfortable cabin with good seats. 
• Often the sportier choice among front-drive family sedans

What’s not?

• Some lower-trim model engines are a bit lackluster
• No available AWD system, which may sway people towards an SUV (or Subaru Legacy) 

The Honda Accord is the pinnacle of reliability and affordability as the car is built to perfection for what it needs to do. It’s currently Car and Driver’s number one pick for family sedans at the time of writing for a reason. A prime rival to the likes of the venerable Camry, but arguably more premium and sporty. This mid-size family sedan will probably outlast you with its reliability and will probably outdrive any Camry at the Circuit de Costco, too.

The reliability and drive quality are so good you can comfortably get to any place you want with ease, and you do not need to stress about space as there is ample room for all your needs with its large trunk space and generous interior. Recent generations have greatly amplified Honda’s strides for a premium feel on a budget, with chic, modern interior designs, although the smoothed-out exterior of the latest generation and the deletion of the hot 252-horsepower turbo-four has aroused some ire among auto journos. But thankfully, the frugal Hybrid remains, earning up to 51 mpg city and 48 highway in its most efficient trim, thanks to a 204-horsepower, 247-pound-foot powertrain aided by a measly 1.3-kWh battery.

used Honda Accord: see prices at CarGurus

Runner-up: Hyundai Sonata

What’s hot?

• Sonata has a spacious interior and trunk 
• Long list of features and available technology

What’s not?

• Base models can feel underpowered
• Less rear legroom compared to other cars in its class 

Korea’s answer to the Honda Accord and the Toyota Camry comes in the form of the Hyundai Sonata. The features that come standard even in the base model, such as blind-spot detection, Android Auto and Apple CarPlay, and even lane-keeping assist, make the Sonata an excellent daily driver for you and your family. 

The power delivery of the Sonata does not feel sporty or extreme but can be seen as spirited if you have the 2.0-liter turbo in the top trim spec. The car will not feel like anything new or innovative to drive, but for an everyday family car, it’s more than enough. You can also say that storage space and trunk size are a plus for this car, even if rear legroom lags a bit behind competitors. 

used Hyundai Sonata: see prices at CarGurus

What qualifies a vehicle as being among the best? Is the best car the one with the ferocious powertrain, that zips from zero to sixty miles per hour in the shortest amount of time? Or is the best car the one that lasts the longest with the least amount of maintenance required? For some people, the best car is the one with the most luxurious interior, the highest towing capacity, or the roomiest cabin for the price. Because everyone has different criteria, rather than embarrass ourselves attempting to narrow a car recommendation for every type of person down to a tidy list of 10, we’ve chosen instead to please no one by telling you about the cars we feel are the best, based on our own experiences.

Sure, we’ve driven faster, more expensive, and more technologically advanced cars. But this is a consensus rooted in pure subjectiveness. It’s not about what cars we’ve driven were the most innovative or groundbreaking, and it certainly isn’t about the cars we found to be the most practical. This group show-and-tell by the Acceleramota team is all about which cars are nearest and dearest to our hearts after some time behind the wheel, no matter the length of the stint or the circumstance in which we drove them.

What’s the best car you’ve ever driven? Let us know in the comments.

Jeric Jaleco: Ford Mustang Shelby GT350

The market has seen its fair share of spectacular driver’s cars, but only once in a blue moon does one really scratch that itch. Or at least my itch for something catering to my mixed tastes, having coveted cars like the E92 BMW M3 and Shelby GT500. The Shelby GT350 is among that elite bunch and the perfect combination of their philosophies in my headcanon. And listen, I’m not one to incessantly bemoan the loss of purist machines from years past, but this glorified rental car proves they just don’t build sports cars like they used to and probably never will ever again.

The GT350 launched to widespread acclaim for pretty much being the second coming of Car Jesus. It snatched top spots in numerous comparisons, even placing second in Motor Trend’s Best Driver’s Car for two years, bested only by McLaren’s 570S and a 911 Carrera S. It’s far from the fastest muscle car at Woodward Avenue, but it’s certainly one of the most beloved sports cars of recent memory, and my time behind the wheel of a 2017 example from Turo of all places taught me why.
An all-natural V8 screaming to an 8,250-rpm redline, six-speed stick, and track-ready suspension? Yes, please! The precise, well-weighted steering and MagneRide suspension enable rapid direction changes evocative of cars hundreds of pounds lighter. The shifter delivers that just-right notchiness that’s snickety-snick-snick sensational, and the 526-horsepower 5.2-liter Voodoo will go down as one of the best engines of all time, oiling issues be damned! My time with the GT350 was limited to only a few days, but it easily proved its worth as one of the most intoxicatingly soulful modern cars on this side of a Ferrari and at a fraction of the price.

Gabe Carey: Chevrolet Corvette C8

Those familiar with me, whether from the Acceleramota Discord server or beyond, probably wouldn’t expect the Corvette to be among my top 50 cars, let alone my favorite. In part, that has to do with my affinity for European cars – not to mention my high tolerance for frequent trips to and from the shop in my 2018 Alfa Romeo Giulia Quadrifoglio. I’m also not 65 years old. 

But this isn’t about my favorite car. It’s a list of the best cars we’ve driven, and I’ll tell you straight up, the Quadrifoglio is far from perfection. That’s not the case for the 2024 Corvette C8 I cruised around in with our Editor-in-Chief, Jeric Jaleco, during the LA Auto Show. The first night I took it back to my hotel after a long day of travel, despite suffering from a horrific hunger migraine, I felt so alive that I even went out of my way to take a detour. “Fun at any speed” is a basic principle I feel every sports car should abide by, and most don’t. At least not anymore.

The first generation of Chevy’s mid-engine Corvette, however, is an exception. What it lacks in a manual transmission, it more than makes up for in good ol’ fashioned fun factor. The paddle shifters are responsive, it hugs corners like a dream, and the two pedals it does have are harmonious with the input of the driver. 

Given the intimate arrangement of the Android Automotive-powered infotainment system, video game-like drive mode controls, and the rest of the center stack, it’s like sitting in the cockpit of a luxurious racecar that’s just as comfy to drive on the road. It’s a grand tourer that out-grand tours the McLaren GT. Add to that the thunderous roar of a naturally aspirated V8 breathing down my shoulder, and you’ve got yourself a near-perfect sports car. Jeric will disagree, as he did on the podcast, but he’ll understand when he’s older.

Nathan Meyer: Volkswagen Golf GTI (Mk5)

Fast, fun, and fantastic. Any VW fan will tell you that the Mk5 (pronounced mark-five) Golf GTI revived the nameplate and ushered in a new era of hot hatch. 

As of 2023, it is an 18-year-old car, so it is not the fastest hatch. You’re bound to be disappointed if you compare it to a modern hot hatch. One thing this car has that even the Mk8 Golf GTI does not is fun in bucket-loads. Pulling away from a stoplight will give you the widest smile. You feel connected to the car through corners. Somehow, it does this while still providing insane practicality, so much practicality that even you can entrust your husband’s best friend to bring it back in one piece.

Sure, you will drive faster cars and experience more fun cars. But no car plays the Golf GTI’s role better than the Mk5 GTI. You can summon its power at any moment and take your daughter to ballet the next. It’s the duality of the Mk5 GTI that makes it one of the best cars to drive.

Sheilah Villari: Chevrolet Camaro (Gen 3)

It might be a bit nostalgic, but my favorite car will always be my first. It was so beautiful, and being handed down to me by my mom added an extra layer of specialness. My high school and most of my college car was a teal 1992 Chevrolet Camaro Rally Sport. My mom was a Camaro and Chevy enthusiast, and this was the sixth one she had owned. Growing up in a beach town, this was the perfect car to park near the waves, pile your friend into, and pull out all your gear. Even if the two-door and hatchback were a pain, she was a shiny gem in the hot southern sun.

The fact that I never got pulled over in this car was a miracle as well. Going around 100 on 95 was not hard. I barely did anything, and this glorious green missile would just glide. And while I did find it hard to see sometimes (being so low to the ground), it handled beautifully. The nights cruising with the windows down, the salty ocean air forced in, and seagulls serenading you on a coastal drive were absolute perfection.

There is something romantic about our fond memories in vehicles like this. They say you never forget your first, and I certainly won’t. I often think about trying to get that sparkly wonder back into my life, broadness and all. 

Joe Tilleli: Mazda CX-5

I’m a simple man. My first new car I leased was a 2015 Mazda CX-5. Comfortable, roomy enough for my needs, handling is great. It’s the perfect crossover vehicle.

When the lease was up after three years, I couldn’t be bothered to go shopping around. So what’d I do? I leased another Mazda CX-5 — the 2018 model this time. And what do you know, another three years blinked away like nothing. I can see the cycle I’m about to be in, so I broke free. I bought out the 2018 model. In hindsight, it would have been better to just finance it from the start but I didn’t account for my laziness to hop around from dealer to dealer in future years. I’m gonna be driving this Mazda CX-5 until it doesn’t drive anymore. Then I’ll probably get another Mazda CX-5.

Ural Garrett: Mazda RX-8

I wouldn’t get my driver’s license and first whip until my last semester at Southern University in Baton Rouge, Louisiana, but there hasn’t been a car that’s imprinted itself on me throughout my lifetime as the Mazda RX-8. As a kid growing up in Los Angeles who was a fan of both the Fast & Furious series and Need For Speed: Most Wanted, the best car I’ve ever driven will be my first car, which I dubbed “05Wankel.” The car fits my personality in so many ways: uniquely built, slightly problematic, but pure, unadulterated fun. 

In 2009, there wasn’t a cooler feeling than blasting Teriyaki Boy’s “Tokyo Drift” as I shifted the six-speed manual and sped down the I-10. I can even vividly remember the first time I did burn out and parking lot donuts.

For a solid six years, the amount of money I spent on replacement tires and cans of motor oil could have definitely gone to the private student loan used to buy the car in the first place. The 255 horsepower allowed me to hit 60 mph in around six seconds, but the way that 9,000-rpm rev limit made my car scream was the real treat. Driving it years later around LA made me appreciate it even more.

Roger Feeley-Lussier: Mercedes Sprinter

In my past life as an unpopular indie pop musician, I spent a lot of time in vans. My first band had a modified Dodge shuttle bus that kind of always felt like it was on the verge of exploding but looked good in our music video. It didn’t have air conditioning, and I’m sure it smelled strange, but it was home for a few years. By that, I mean we literally slept it in 90% of the nights we were on tour (hence the smell.) My next band toured with a Ford cargo van that we think had a past life as a Stanley Steemer fleet vehicle. The quarters were a little tighter, but fortunately, we didn’t sleep in it (unless absolutely necessary.)

On one of Pretty & Nice’s tours, I got a chance to drive a Sprinter van. It belonged to Bobby Burg, a member of the midwestern indie outfit Joan of Arc, as well as dozens of other projects. I can’t remember how it happened, but one day, Bobby, who was touring solo, invited a couple of us to ride with him for the drive across Indiana. He let each of us take a shift, and I don’t even know how to describe the sensation of driving a Sprinter for the first time. 

You feel like you’re on a cloud. You’re very high up but also somehow very close to the road. It corners and accelerates like a much smaller vehicle. The entire time you’re driving a Sprinter, you forget how massive the vehicle you’re piloting is – but it never feels unwieldy (like a box truck.) It’s almost a miracle of engineering.

In my post-touring life, I briefly worked as a rebalancer for Hubway, the Boston bikeshare program. There were (I think) 8 Sprinters in the fleet, and even the “bad one” was so much better than my band’s van that it felt like a dream every time I turned the key. And I haven’t even touched on the most important thing about Sprinters: they can be whatever you need them to be. I’ve seen them modded into campers, offroad vehicles, mobile disaster response vehicles, and more. 

Sure, it’s not a Maybach, but you can’t put very many drumsets into a Maybach.