Review coming soon!
I never understood why Americans are against hatchbacks. My family and I travel often to other countries, and in Asia and Europe, hatchbacks are the norm. Even in Australia and New Zealand, hatchbacks generally sell more than sedans. So why does America have an adverse reaction to hatchbacks? I have no clue. One time, in a store parking lot. I pointed out a nice Audi A3 hatchback, and I said to my sister, “Look at that A3, isn’t that a sweet ride?” Her reply? “Ew. It’s a hatchback.” I am baffled. Logic dictates that we should prefer hatchbacks over sedans because they provide better cargo space and more versatility and in some cases, they tend to look better than their sedan counterparts. Such is the case with the second generation Mazda3. Replacing the Protege (called the Familia overseas), the 2004 Mazda3 was the start of a new era for Mazda. No longer a company of humdrum and ordinary vehicles, Mazda placed emphasis on sporty driving experiences and styling which started with the first 3. The first generation Mazda3 was a blistering success, and it was the car that pulled Mazda out of obscurity. It was renowned for its blend of enjoyable handling, quick performance, excellent fuel economy, and its design. I reviewed two first generation 3s, the high performance hatchback, Mazdaspeed3 and a sedan. I was impressed as they provided the driving experience of a BMW but for half the price. In 2009, the second generation debuted as a 2010 model. I also had the opportunity to review one, but it was an automatic transmission sedan. However, this car is a hatchback with a manual transmission. Which begs the question; would I like the hatchback configuration better than the sedan? Continue reading
When foreigners judge Americans in terms of cars, the first thing that pops to mind are pickup trucks. Which makes sense considering that a Ford F-Series truck has been our best selling automobile for the past 32 years (according to Wikipedia). However, there is one other thing we are also known for: our muscle cars. America has a long history of shoving big horsepower engines into sporty cars, a craze that started back in the Roaring Sixties. When the economy was booming, American manufacturers wanted to add fun to their lineups. Ford was the first to jump start this idea with the 1964 Mustang. Then Chevrolet, a division of General Motors, created the Camaro three years later. So did Dodge two years later with the Challenger. The three of these muscle cars coined the term “pony muscle car.” The Camaro also spawned a twin, the Pontiac Firebird. The Chevrolet Camaro lasted for four generations until Chevrolet discontinued it in 2002. By the time the fourth generation arrived, the Camaro and its twin, the Pontiac Firebird became more like big sporty coupes rather than sports cars. Due to lackluster sales and the market’s decreasing appetite for sporty coupes, General Motors discontinued the Camaro and the Firebird. However, in 2006, Chevrolet showcased the Camaro Concept at the 2006 Detroit Auto Show to unexpected levels of acclaim and praise from spectators worldwide. The Camaro became more prominent, especially in its role as Bumblebee in the Transformers series. The overwhelming demand for the Camaro was too much for Chevrolet to ignore, so they made the decision to produce the Camaro as a 2009 model. The release date got pushed to spring 2009 to produce the Camaro as a 2010 model. The Camaro was designed and engineered by GM’s Australian division, Holden, and it was built off the “Zeta” architecture that underpinned many Holden vehicles. After reviewing a Mustang, and a Challenger, I was anxious to review a Camaro. However, you may remember that I will refuse to review a car unless it is in the proper specification. That’s right, I told myself I would review Camaros only with a manual transmission. Problem is that this is America. Luckily, the opportunity presented itself soon enough, and it was not just any version of the Camaro, it was the top of the line version, the SS! Continue reading
My friend was puzzled when I asked him if I could review his beat up Saturn five speed. Many of you readers are probably wondering why I am reviewing this car, especially when the cars I have reviewed in the past include a Nissan GT-R, several Mercedes-Benzs, and BMWs. My reason being is that it is a manual, and also because it is a Saturn SL. Before we bought our 2002 Toyota Camry, we had a 1993 Saturn SL (see picture below). Saturn was a division of General Motors, and the idea of Saturn was conceived around 1982-1983. At this time period, American compact cars were considered obsolete in the face of Japanese competition. Honda and Toyota provided superior reliability, quality, and fuel efficiency that American cars failed to match. My dad bought his 1988 Honda Civic in 1988 because it provided the best reliability and value for the money compared to domestic rivals. The idea behind Saturn was that it would provide American vehicles that could provide Japanese quality and reliability but at cheaper prices. Saturn also implemented no-haggle pricing to aid customers in the buying process. Another Saturn feature was that Saturn cars came with dent resistant plastic body panels. The first Saturn vehicle were the 1991-2002 S-Series which consisted of a coupe (SC), sedan (SL), and a wagon (SW). The first SL sold well, and was met with praise by reviewers. My dad, a loyal Honda buyer, ditched his Honda Civic, and bought a SL, and we loved that car for nine years. In nine years, it racked up 130,000 miles without any reliability issues. The S-Series was redesigned in 1996, and then again in 2000, although it was more of a face-lift than redesign. Continue reading