In addition to big hair, synthesizer music, and acid-washed jeans, the 1980s introduced a glorious return to performance for automakers. After the dark days of the “Malaise Era” (roughly 1975 -1982) wherein increasingly tougher emissions standards and the solutions to meet them sucked the life out of engines, the Yuppie Decade brought welcome advancements in engine technologies that allowed cars to once again provide thrilling performance. This rebirth of performance wasn’t just limited to straight-line gusto either, as advances in chassis development and tire technology also meant greater handling and braking abilities as well.
As a result, the “gr80ties” ushered in lots of new, fun-to-drive models, such as Toyota’s MR2, which debuted for 1985. It was, along with Honda’s CRX Si, a great example of a car not needing a lot of power to be a blast to drive. Indeed, the cover of Automobile Magazine’s debut issue (April 1986) featured the MR2 and a Ferrari 308, driving home the point of how the little MR2 provided plenty of exotic mid-engine sports car thrills for a price most anyone could afford. Low maintenance costs and Toyota’s reputation for quality and longevity didn’t hurt its appeal either.
Fittingly enough, the second generation of the MR2 brought exotic styling that was seemingly inspired by that Ferrari, while the third and last generation switched gears as the MR2 became a soft-top roadster that placed Mazda’s ridiculously popular Miata in the crosshairs of its Toyota logo.
Even though it came in these three distinct flavors, any version of the MR2 is a tasty treat that is virtually guaranteed to rev up those who get a kick out of driving a responsive and engaging sports car.
In this buyer’s guide, we’ll teach you everything you need to know to find the perfect “Mister Two” for you.
Volvo wasn’t the first automaker to offer a lifted, all-wheel drive wagon. That honor goes to American Motors, whose novel Eagle wagon first hit showrooms in 1979. Unfortunately for AMC, the Eagle was far ahead of its time. Sales were tepid, and it vanished from the market just eight years later.
But times change. When Subaru followed suit with the Outback, which first appeared for the 1995 model year, their timing was impeccable. Americans had just begun their love affair with the SUV, and the Outback offered much of an SUV’s utility in a friendlier-to-drive package. It was sales hit — and continues to be to this day.
Volvo — long the wagon-maker of choice for college professors and suburban carpoolers — took note of this development. They took their excellent V70 model, added 1.4 inches of ride height and all-wheel drive, threw on some rugged-looking trim, and voila! The Volvo “Cross Country” — or “XC” for short — was born.
The Cross Country wagon has been a mainstay in the Volvo lineup ever since. (It’s sold new today in two different formats: the midsize V60 and the full-size V90.) And unlike the Subaru Outback, which is now far more SUV-like, Volvo’s XC wagon has always stayed true to its longroof roots.
With the XC wagon nearing a full 25 years in production, now is an excellent time to look back through its variation generations, each of which offer some compelling value propositions for the used car buyer.
The ever-increasing mania and resulting skyrocketing values of air-cooled Porsche 911s have put those cars way out of reach for most buyers. Meanwhile, prices for the 996 generation, the first 911 with a water-cooled engine, have languished, in part because the prevailing wisdom among Porsche collectors is that the sun rises and sets only on the air-cooled cars.
Values are depressed, too, because of a known design flaw in the standard 996 engine that can, if not attended to, lead to a catastrophic failure, costing tens of thousands to repair. While this understandably gives most buyers pause, the truth is that a preemptive fix is readily available — and, even better, that many 996 examples on the market today have already had it applied.
This is all great news for the more practical enthusiast who wants to get in on the all-around goodness of Porsche’s iconic and entertaining sports car but without breaking the bank.
If you’re in the market for an inexpensive Porsche 911, there is no better choice than the 996. In this buyer’s guide, we’ll teach you everything you need to know to find and buy the perfect one for you.
Produced from 2003 through 2011, the Honda Element is practical, quirky, and unique. It’s also impressively space efficient. A full eight inches shorter than a Civic, the Element still has enough room inside for four six-footers to ride in comfort thanks to its boxy form and tall cabin. With a pair of smaller, reverse-opening doors next to the front doors and the absence of a “B” pillar, the Element offers a nearly 56-inch-wide opening with all the doors opened up, making it easy to load up passengers or cargo.
As far as styling, the Element is pretty hip for a squared-off form. Honda stated at the press intro that its design was inspired by a beach lifeguard station along with a surfboard, the latter’s influence evident in the curved roofline. They also noted that the Element was geared towards young and active sorts, including campers, dog owners, skiers and snowboarders, and of course surfers. As such, the front and rear ends are comprised of unpainted plastic composite panels, the idea being you didn’t have to worry about scratches or dings while exploring the great outdoors.
Yet, despite Honda’s diligent demographic angling, many older folks also have found the Element to be ideal for their lifestyles, which may or may not involve visits to antique shops, wherein the Element’s large portals and tall cabin can swallow up large pieces with ease. Of course, the Element’s elemental all-around goodness factors in as well, contributing to its popularity among the young and old alike.
These qualities, along with its solid Honda engineering, make the Element an excellent used car buy, with outstanding examples available for $10,000 to $15,000. In this buyer’s guide, we’ll teach you everything you need to know to find and buy the perfect one for you.
The Mercedes-Benz SL-Class traces its roots all the way back to the 300 SL Gullwing, a 1950s style icon that drove even better than it looked, capturing the checkered flag at storied races like Le Man and the Carrera Panamera. These days a Gullwing will set you back a cool million. But there’s another SL out there that’s not only a deserving heir to the name but also a great value: the R129 generation.
Produced from 1990 through 2002, the R129 Mercedes SL wears classic lines that look sharp to this day. Famed designer Bruno Sacco called it his masterpiece. And its beauty isn’t skin deep. Under the hood you’ll find a number of legendary engines, including V8 and V12 mills with their own impressive racing pedigrees.
The supply of nice R129 SLs is quite good, thanks in part to its long production run and also to the fact that many owners kept them as second or third cars, driving them only on special occasions. Now, thanks to the power of depreciation, these excellent roadsters are also about as cheap as they’ll ever be.
So if you’re in the market for a classic roadster that looks like a million bucks but only costs about $10-15 grand, you’re in the right place. Here is the Klipnik Buyer’s Guide for this thus-far overlooked generation of Benz’s iconic luxury roadster.