Developing the death-proof car.

As a result of rising death rates in auto crashes, the U.S. Department of Transportation launched the Experimental Safety Vehicle program in 1970. The program was intended as a way for various automakers to learn more about both passive and active safety in cars and apply that knowledge to production cars in the next ten or so years.

It consisted of building prototypes that met certain requirements: they had to keep passengers alive in a 50mph crash into a solid barrier, withstand side impacts at 30mph, protect the car’s occupants in a 75mph rear end collision, and survive two complete rollovers at 60-70mph.

Some of the guidelines revolved around handling so manufacturers couldn’t simply turn an economy sedan into an armored tank that destroyed everything in its way. The prototypes had to stop from 60mph within 155 feet on a dry road, accelerate from 30 to 70mph in less than 12 seconds with a 60% load and make an abrupt 180 degree turn at 70mph without rolling over.

The test cars were organized by weight classes: 1500 pounds, 2000 pounds, 2500 pounds and 4000 pounds. Part of the guidelines was, of course, that the cars actually respect the weight limit in each class, something most of the participating manufacturers had a hard time doing given the extra equipment they bolted on to each car.

These prototypes were remarkable in both the effort and resources put forth to develop and build them but also in the far-fetched ideas that some manufacturers came up with in order to supposedly make a car safer. Popular Mechanics hit the nail on the head when in June of 1972 they observed that “the world may never want to place an ESV in production, but we sure want the answers the cars can give us.”

We picked a few ESV prototypes to take a look at but it’s far from an exhaustive list. Looking at all of them would take ages; lots of manufacturers took part in the program including Opel, Renault, GM and Nissan.

American Machine & Foundry AMF 2

AMF has manufactured a vast variety of products: bicycles, tennis rackets, golf clubs, snowmobiles and even Harley Davidson motorcycles, just to name a few. Conspicuously absent from that list are cars, but they gave the ESV program a shot anyways. Their prototype was part of the 4000 pound category but weighed a whopping 5,791 pounds. It had a steel body with aluminum bumpers that had a thirty inch (!) travel. Rear visibility was assured by a submarine-like periscope, visible on the roof.

Like many other ESV prototypes it had airbags to protect the occupants and AMF took it further by adding automatic fire extinguishers. It is remembered as one of the best ESVs built by an American company.

Fiat ESV 1500

Fiat’s ESV for the 1500 pound category was one of the three the company built in the early 1970s. The other two were in the 2000 pound and 2500 pound category, respectively.

To develop the 1500 pound ESV Fiat used crash test data from the 500. The prototype uses a 500 running gear with a slightly bigger engine to counter the added weight, though the use of 126 parts is noticeable as well. This one met most DOT requirements for its weight class including fire protection, safe driving in foggy weather and pedestrian safety. The requirement it didn’t meet was the weight – it weighed a little over 1700 pounds in a weight class limited to 1500 pounds.

Ford ESV

Unlike a lot of other ESVs Ford’s prototype was based entirely on an existing production car, the LTD. Compared to the car found on dealer lots, the LTD ESV had a longer hood and a shorter trunk. Like the AMF above it was part of the 4000 pound category and also like the AMF, it weighed considerably more: the Ford tipped the scales at almost 5,300 pounds.

Compared to a stock LTD the brakes and suspension were modified to comply with the DOT’s handling requirements, including the addition of an ABS system that acted only on two wheels. The bumpers were hydraulically retractable to withstand a 10mph crash.

Both Ford and GM charged the government $1 for the development of their ESVs.

Honda ESV

Honda’s ESV was not an ESV in the true sense of the term. Instead they tried to build a mass-produced car to ESV standards, the same path that Ford followed. Ford did much better than Honda but they were starting with a bigger and heavier car; Honda was starting with a Civic. Honda strengthened the Civic’s body all around, including the door pillars to increase protection in a rollover. The engine was the same 55hp unit found in the production car.

Because of miscellaneous setbacks revolving around the Civic’s tiny size, the prototype took a year longer to complete than the other ESVs.

Mercedes-Benz ESF 22

Mercedes was very active in the ESV program: the ESF 22 was their third prototype after the ESF 5 in September of 1971 and the ESF 13 in 1972. First two prototypes were based on a w114 250 sedan but the ESF 22 was based on the w116 450 SE.

The ESF 22 used ABS brakes all around and experimented with airbags. Although the ESF 22’s long hood kept occupants alive even in the event of a 40mph crash against a solid structure, Mercedes’ prototypes did not comply with all of the DOT-mandated requirements in the program. Mercedes built a fourth and final one, the ESF 24, and called it quits.

MG SSV 1

This was another small car entry. MG started with a B GT body and added equipment such as a heads up display for the speedometer, airbags, big rubber bumpers and a self leveling suspension that would be later outlawed by DOT.

MG drunk driver-proofed the car by having a little colorful sequence show up on a screen when the key was inserted. Before the car would start, the driver would have to reproduce the sequence. The driver had three tries; if by the third the correct sequence had not been entered, the car would be impossible to start for an hour. The idea was that if someone was drunk enough, they wouldn’t be able to reproduce the sequence in the right order.

One of the few features from the SSV 1 to make it on a production MG are the huge rubber bumpers, though certain MG owners have reported seeing a sequence of flashing lights on the dash followed by their car not starting.

Toyota ESV

Toyota took a smaller approach to the ESV prototype: they developed a 2500 pound two-seater coupe. It was powered by a 1700cc mated to an automatic transmission, seen as safer than a manual transmission since it was run by a computer and not a human.

The prototype was packed full of electronics, including a system that adjusted the brightness of the headlight based on the car’s speed. The car also had radars to scope out the road ahead for obstacles. If one was found too close and the radar judged that a collision was unavoidable, it would send a signal to deploy the “gasbags”. The car also used what Toyota called failure warning board, a sort of on-board computer that monitored brake fluid level, engine oil level, etc.

Volkswagen ESVW-I

Staying true to Volkswagen tradition, their ESV had a 1700cc rear-mounted air-cooled engine. It developed 100 hp and was fully compliant with U.S. emissions.

Interestingly enough Volkswagen opted not to use airbags. Instead, they had seatbelts that automatically restrained passengers in the event of a crash thanks to gas-fired pistons. The car was equipped with what Volkswagen called a “silent co-pilot” system that calculated how much crosswind was hitting the car and from what side and electronically compensated the steering for it.

On the outside the bumpers didn’t stick out near as much as other prototypes and period Volkswagen literature bragged that their ESV had a “nearly normal” appearance, as opposed to other cars in the program.

Volkswagen built a second ESV in 1974, the ESVW – II, based on a first generation Golf/Rabbit. They exited the program soon after because they realized that the safety features would be too costly to implement in a production car.

Volvo VESC

Volvo has always been a leader in auto safety so it shouldn’t come as a surprise that they started developing the VESC in 1969, a full year before the DOT started the ESV program. With that said it was not developed with any of the program guidelines in mind but excelled anyways. It weighed a few pounds shy of 3,200 pounds.

The bumper had a seven inch travel distance to absorb shock and the engine was designed to get pushed under the floor in the event of a front collision, something Mercedes introduced on their W168 A-Class in 1997. To effectively stop the car ABS was fitted on all four wheels. On the inside, occupants were protected by both front and rear airbags.

The Geneva historics.

Geneva’s 81^st International Motor Show closed its doors a few days ago after a fascinating selection of world premieres. While most of the automotive press was busy writing about future cars, Ran When Parked was doing the opposite and taking a look at some of the cars that automakers premiered at previous Geneva shows.

1929: Mercedes-Benz SSK.

If we told you a car had a 7 .1 straight-six engine that made 220hp and gave the car a top speed of 120 miles per hour, odds are you wouldn’t imagine an expensive supercar. With a little bit of imagination you might imagine a lackluster 1970s American coupe the size of a train car. But by 1929 standards those numbers were amazing and the car in question was the fastest car around in its day: the Mercedes-Benz SSK. It was the last car designed by Ferdinand Porsche before he left to create the company that bears his name. Less than 40 were built and a good portion of them were raced with huge success, including first place in the 1931 Mille Miglia. If you see one, look under it to make sure it doesn’t have a Beetle engine – the SSK is one of the most reproduced cars in the kit-car world.

1967: Fiat Dino.

The Dino was the fruit of a cooperation between Fiat and then-independent Ferrari. Ferrari needed to quickly produce 500 V6 engines for Formula 2 homologation and feared that their 206 GT wouldn’t sell fast enough. They turned to Fiat for help, thinking that they could produce a car with that engine, market it for significantly less than the 206 GT and sell more of them. The result was the Dino coupe (by Bertone) and Dino spider (by Pininfarina). The only common point between the Fiat models and the Dino models was the 158hp 2.0 quad-cam engine; the rest was like night and day. Production carried on until 1972 with minor aesthetic changes and a displacement upgrade to 2.4. It’s worth noting that the 2.0 had an aluminum block whereas the 2.4 had a cast iron block.

1971: Maserati Bora.

The Bora was developed under Citroën's ownership of Maserati. It was drawn by Giorgetto Giugiaro for Ital Design. The Citroën influence was evident: the Bora had hydraulic brakes, hydraulic steering, a hydraulic clutch, hydraulically retractable headlights and even a hydraulic driver’s seat – small miracle that the power windows were electric and not hydraulic. The miles of hydraulic tubing that ran throughout the car sometimes failed, giving early cars a bad reputation.

The Bora was the first Maserati to have independent suspension. Under the hood was a 4.7 V8 that made 310hp. Later in the production run a 330hp 4.9 V8 was made standard. DeTomaso took over the brand in 1975 and the Bora limped on until 1978.

It’s worth noting that the Bora had a smaller sister, the Merak. The two looked almost identical but the Merak used the same V6 found in the SM.

1977: Porsche 928.

Rear-engined cars were quickly going out of style by the 1970s. Porsche designers were well aware of this so they started preparing a new, front-engined sports car that they presented in 1977. Porsche purists were outraged when they saw the 928: not only was the engine in the front, it was a V8, not a flat-six! And holy hell, is that a radiator? Blasphemy!

Once you looked past that the 928 was a very decent car. It had a transaxle mounted in the rear to give it a near-even weight distribution and aluminum body panels to save weight. The press was kinder to the 928 than purists were and named it the 1978 Car of The Year.

Several upgrades were made to the 928 during its long production run, including standard ABS from 1986-on. The 928 stayed in showrooms until 1995. The last version of it was the 928 GTS with a 320hp 5.4 V8.

1978: Toyota Starlet.

The first Toyota Starlet (called the 40 series) appeared in 1973 but its successor, the 60 series Starlet, was introduced throughout most of the world in 1978. The 60 series retained the 40 series’ 1.0 and 1.2 engines but Toyota added a 1.3 to the lineup. It was available either as a three door hatch or a five door hatch.

Toyota started sending the Starlet to the U.S in 1981. The timing was right; it was when Japanese cars were quickly overtaking Fiats and Renaults in the economy segment. The U.S. version of the Starlet used the 1.3 liter engine and was rear wheel drive, making it a bit of an oddity in a class flooded with front drivers. One of the Starlet’s most convincing aspects was its estimated 42 city/54 highway fuel economy. It left its place to the Tercel in 1984.

While the Starlet has been mostly forgotten throughout the world, it’s still fondly remembered in the drift and hill climb circles, where it’s not uncommon to see them competing.

1980: Audi Quattro.

The Quattro all-wheel-drive system that Audi is famous for today traces its roots back to the 1980 Audi Quattro. Audi started with a GT coupe and added a 2.1 turbocharged straight-5 that churned out 200hp, mated to the Quattro system and a five speed manual transmission. The Quattro is instantly recognizable next to a standard GT coupe thanks to its fender flares all around and its specific bumpers. Audi imported it to the United States in 1983 but very few of them were sold and even less of them are left today.

The Quattro was the first all wheel drive car in group B rally and was immensely successful until the FIA banned the group B in 1986 due to the high rate of deadly crashes. Certain rally versions of the Quattro were tuned up to 350hp

1986: Volvo 480.
The Volvo 480 filled a gap in the Volvo lineup that had been left empty since the demise of the P1800 in 1973. It shares certain styling cues with the P1800 ES like the glass rear hatch, though some have drawn an aesthetic parallel between the 480 and the Reliant Scimitar. Since it was Volvo’s first front wheel drive they had to experiment with an all-new rear suspension setup and consulted Lotus for advice. The engines came from Renault with the turbocharged variants looked over by Porsche. The end result was a quick little hatch with excellent handling.

Interestingly the 480 was designed for the US-market but an unfavorable exchange rate between the US and Sweden caused Volvo to cancel that project and confine sales to Europe. Production stopped in 1995 and it wasn’t replaced until the C30 came along at the 2006 Paris Motor Show.

1993: Citroën Xantia.

The Citroën Xantia replaced the BX, whose angular design inside and out already looked a little dated by the early 1990s. It was sketched by Bertone and used a variety of PSA gas and diesel engines, including the 1.9 carried over from the BX. Following the tradition started by the GS, a station wagon version complemented the Xantia lineup in 1995. A relatively unknown turbo 4x4 Xantia won five French rally championships in the 1990s but couldn’t shake the Xantia’s image of a grandpa’s car, an image that Citroën’s entire lineup suffered from in the 1990s.

What really set the Xantia aside from the competition was its hydraulic suspension, giving it a best-in-class ride and handling. More expensive models like those equipped with the 3.0 V6 benefitted from the XM’s more advanced hydractive suspension. The hydractive eliminated some of the body roll typically associated with hydraulic Citroëns and eliminated their tendency to drop when parked, all this at the cost of an extremely complex electronic system that was not always reliable.

It was given a slight redesign in 1998 (pictured above) and carried on until 2002.

2001: Lancia Thesis.

You wouldn’t think so by looking at their current and recent lineup but Lancia used to be an independent company that made excellent luxury cars. If you’re skeptical, a ride in a 1960s Flaminia will easily convince you of it. Since the Flaminia Lancia had struggled in the luxury sedan department and hoped the Thesis would help them restore that image.

The Thesis’ style was prefigured by the Dialogos concept shown at the 1998 Turin Motor Show. The production version looked similar but had lost the concept’s rear suicide doors. It was powered by a series of Fiat engines, including the straight-5 2.0 turbo and the straight-5 2.4 JTD.

Controversial styling and Lancia’s declining brand image were two illnesses that the Thesis suffered from. Poor advertising took a stab at the car, too. Few people knew the Thesis existed and the first thing that was really said about it in the press was that it was selling poorly. These factors contributed to the Thesis’ failure but the end could be seen a mile away.

In the late 1990s Lancia’s flagship was the Thema, based on the tipo quattro platform shared with the Saab 9000, the Alfa 164, and the Fiat Croma. In ten years they sold 358,000 Themas. Its replacement, dubbed simply the K (prounounced Kappa, from the Greek alphabet) came in 1994 and 117,000 of them found a home until 2001, a huge step backwards compared to the Thema. When Lancia axed the Thesis from its lineup in 2009, they had sold only 16,000 of them. A vast majority of them stayed inside Italy (the only country that’s still vaguely aware of Lancia’s existence) where the government still maintains a fleet of them.

2002: Volkswagen Phaeton.

Much like the Lancia above, Volkswagen’s Phaeton is a brilliant luxury car that has been unjustly ignored. It made its debut in showrooms in 2002 and competed directly against class heavyweights like the Mercedes S-Class, the BMW 7-Series and its cousin the Audi A8. It had all the luxury bells and whistles that these cars had like a four-zone climate control system and available air suspension. On the menu was a wide array of engine options including a VR6, a V8, a W12 and two TDIs.

In short, the Phaeton had everything a luxury car should have and should have been a serious contender in the segment but unfortunately, few found the idea of an expensive Volkswagen riding on a Bentley platform convincing. Sales were unspeakably low, leading Volkswagen to remove the Phaeton from the U.S. market, though the internet rumor mill says that it might be back soon. It still enjoys steady sales in Germany and in China; in fact, the facelifted 2011 Phaeton was shown at the Beijing Motor Show, not at a European show.

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Moderately Priced Mid-Engined Cars

Automotive manufacturers have understood the advantages of placing a car's engine in the middle (or, behind the driver and ahead of the rear wheels) for some time. By placing the engine there, the weight balance of the car can be made much more even over the front and rear axles. This allows (in most cases) for superior handling over front-engined cars, which tend to understeer, or rear-engined cars, which tend to oversteer. Auto Union grand prix cars from the '30s, designed by Ferdinand Porsche, were some of the earliest examples of this configuration. At the time, it was considered somewhat unstable, but the greater advantages of mid-engined design were continually explored, perfected, and adopted in particular on racing cars by nearly all manufacturers. It was not until the 1960s that mass-production of a mid-engined road car would really begin.

Not all mid-engined cars have to be outlandishly expensive supercars like Ferraris or Lamborghinis. There are a few examples of these well balanced sporting cars that the "average Joe" can afford to purchase and enjoy, even as a starter classic. So, we have prepared a list of some moderately priced mid engined cars for the masses which can be had for under $20,000. Granted, in the long run, some can end up costing you much more, but let us start with the most affordable:


Toyota MR2 (1984-2007)

The Toyota MR2 has the great advantage of being affordable, fun, and reliable though to be honest, they're not exactly the most desirable of the lot here. Honestly, most people don't dream of some day owning a Toyota over say, a Porsche, Lotus, or nearly anything Italian. Nevertheless, they're a good starter sports car or easy-to-run weekend runabout.
The original MR2 of 1984 featured crisp styling as boxy as one could expect from a 1980s design. The car was designed in cooperation with Lotus and it's not surprising considering the car's light weight and excellent handling. Initially, a 1.6 L DOHC four-cylinder engine was mounted transversely behind the passenger compartment. While it wasn't exactly the most powerful engine in the world, it was quick and eager to rev.
By 1986, an optional T-top roof configuration was made available, adding some appeal to those desiring an open air experience. These early MR2s can be had for just a few thousand dollars (or less if they're an abused example in need of some care). Beware though - they are getting old and they are made in Japan - rust can be an issue.

In 1989, the MR2 went through a complete redesign with a more rounded and organic body. The car weighed a few hundred pounds more than its predecessor, though it also became more powerful, and even a 200hp turbocharged variant was available. Again, the T-top was offered. These Turbo models obviously cost a bit more even today, though finding a decent example for under $10,000 is not at all unheard of.

Finally, the last of the MR2s, the Spyder, marked a rather drastic change in direction from the previous two generations. Another complete redesign made the sporting Toyota a full roadster for the first time. The very successful Mazda Miata must have left them wanting a piece of the market. The "new" MR2 also lost the pop-up headlights of past models and also, several hundred pounds over the last generation. Once again, the model was light and very nimble, though only a 1.8 L four-cylinder was available, and alas, no turbo. To many, these are the best of the MR2s and since production stopped in 2007, they can be purchased quite cheaply from roughly $8,000 to $15,000.

Fiat X1/9 (1972-1989)

The Fiat X1/9 was a rather radical departure for the company known for its small economy cars and classic Italianate roadsters. The crispy body was styled by Bertone and the basic drivetrain was that of a Fiat 128 moved to the back. While initially, the X1/9 weighed in at roughly 2000lbs, the anemic 1.3 L four-cylinder was hardly a powerplant for a sports car, producing a wheezing 75hp and virtually nothing in terms of torque.
The car did have the advantage of a fairly stiff body, a removable top, and of course, good handling. Furthermore, it also had some luggage capacity, which is typically at a premium on mid-engined cars. Granted, I wouldn't choose one to take on a cross-country camping trip, but some weekend luggage would fit.
As Federal crash-test regulations increased, so did the bumper size as well as weight. Smog equipment further taxed the engine and decreased it to a down-right poor 63hp. By 1979, a larger 1.5L engine was fitted and added a little much-needed power. Fiat left the US market in 1982, and the X1/9 was marketed as a Bertone until 1987. World-wide production and sales of the car ceased in 1989.

While the earlier cars are a little better looking and lighter, later cars do have advantages in terms of a little more passenger space and better rust-proofing. Being Italian and from the '70s, rust is naturally a major concern when purchasing an X1/9. It's not hard to tune one to respectable performance provided local laws allow it. Fortunately parts are readily available as about 160,000 were made and it utilizes many standard Fiat parts. Finding a decent example may be difficult, but should only cost you well under $10,000. Be prepared though - it's Italian, and it will break.

Lancia Montecarlo / Scorpion (1975-1982)

The Montecarlo (or Scorpion to the US market) was originally intended as a big-brother to the Fiat X1/9. The Scorpion / Montecarlo, however, is larger and perhaps most importantly, more powerful. Unfortunately, the Scorpion was very short-lived in the US market (sold in only 1976-77), though a few Montecarlos have been imported. Unlike the 2.0L European counterpart, the US Scorpions were only sold with a 1.7L four-cylinder offering only 80hp. Still, the Pininfarina styled body is aesthetically more pleasing to many over the Bertone X1/9 and the weight nearly the same.
One unique feature of the Lancia design is the large retracting canvass roof. Though not all Montecarlos had this feature, all Scorpions did. Naturally, being Italian, build quality was always questionable, but you can't deny that the cars certainly have that Mediterranean flair.

As I'm sure one could expect, reliability and rust are the biggest problems with the Scorpion. Furthermore, these cars were notorious for easily locking the front brakes and creating a rather scary situation for the driver. It wasn't until after US sales stopped that Lancia simply removed the brake booster as a quick solution.
The Scorpion is a rather rare beast here in the States as only 1800 were made for the American market. If you find one, it's important to make sure the car has been well taken care of and is properly sorted out. If not, you could be in for the nightmare of your life. In spite of the car's relative rarity, prices vary considerably. A fixer-upper could run you only a few thousand - a restored example around $20,000 or more.

Porsche 914 (1969-1976)

Here at RWP, we're no strangers to the Porsche 914. In this writer's humble opinion, having grown up with these, it is one of the most under-rated sports cars ever made. The styling may take some getting used to for some, but the 914 seems to fit very well with the rest of the classic Porsche stable. The bodies were assembled by Karmann and were fitted originally fitted with either a VW-sourced "Type-4" engine, or Porsche's classic flat-6. When the 914 was introduced, it was largely applauded for its spaciousness, two trunks, removable hard top, and superb handling. If you opted for the 1.7 L flat-four engine, however, you'd be less than impressed with the performance. The 914-6, on the other hand, was fitted with the same 110 hp 2.0L flat-six as an early 911. The problem though, was the rather high price which fell just short of a 911T at the time. Not much of an "entry-level" Porsche in those respects.
By 1971, Porsche saw that the 914-6 was too costly and opted to drop it from the line. In 1973, a 95 hp (100hp outside of the US) 2.0L variant of the VW engine was offered and gave the car a good balance of performance and price. The base-model was uprated to a 75 hp 1.8L as well. These would be the first mass-produced cars with electronic fuel injection. The 914 was never really a "cheap" car, and lower-cost competition from Fiat, Datsun, and Triumph, for example, made the 914 rather hard to sell.
By 1975, big Federal bumpers and smog equipment did their best to kill the 914 like so many other imports. Sales dropped along with power (the '75 and '76 cars all had the 2.0 but were de-tuned for emissions) and the 914 ceased production.

Many 914s have been tastelessly and poorly modified to American V8s and/or fitted with body kits and other gaudy accessories. These should probably be avoided. 914s were often abused over their lifetime and a good, rust-free example can be tricky to find, but they're out there if you look - Porsche built nearly 119,000 of them. It's easy to hot-rod a VW engine and most 914s are old enough to get around emissions regulations. A '73 or '74 model is probably the most desirable, as they have a better shift linkage, smaller bumpers, and decent power. There are some well done 6-cylinder conversions as well. Expect to pay $10,00 to $18,000 for a nice 4-cylinder and an original 914-6 may run well over $20k. They're very reliable and VW parts keep running costs down, but be warned, anything with a Porsche part number is pricey.

Lotus Europa (1966-1975)

You could say that this is the one that started it all, in terms of mid-engined road cars. The Europa was the first "mass-produced" production car to have the engine in the middle (if you consider less than 10,000 units "mass"). Like earlier Lotus designs, the Europa used a steel back-bone chassis with a fiberglass composite body. Say what you will about the styling (some love it, I personally hate it), but it was certainly aerodynamic with a drag coefficient of 0.29. This, combined with a curb weight under 1,500lbs made for a very nimble car.
Power was sourced from the Renault 16's 1.5L four-cylinder and 4-speed gearbox and tuned to a respectable 82hp. in 1968, the S2 variant was introduced with several refinements over the original design. These are probably the most desirable of the early cars. Finally the 1.5L Lotus Twin-Cam engine became available in 1971 along with a change in the body. The rear "flying buttresses" were carved out a bit to make it easier to see out of the incredibly tiny car.

As far as practicality goes, there essentially is none with this Lotus. It's very small, hand-made in England and therefore likely to have build quality issues, and probably the most unsafe of this entire lot of cars. That being said, they're incredible fun. Values for these cars are rising, particularly for an early example or a Twin-Cam. Watch out for typical electrical gremlins and poor fiberglass repair that could literally leave the body coming apart at the seams. Lotus made relatively few of these, but they're still out there for $10,000 to $20,000+ if you can find them.

Lotus Esprit (non-V8s 1976-1996)

Lotus again employed the proven fiberglass body over steel backbone chassis design for the Esprit. The wedge-like design of the Esprit was also becoming somewhat of a Lotus trait in the era, referencing some of their racing cars' shapes. Like most of these early Lotus models, it has a bit of a kit-car feel to it, which some may not like. Regardless, the Esprit was another great "driver's car" in terms of its road holding and feel.
The earliest examples of the Esprit were powered by Lotus' own 2.0L "Torqueless Wonder" power plant driving the wheels through a Citroen SM transaxle. As you'd probably expect, these are the slowest of the Esprits, and probably the most prone to quality issues. The S2 had various improvements over its predecessor, though the engine remained the same. In 1981, a lightly re-worked Esprit, the S3, was equipped with a more powerful 2.2L Lotus-built engine. A turbocharged version also hit the market, finally adding some much needed "real" power.

In 1987, a less angular and stronger body was fitted to the Esprit. These cars mark the transition to the "modern" Esprits. Various trims and engine specifications were available throughout the 1990s and it actually seemed as if the design was finally coming into its own and shedding the 'kit car' image. Beginning in 1996, a turbocharged, all-aluminum, 350 hp V8 developed by Lotus found its way into the car. These are the fastest of the Esprits, but also the most expensive. In terms of being an "affordable" mid-engined car, they're a little too far off the chart.
Like anything, condition is a large factor in price with these cars. You can find an earlier model for around $10,000 or so, but unless you're willing to spend a lot on repairs, you may be better off finding a later S3 model that's been well taken care of. These can be had for under $20,000, but a really nice one can be significantly more. V8 models are usually well over $25,000.

Porsche 986 Boxster (1996-2004)

It hardly seems like it was so long ago that the Boxster was automotive industry front-page news. Porsche was having a hard time financially, and the 986 marked the beginning of a new era in Porsche's history. The completely new design was a significant departure from the line-up preceding it, which were cars all based on designs dating back to the 1970s or earlier. Porsche was no stranger to water-cooling by this period (924, 928, 944, 968, etc.) but this was the first time the company used it on typical flat-6 engine layout.
Everything about the Boxster was new, including the very method in which Porsche produced the car. To keep costs under control and therefore make the model a success, the Germans actually hired Toyota to advise them on production processes and parts sharing. The Boxster shared much in common with the 996 series '911' including styling cues such as the unique headlights. Perhaps realizing that their last attempt at an entry-level mid-engined car (the 914) was rather distant from the classic Porsche shape, the Boxster bore more than a passing resemblance to the legendary 550 Spyder.
At its debut, the Boxster could be purchased for just under $40,000 - a relative bargain compared to a 911 and even more so when one considers the arguably superior handling over its big brother. Granted, power wasn't as great - the 986's engine was initially a 200 hp 2.5L - but overall, the whole package was just what Porsche needed to revive the company. Boxsters sold faster than they could be built.
Some criticized the Boxster for being a little too cheaply built, particularly in interior quality. Early cars had issues with engine failures due to production flaws and as a result Porsche instituted a massive recall program. Most of these cars had entirely new engines fitted under warranty and are trouble free.

In addition to great handling and a full roadster layout, the Boxster, like the 914, has two trunks and therefore a considerable amount of luggage space for a car of this type. Like all Porsches, year-to-year changes are numerous, but perhaps most important is the fitment of a more powerful 2.7 L engine in 2000. Boxsters are perhaps the most common Porsches on the road today. Fortunately for those wishing to own one, prices of used models are fairly low. Certainly some have been abused, but a decent late-90s example can be had for a very resonable $10,000 or even less. Later models and "S" spec cars may run closer to $20k and a second-generation "987" series will be higher still.




Photos are not the property of RWP and we do not claim credit for them

An Inconvenient Truth About Hybrids

Above: Arguably the world's first 'hybrid' powered car. 1901 Lohner-Porsche

In the late 1990s Honda developed the Insight – the first mass-produced hybrid car to hit the market. It uses both a small gasoline engine and an electric motor powered by both a generating system and nickel cell batteries. The Insight was cute looking, purportedly got 70 miles per gallon, and rated as an ultra low emissions vehicle. There are a few reasons why a person may want to purchase a hybrid-powered vehicle. With the cost of gasoline now over $3.00 per gallon, the appeal of a vehicle that gets better fuel economy is easy to understand. With growing concerns over the environment such as global warming, a car that is rated as having ultra-low emissions is also appealing. So what’s not to like about the hybrid car? Driving a hybrid car is a symbol of just how much you love our earth and are also craftily avoiding paying as much at the pump. If you still wish do drive an obnoxiously large vehicle, you can even get hybrid SUVs from a few different manufacturers.

Unfortunately, what most people don’t realize is that it’s not quite that cut and dry. Somewhat ironically, the biggest problem with a car called the Insight (and hybrids in general) is what you don’t know about them. In the greater scheme, hybrids can actually be bad for the environment and most likely will never save you any money at all, if not simply end up being very expensive in the end.

The notion of an expensive economy car is of course oxymoronic. Yet essentially, this is what vehicles such as the Honda Insight or Civic Hybrid and Toyota Prius and Camry Hybrid are like. According to Honda’s website, a base model Honda Civic with a standard gasoline powered engine lists for $15,400. This car is capable of 36 miles per gallon from a four-cylinder engine with 140 horsepower. Respectable statistic for a relatively inexpensive car. The Civic Hybrid meanwhile lists at $23,550. It’s capable of 110 horsepower and can get up to 45 miles per gallon. While this is 9 miles per gallon better than its more conventional brother, the $8,100 more price tag is a bit of an eye opener. Lets say for the sake of example that the average person drives 15,000 miles a year. If you divide that by the fuel economy of each vehicle respectively, you will find that the annual savings in fuel by driving the hybrid civic is 84 gallons. Therefore, if gas is around $3.50 per gallon, you will save just under $300 in fuel per year. That means that at the current fuel price, you would have to drive the car for over 25 years just to break even in regards to initial purchase price.  Rarely do people keep a car – especially an economy car such as a Civic – for anywhere near that length of time.

To look at it another way, CNN Money recently published an article citing a similar example of their own stating: “A hybrid Honda Accord costs about $3,800 more than the comparable non-hybrid version, including purchase, maintenance and insurance costs. Over five years, assuming 15,000 miles of driving per year, you'll make up that cost in gasoline money if the price of gas goes up immediately to $9.20 a gallon and averages that for the whole period.”

Lets say now that just for another example perhaps you actually were willing to keep a Honda Civic Hybrid for 25 years, or in the case of an average 15,000 miles per year, until it reaches 375,000 miles. According to an article published by The Second Supper, the Honda Civic hybrid requires that its battery packs be replaced approximately every 80,000 miles. The cost of replacing them averages around $5000. Therefore, a hybrid with 375,000 miles on it would have had new batteries replaced at least four times in it’s life at a cost totaling $20,000. Remember that the car cost $23,500 to begin with and has undoubtedly depreciated significantly. Those maintenance costs are based on the hybrid battery packs alone. This does not include anything else likely to fail in that time such as the other electronics, the engine and electric motors, and normal wear and tear.

An article on hybridcars.com points out something called the “Dust-to-Dust” report that studied all the new vehicles produced in 2006 and rated them on energy consumed over their lifetime. This factors in production, running, and finally disposal of the vehicle. It then breaks it down further based on the cost of the energy used and the likely lifespan of the vehicle and will actually show the cost per mile of driving each car. The industry average was $2.28 per mile. The Honda Civic Hybrid and Toyota Prius both ranked over $3.20 per mile, which is actually more than a Hummer H2 at $3.02 per mile. For comparison a non-hybrid Civic came in at $2.42.

So this leads into the actual environmental impact of hybrid cars. Not all hybrids are rated with the lowest possible emissions ratings as one may expect. In fact, Honda’s Civic Hybrid is rated ULEV or Ultra Low Emissions Vehicle. Interestingly enough though, the Porsche Cayenne SUV rates the same as well. While hybrids do use less fuel and also produce fewer exhaust emissions, they require a significant amount of nickel for their batteries. The nickel is mined from the earth in open cast mines. This sort of mining can be highly detrimental to the surrounding environment. As one source stated, a mine in Ontario that supplies nickel to Toyota has effectively created a wasteland within a 10-mile radius from the pollution and destruction of the process. The nickel is then shipped to a factory in China where it is processed for use in the battery packs. From China, it is then sent to Japan, where the Prius is manufactured and lastly, as in the case of a car purchased in the United States, the finished car is shipped overseas for sale. The amount of energy used in transporting the materials for production and back to the North American market alone must be astounding.

So to sum this all up, yes, hybrid technology does sound like a promising proposition and I’m not claiming there aren't some benefits to it. The problem remains however that this budding technology still leaves a lot to be desired. It is expensive purchase a hybrid and clearly not worth it from a purely economical standpoint and the environmental impact is far greater than one would really expect. Raping the earth for material to build hybrids is not a good way to show the earth you care about it. There’s a lot of hype and deception surrounding the hybrid car and anyone considering purchasing one should be made aware of it. 

(This was a speech I wrote for a class at Penn State University. Nevertheless, I think it's worth publishing here as well.)

Below: The Honda Insight - based on an idea Porsche abandoned over 100 years ago.

Road test: 1991 Toyota Corolla

A couple of summer ago, I needed a car and ended up buying a 1991 Toyota Corolla from a friend. Having never owned a Japanese car before, I didn't know what I was getting myself into. Wow, what a surprise.

The interior is very well built and holds up well. You'll never see torn seats or cracked dashes in these. The plastic used inside is durable and will never break (especially not the door handles or the window cranks), you can tell Toyota designed and built this car to last a long time.

The free revving 1500cc 4-cylinder provides all the passing power you could ever want and enables the car to keep up with even the most high end cars on the market today. The five-speed manual is precise and geared just right. Alternatively, you can opt for the sporty automatic with its quick shifts.

It's pure bliss to drive. You really feel in touch with the road. It's glued to the road at freeway speeds and especially if it's raining outside. It corners beautifully thanks to the fine-tuned suspension. It never gets stuck or loses traction in the snow.

Toyota went the extra mile when it comes to rustproofing. I have never seen a spot of rust on a Corolla, or any Toyota of that era.

The downside to owning a Corolla is that since they're so well built, they're very rare to find in junkyards if you need spare parts. But that's cancelled out by the fact that the chance of having to replace something is slim to none.

I sold this car in December 2006 and I regret that decision to this day. Due to it's rarity, values will skyrocket and it's sure to one day become a very valuable classic car that loads of people will lust after.

Land Cruising

I spotted these Toyota FJ-40 Land Cruisers in the back parking lot of Toyota of Ann Arbor. These classics were all low mileage, but rusted absolutely beyond belief thanks to what appeared to be continual use as snowplows. I wouldn't be half surprised if they had been used for 25 or 30 years.

The photos should speak for themselves. These old Cruisers are rare sights and it seems that fewer and fewer are preserved. Those that don't wind up as hacked up four-wheeling monsters rust away into nothingness. At least these colorful 4x4s are being used, I suppose.