All this is changing.

The unexpected upside of the climbing MPG standards is seeing carmakers find ways to get more power from smaller engines and place them in cars which weigh less. More power and less weight are the first two ingredients of every fun car. Meanwhile, after cranking out trucks of every size and bland front-wheel drive cars with economy instead of style (Prius, I’m looking at you) companies are realizing that we might “need” a mini-van, but people want a car to make them feel like a ten-year-old.

So here’s a list of the great new cars available for under $30,000. Each one is rear-wheel drive and packing enough genuine performance to rekindle a love for driving:

MX5 Miata – The MX5 has been around and loved for so long because it remains one of the best cars for affordable driving fun. The NC body style (2006-now) is due for a refresh with rumors it too will be smaller and lighter. But the current version is agile and involving with the top up or down. 168hp. 2,500lbs. $23,000+

SubaruBRZ/Scion FRS – Twin cars from Subaru and Scion. Subaru did the mechanicals, so the reliability and driver sensations will be bombproof. Toyota did the styling, which could be good or bad depending on your opinion. But there’s no question that the low-mounted boxer engine and rear-wheel-drive in this light weight package will be a blast to drive and one of the best balanced cars on the road. Now if they’ll only make a turbo… 200hp. 2,700lbs. est. $22,000+.

Hyundai Genesis Coupe 2.0T – The Genesis Coupe has continued Hyundai’s dominance of well made and affordable alternatives to the competition. The Coupe is getting a much needed refresh with better styling and upgraded engines. The affordable 2.0Turbo model will now have 276hp, nearly as much as the outgoing V6. Add to this the revised and improved interior materials and this is tough to beat. 274hp. 3,300lbs. $22,000+.

Mustang V6 – A V6 Mustang used to wear a rental car stigma like a badge of shame. But when the V6 now offers 300hp and costs less than $30,000 it’s hard to not feel inspired. Add this great engine to the most sporty and responsive chassis Mustang has ever had and the result is a surprising sportscar bargain. 305Hp. 3,500lbs. $22,000+.

Honorable mention goes to:
Camaro V6 – Also has a V6 with over 300hp, but suffers from a weight problem.
Challenger V6 – More style than sports car, with the same issues at the V6 Camaro
BMW 1 series – Technically starts under $30,000, but the good engine and any options push it well past 30k.
Nissan 370z – Most of the fun of a Porsche Cayman for half the price, but that still means that most properly optioned versions cost around $35,000.

To understand how turbos and superchargers work, it helps to think of an engine as a machine that breathes. It inhales in order to create an explosion at the spark plug, and exhales to get rid of the exhaust. So just like humans, the thicker and more available the air, the better an engine can perform. Each cylinder is the epicenter for thousands of controlled explosions every minute, and providing an engine with more air allows for more fuel and each explosion can be more powerful.

Turbos and Superchargers both “supercharge” the air by compressing more into the same space. A “naturally aspirated” engine takes in only as much air as can be found at whatever elevation it operates. A supercharged engine can horde more air and force as much as possible through the system no matter what altitude or pressure its surroundings might provide.

A turbo looks and runs similar to a hair drier, sucking air into it’s snail-shaped turbine to pressurize it before blasting it out the front. The exhaust leaving an engine actually spins the turbo, ramping it up to optimal levels of compression by using the movement of the waste gasses. This creates the lag, or slow feeling, when a turbo car first gets moving. Once enough exhaust pressure builds to drive the turbo, the engine will kick back power far beyond its size.

Superchargers look like fan-bladed rolling pins interlocking together to shove air between them. Unlike a turbo, the supercharger is belt driven directly from the engine driveline. While this direct-drive eliminates lag, it requires more engine power just to keep the supercharger moving. For example, the supercharger system on the Corvette ZR1, requires the horsepower from a small hatchback in order to move.

Either way, turbos and superchargers allow smaller engines to put out big power. And while a naturally aspirated engine loses power as it climbs to higher elevations, cars with turbos and superchargers can compensate. For those in any mountain town this can be a godsend and buying a turbo or supercharged model means you might actually get the horsepower the carmaker claims.

Like Pepsi vs. Coke, there is an ongoing debate about whether superchargers or turbos are better for the enthusiast driver. But consider that some automakers, like Audi, use both technologies depending on the model. General Motors and Ford also use both ideas, with small cars using turbos and big bruisers getting superchargers. The answer depends on the car and your usage.

Ultimately, just know that if you want performance with your MPG, or live at high altitude, you’ll want your next car to say “Turbo” or “Supercharged” on the back. I’m not saying go buy these badges and stick them to your trunklid, either. Do yourself a favor, embrace smaller engines with a turbo or supercharger. The result will be better MPG and more high-altitude power.

Truly a win-win.

Next up was Toyota, stepping into the void of world’s largest volume seller and holding aloft their reputation for safety and quality. Then “unintended acceleration” took over twenty-four-hour news and Toyota made the blunder of ignoring the problem until they found themselves behind the eight-ball of public opinion. For a time it seemed a different fix was being suggested nearly every day as some news stations tried to create the problem on camera. Then even the Prius was included in the recalls and Toyota was revealed as wrought with the same issues that had crippled GM. In the quest of huge volume, Toyota had cut costs and gone for fast and cheap when pressured. Now, their stellar safety reputation will never be quite the same.

Still the lessons go unlearned as now VW is obsessed with taking the crown as world’s largest automaker. They’ve been strategically absorbing brands of all types, from questionable low-rent names like Skoda, to historically lauded marquees like Bugatti. And of course, they’ve now even taken over Porsche. Yet, like the Romans showed us… eventually an empire gets so large that it can’t be maintained. The future of Volkswagen’s quality remains to be seen, but history suggests things will turn for the worse.

When I look across the brands under Volkswagen, like Audi, Lamborghini, and Porsche I see a long line of cars worth owning and aspiring to own. It would be quite tragic to have Audi’s interiors fall from grace, or Porsche’s reliable enthusiast dreams turn to nightmares. Because of course when a company does reach the number one spot, there’s only one direction left to go.

No matter what happens with Volkswagen, I fear this disease will continue. Hyundai for example is hell-bent on passing their Japanese counterparts. Their products have been revolutionized and that’s wonderful to see. However, their goals are growing just as fast and dreams of number one aren’t far behind.

What’s the point of being the biggest car marker in the world? We’d benefit more if all these companies decided they wanted to just be the best.

Until now, hybrid cars have been the transportation for anyone more concerned with their gas mileage than driving fun. For me, removing enjoyment from the equation sounds about as good as sugar-free chocolate. But, Honda did fun efficiency before with their CR-X three door in the 1980s, so there’s hope.

The interior keeps your hopes alive with a driver centric gauge cluster anchored by a large tachometer front and center. Yet, most promising is the six-speed manual gearbox and a clutch pedal. This is the only hybrid available with a manual transmission and I have to wonder how many current hybrid owners even know how to drive a manual transmission. This gearbox alone requires more driving involvement than any green wheels you’ve come across. Then there are three drivers settings, Normal (the default) Eco, and Sport. Of course this could just be for show, so I decided to test this supposed sportiness by driving the CR-Z on a track.

I sat track-side with the Sport button firmly pressed and much more likely track cars flying past. With a deep breathe I dropped the hammer on the CR-Z and entered the fray. The 1.5 four cylinder is taken from the Honda Fit and it is a perfectly acceptable engine for a non-track bound economy car. Thankfully, in the CR-Z it benefits from a 58ft lb torque increase because of the constant torque electric motor. The result is an instant surge of power right above idle, making the CR-Z bolt from 0 with the surge of a good V6. In fact, the power curve is nearly the opposite of the typical Honda four cylinder. Instead of revving your way to stratospheric RPMs to find some power, the CR-Z offers it right away and runs out of breath as you approach redline. Thus, there’s plenty of power for any city commuting situation, but don’t expect to pass an 18-wheeler at 80mph.

Down the high-speed back straight I got passed by all manner of faster track machines, but when the corners got tight the little Hybrid held its own. There’s none of the wallow and float of typical hybrids (I’m looking at you, Prius), instead this car actually feels taut and light. Push the CR-Z hard in tight corners and the rear end will actually threaten to step out as if trying to do an impersonation of high powered RWD. The Honda breeding is felt here as the old CRX and some of the hot civics have teased this as well.

Of course, the manual gearbox was the real reason I didn’t feel completely out of place on hairpins and rumble strips. As I snatched each gear without fail it brought back memories of the amazing 6 speed in the Honda S2000. The CR-Z doesn’t have the perfect transmission of the sports car, but they definitely come from the same gene pool. And even though the CR-Z is available with a CVT automatic, the manual gets more horsepower and torque. Admittedly it’s only a few more of each, but CVTs are about as visceral as watching bowling on TV. Trust me, you want the manual.

I rolled off the track pleasantly surprised and believing Honda has actually brought some sport to this segment, but what about the Hybrid part? With the manual transmission, the CR-Z is good for 31mpg city and 37 on the highway. Those aren’t exactly ground breaking numbers, as most other hybrids will do better. The Prius is the king of gas sipping, but the Ford Fusion and Honda’s own Insight & Civic Hybrids also come in above the CR-Z. In fact, the all gasoline Mini Cooper posts almost the same numbers as this little Honda.

So who is the CR-Z for? It’s not enough of a sports car for the true two-seat rocket crowd, but it’s not enough of an MPG star to wow anyone with a green axe to grind. In fact, the Mini Cooper may be its best and only real competition.

What Honda has made is the week-day car for the weekend car junkie. The CR-Z is the answer for those who want an affordable and efficient commuter car while still believing driving is important. Sunday mornings may be for twisting up a canyon road in your favorite sports car, but Monday is about surviving stop and go. The CR-Z is efficient enough to survive the city, but won’t embarrass you if you blast up an off ramp at 70 or decide to take the back way home.

The CR-Z is a tiny car, shorter than the Honda Fit and down two seats, but it still offers a comfortable ride for two and lots of storage capability. Instead of back seats, Honda is only offering some plastic lined compartments in the US market. These fold flat for a sizable cargo floor bound to hold a big trip to the grocery store, or leave them upright for quick-grab items.

If you’re considering a hybrid for your day-to-day commuting and errands, the CR-Z is worth a test drive. No other hybrid offers as much driver involvement. The CR-Z is available now with a starting price around twenty-thousand dollars. Load one up with everything you can imagine and still roll away from the dealer for about twenty-five. While it isn’t the best sports car or perfectly efficient hybrid, it offers a real sampling of both. Think of it as far better than sugar free chocolate but not quite the really rich stuff either. The CR-Z is semi-sweet. And for some, that will be just perfect.

- Todd

Have you driven the CR-Z? Agree or disagree? Tell us in the comments below!

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We have one simple goal: helping people find cars which meet their needs and are still fun to drive. Badges are mostly irrelevant to us, as every carmaker offers a range of good and bad vehicles.

Sometimes people have raged at us for not believing every BMW is amazing, or every Hyundai is terrible. We try to judge each car on its individual merits. But once a brand gets a certain reputation, good or bad, it proves very difficult to change the public’s perception. Witness Hyundai’s current tag-line of “Think about it”, acknowledging that most consumers won’t even consider their growing number of really competitive cars.

Which brings me to Toyota. In the past few decades, they have pursued the goal of surpassing GM as the largest car company in the world. And in the process, Americans not only bought millions of Toyota products, but embraced them as the leader in safe and reliable transportation for the masses.

Now due to sticking gas pedals and failing brakes, Toyota has issued recalls for more than 8 Million vehicles worldwide. That’s equivalent to nearly 5 years worth of Toyota sales in the US. And now that the Prius is included, even their most cutting edge product shows weakness.

How does this happen?

First, we must remember that every carmaker does recalls. And over the years there have been many huge recalls. With thousands of parts in each car, made by many suppliers, and built at high speed … something, somewhere is going to prove faulty. A recall doesn’t make a car fundamentally unsafe. A tiny percentage of vehicles ever suffer from faulty parts, but once that number reaches a boiling point of potential lawsuit and public outcry then the automaker must cast a wide net and try to cover everyone. A quick viewing of “Fight Club” will explain this nicely.

The real unknown is the potential damage to Toyota’s image.

Remember the Audi 5000? In the late 1980s, the 5000 was blamed for a series of accidents and deaths reportedly caused by “unintended acceleration” (Toyota’s current problem). It became a huge news story and eventually even had a live demonstration on 60 Minutes. Except that the problem was ultimately proven to not exist, the accidents were attributed to driver error, and the 60 Minutes report debunked as staged for TV. But Audi’s sales fell off a cliff, and they gained a reputation as cars that would dart off without warning. Perception was as good as truth, and Audi nearly pulled out of the US market all together.

The damning part for Toyota is the reports that they knew of these problems and never admitted it publicly until there was no choice. For a company priding itself on safety and reliability, this feels shady even if it proves to be an honest mistake lost in the red-tape of an enormous company. But Toyota is running scared, as evidenced by their new commercial showing dedicated folks hard at work fixing… well, we aren’t actually shown but every part of it has been well crafted to give us the impression that Toyota cares.

The biggest suggestion we can offer is this: Don’t Panic. If you own one of the cars in the recall, driving it to your dealer is not going to get you killed. Toyota grew quickly and began to cut corners to save costs. The result is some faulty parts. They aren’t the first automaker to do it, and they won’t be the last.

The other thing to remember is that no car company is incapable of failure… or greatness. Branch out from the brands you’ve always bought and test-drive the best cars in your market segment. We’re here to help you. And you deserve to drive something worthwhile.

There are no great brands. But there are many great cars.

The Smoking Tire is hosted by Matt Farah, and grew out of the well known Garage 419. Matt is a great guy who seeks out anything fun on wheels, from scooters to track cars and everything in between. He was one of the first journalists to drive the Ford Raptor pickup, and excels at giving viewers an insider look at car events like SEMA. Plus, he speaks his mind on the cars he drives, so we were instant friends.

Motorz is hosted by Chris Duke, and grew out of the F-150 community into one of the best known installation shows anywhere. Chris demonstrates all kinds of installations for cars and trucks in an easy to follow and enjoyable style. Motorz has a reputation for inspiring its viewers to pick up tools and do things for themselves. Chris is a great guy and natural teacher.  Watch and learn the confidence and tools to make your ride more your own.

Both of these shows are promoting Everyday Driver, and we all already enjoying our involvement with AutoStream. Be sure to give these shows a try!

Due to glacially slow car sales, nearly every automaker is offering APR far below your bank. In many cases, 0% financing is available… and I’m no math guru, but paying for just the car is always better than paying for the car plus interest. If you plan to keep it until you pay off your loan (five years) then plan on saving more than $5,000 in interest costs alone!

Then there’s the CARS program, or as it’s commonly known, “Cash for Clunkers”. There are many rules (this is a government program after all), but if you qualify then you can roll into a dealer knowing exactly how much your trade in is worth. But be sure to check that you qualify and don’t submit your car if it’s worth more than the rebate amount. If you have an old SUV with a bunch of miles, there’s a good chance that $4,500 is more than you’d get if you sold it yourself.

And you haven’t even begun to negotiate! In this market, a real buyer is an endangered species. If you’re serious about a purchase, dealers are going to offer rock bottom prices. And if you find one who won’t, go down the block because someone else will. Whatever you have your eye on can be talked down to the the basement.  In addition to the struggling domestic brands, most everyone from Toyota to BMW are dealing and offering 0% or cash back.

Finally, even the taxman is helping for once. Buying a car in 2009 allows you to write off the income tax (the nasty part of the “tax, title, and license” equation) of your purchase. It will operate as a direct deduction on your taxable income. We are not accountants, but your tax adviser will back us up here.

Now unfortunately most of these great deals only apply to new cars. We love used cars and think the Cash for Clunkers program should apply to any vehicle purchase meeting the requirements, new or used. However, no one asked us. But this is a rare moment, like a solar eclipse, where the perfect alignment of trade in, timing, and financing can make new more affordable than used. Just do your research.

All told, with tax benefits, low or no interest financing, desperate dealers, and government trade in programs, this can quickly add up to well over $10,000 in savings. And if you have your eye on a car that’s especially slow selling or on it’s way to extinction (I’m looking at you, Pontiac!), then fight for the deal of a lifetime.

Shop while the shopping is good, cause this alignment of incentives is unlikely to come around again.

Todd: The death of Pontiac almost feels personal for me. My first car was a Pontiac Firebird. It wasn’t as good as advertised, but I loved it. And more recently, when asked to tell people of interesting American cars (an increasingly more common question), I always said the same two: Pontiac Solstice & Pontiac G8 GT.

Yes, Pontiac is a niche market brand. But for the first time in my driving life it seemed to be living up to its promise. For drivers, the future at Pontiac seemed bright. Have you seen the Solstice Coupe? Stunning. Powerful. And the G8 is a whole lot of car for not much money.

I can understand killing Saturn and Saab, those are rebadged versions of other GM cars. Ending those marquees allows the General to focus it’s brand. But Pontiac was always billed as the enthusiast brand, and GM needs enthusiasts.

Meanwhile… they are keeping Buick. Quick… name one Buick product? Or, I’ll go one better: If you are under sixty years old, can you name one Buick car you want to buy? They are uninteresting cars for old people. The Buick buyer is literally dying.

Now, I realize they are keeping Buick because China has decided it’s the new Mercedes Benz, and it’s the only market where GM is showing growth and profit. Too bad that in the process of surviving a global meltdown, the two cars I championed for GM are going away.

The good news is this: The parts in these cars aren’t going to be rare, but the cars will be. Buy them now, and you’ll get a great car for a steal.

Paul: I’ve got mixed emotions about the death of Pontiac. I didn’t grow up in the golden age of GM, during which it was unthinkable for the company to flounder. Back then, Pontiac was the wild child who advocated the idea of performance driving. Folks who experienced the muscle car era know that Pontiac created the segment in the sixties, when Pontiac offered the GTO option for the Tempest. Instead, I got to watch GM car design become a marketing exercise, rather than a singular, focused effort to produce beautiful machinery.

The seventies brought the Firebird and Firebird Trans Am. In the eighties, car platforms were unified, and similar models throughout GM were marketed as unique. The Fiero aside, Pontiacs became cars I couldn’t ignore quickly enough. Pontiac 6000, anyone? In the nineties, I felt continued indifference towards the design approach, as the brand became synonymous with plastic body cladding that left me stupefied. The Sunfire and Montana minivan caused me to lose sleep. Finally, when the Aztec checked all the right boxes for the marketing team, I reveled in its failure.

Then came the Pontiac Solstice. Suddenly, Pontiac produced fresh clean design—they had formulated a tasty new recipe, and the motoring world was astonished. Then followed the Vibe, the GTO, the G8 and the upcoming Solstice Coupe, which in my opinion, has the distinction as the prettiest car Pontiac has ever produced.

Just when I believe Pontiac had inaugurated a bright new future, it was killed. While I understand that tough decisions had to be made in response to the government bailout, I would have rather seen Pontiac create machines that touch a nerve among enthusiasts. Here’s where my mixed feelings arise, however. If Pontiac had constructed a new Trans Am from a Camaro chassis, I would have been disappointed. Enough of this badge marketing business, already. I’ve started to crave the originality Pontiac has established, and therefore wish Pontiac had persevered.

I won’t miss the marketing geniuses who created the forgettable cars, but I’ll miss the creative spirit that made the brand significant again. I am saddened by its passing. Long live Pontiac.

THE FOUR DOOR SPORTS CAR:

’09 NISSAN MAXIMA: Nissan coined the term four-door sports car for their Maxima (4DSC for short) but the last few generations lost their way. The new model marks a return to the concept.

Todd: This is definitely the most interesting Maxima in quite a while. As the Altima has grown, the two cars had become almost indistinguishable. Now, this new Maxima looks unique, not just for Nissan, but among any brand.

But these days there’s a lot more models trying to get the family into a fun four door, so it’s gonna take more than a great profile and arrow shaped lights to stand out. Seems to me this four-door sports car needs to be Rear Wheel Drive. I realize that would mean it could step on Infiniti’s toes – but the interior already looks like the Infiniti sedan. Good seats, nice interior materials except for a few plastics. A great Maxima, I just wish it wasn’t just sports car in name.

Paul: For the 2009 Maxima, the simple, refined surface treatment has re-appeared. A lot of what I haven’t liked about Nissan styling has gone away, and the styling doesn’t look heavy or careless anymore.

I would have loved to be in the meeting when Nissan decided on these new corporate styling shapes. I still can’t figure out the odd lines of the headlights & taillights—they feel like they’re forced onto the car, but without them, the Maxima looks plain boring. The only saving grace is the muscular fender flares, which make you wonder if that sporting character is still lurking underneath somewhere.

If you’re unable create a beautiful shape to begin with, then start over. The details shouldn’t drive the design; the details should dress the car like a nice belt or quality pair of shoes. Unless the Maxima puts a big smile on my face when I drive it, Nissan hasn’t delivered a compelling reason to choose this over any other competitor.

PONTIAC G8 GT: GM’s latest attempt to bring an Australian car to the US. And from the day it was announced, this car was declared the American answer to the 5 Series BMW.

Todd: This is, truly, a four door sports car. Now, let’s not pretend it has the refinement of the German rocket sedans, but it lacks their price as well. Even though there will be a GXP extra-spicy version, this G8 will do 0-60 in close to 5 seconds! With you and and the whole family!

Now, the interior isn’t cutting edge. Very middle of the road with everything you expect or want, but nothing revolutionary. Yet considering this car starts at $29,000, you’re getting a lot of family HAULING. This is one of the reasons we should all want GM to survive.

Paul: This car is the school bully your mother warned you about. If you get too close, you’re gonna get hurt. Nothing about the styling is conservative, but that’s what makes it so cool!

The G8 is the tattoo under your business suit—it’s pretty aggressive looking, but the power hidden underneath is reason fast sedans with big motors will always have audience appeal. Like Todd said, much hauling will occur, whether it be golf clubs, kids, co-workers or ass.

You’ll have to sacrifice a few things, like refinement and forward-thinking technology, but we all know there’s no replacement for displacement. Combine that with the low price; like a street performer, this car is difficult to ignore.

Look for more commentary soon. Plus upcoming drives of these cars!

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MUSCLE CARS:

CAMARO SS: While we aren’t big muscle-car fans, we love the new resurgence of this long-forgotten segment.  It’s been a long decade since the Camaro went away, and it’s good to have it back.

Todd: I still don’t agree with the retro trend in the latest muscle cars, but this Camaro does look great. Great presence and big, American styling cues. I like this even more than the Challenger.

And to my complete surprise, the interior is as purpose built as the exterior. Here is the first good execution of modernizing the classic muscle car interior. The Challenger and Mustang look like they raided the corporate parts bin. The Camaro looks like they actually paid someone to design the inside!

Now we have to all hope GM survives and sells this car. Because if you aren’t convinced yet, the 400hp SS starts at $31,000. That’s thousands less than the 400hp versions of the other options. If you’re idea of fun is leaving figure 11s at the stoplight, your car has arrived.

Paul: I’m not a muscle-car enthusiast either, but I gotta admit, the Camaro looks pretty cool. I guess sometimes you have to look back to move forward, and in this case, it’s worked well.

Because the styling is so right, I think it will bring buyers from the ends of the earth. It’s pulling on those nostalgic heart strings, which we all know are directly attached to Visa and Mastercard. The Camaro is aggressive and muscular without being too in-your-face. There are some styling clichés, but overall the surfaces are well resolved and clean. And the interior looks like an amusement park ride—I dare you to show me someone who refuses to drive this car.

I’m having a hard time finding fault with the new Camaro. It’s kind of like a forgone conclusion—Dodge resurrected the Challenger, and Ford has the Mustang. So, GM had to build this car. Even though the trend is retro, the 60’s thinking has been updated, refined and polished, and I think the old chicken makes good soup…

MUSTANG: Another LA Auto Show debut. The 2010 model was out in force with Ford patting itself on the back and the press drooling on the paint.

Todd: For most people, you’d have to park this new model next to the old model for them to notice the difference. Yes, it’s different from almost every angle. But it looks like they took the last design, stuck an air compressor up the tailpipe, and inflated it until all the seams expanded. It reminds me of those mylar balloon versions of cars and planes. It looks like the vehicle in question, but every good seam is rounded off and bulging. And I hate the new sloping rear, even if it does have sequential turn signals – how uninteresting does a car have to be for the turn signals to get mentioned in the press release?

Now, it does have improvements. The presence is there, more so than the last version and you can feel that this version will better hold its own when parked beside a Challenger. Plus the interior now looks like some of was built for the Mustang instead of filling the car with parts stolen from the rest of the Ford line. I get the sense Ford saw the Challenger and Camaro and realized they had to up their game. They’ve come to play here, but the Mustang is still my last choice.

Paul: I’ve always felt that Mustang interior designs suffered from lack of attention, budget, or both. All previous Mustangs have a slap-dash feel to the build quality. But this caught my attention—I think I could finally be happy driving this car, and it feels like it will keep me entertained longer than a single drive.

Regarding the “new” exterior styling though, I want to howl in despair. The car appears to have a severe underbite, like Forrest Gump’s Benjamin Buford Blue. The front hood has been sat upon by an elephant, and the rear quarter panels are now child-birthing hips hidden under a thick denim skirt. There is nothing nice about that rear shoulder line that ends like an escalator to nowhere.

When it comes to change for the sake of change, sometimes it’s not better, it’s merely different. Pull out that 2003 Mustang concept, Ford design team, and study those clean proportions again! That’s exactly what was so right about that car! The 2010 Mustang styling already looks like it’s drifting away into the pages of automobile history books.

Look for more commentary soon.  Plus upcoming drives of these cars!

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