Our recently launched F10 5-Series 523i comes with the N52 engine instead of the N53 engine. Power is 204 horses and 250Nm of torque, which is equivalent to the tune found in the Z4 sDrive23i. This is up from what the E60 523i had, but lower than what the 2.5 litre engine is actually capable of, so a little remapping trick in the future should be able to unleash those horses. The engine is older but I wouldn’t say it’s outdated as it is still in use in a few countries, not just our “ASEAN” country. USA and Australia still continues to use the N52 for the same reason that we use the N52 – high sulphur content in our gasoline. Yes, the sulphur issue is not just with our diesel.
Everything is described as being in excellent shape, and the pictures bear this out. That tidy condition may be due to it having but 76,000 on the clock as well as the fact that it is, after all, a Toyota. Not only that but the seller claims it to be the only one that has been imported into the U.S.. That fact does raise the question as to why the car is in this country. If one were to go to the hassle of bringing a gray market car into the states, go through all the red tape to get it legal and licensed, and then use it as a daily driver, wouldn't you expend all that effort on a forbidden fruit that was maybe a bit more exotic? Like say a Lancia Delta Integrale, or Peugeot 205 t16? Maybe, maybe not, but in this instance what pup-tented somebody's pants was a Starlet GT turbo, and, while the impetus remains undisclosed, here it does sit. Not only that but it's apparently licensed and insured to drive on the streets of Florida, just like any other Toyota. That's a big deal when dealing with surreptitiously imported cars, and while there's no guarantee that you could transfer that Florida registration to your state of denial, at least you have the Sunshine State to use as precedent in your arguments.
The Fiero had an extraordinarily long gestation period. The idea of a cheap, plastic-bodied Pontiac sports car goes back at least 20 years before the Fiero’s introduction, to a 1964 prototype called XP-833, later known as the Pontiac Banshee. The Banshee was the brainchild of E.M. (Pete) Estes, then Pontiac’s general manager, and John Z. DeLorean, then the division’s chief engineer. Both Estes and DeLorean had joined Pontiac back in 1956, under the auspices of general manager Semon “Bunkie” Knudsen. They had spent the ensuing eight years reinventing Pontiac as GM’s excitement division, with considerable success. By 1964, however, they were faced with a dilemma. Although Pontiac had some fast, good-looking products, particularly the GTO , even its sportiest models were big, five- and six-passenger cars. Pontiac had nothing resembling Chevrolet’s Corvette Sting Ray or, more significantly, the new Ford Mustang . The Mustang was then beginning a concerted assault on the youth market that Pontiac had so assiduously cultivated. It represented a serious threat.
We're re-running this story as part of Flashback Friday , when we republish classic stories from the Jalopnik archives. Think of it as Jalopnik's 'Best Of' series. We decided to run this particular story because this week, when we needed to figure out a VIN, we found this post to be particularly invaluable in helping us decode it. —Ed. The Vehicle Identification Number program was initiated by the International Organization for Standardization (ISO) in 1980 as a way to standardize car serial numbers. Cars built before 1981 don't follow a universal standard and thus require manufacturer-specific information to decode. Why was this worth the ISO's time? Simple: The whole thing was created to ensure that no one car — make, model, production run, etc. — was ever passed off as another.
Models covered by the recall include 2005 to 2010 Chevrolet Cobalts, the 2007 to 2010 Pontiac G5s, 2005 and 2006 Pontiac Pursuits sold in Canada and 2005 and 2006 Pontiac G4s sold in Mexico. GM says the vehicles are safe to drive and never lose steering, but they may be harder to steer when travelling under 15mph.
The feature list includes such amenities as cruise control, Dynamic Drive Control, a panoramic glass sunroof (optional), four-zone climate control, electronically retractable sun shades, adaptive bi-xenon headlamps, automatic tailgate operation, Comfort access, head-up display, rear view camera, satellite navigation, lumbar support, DVD changer, six-CD tuner, electronically adjustable front seats with two memory settings and lumbar support, electric tilt/slide sunroof, high-beam assist, as well as Bluetooth and USB audio interfaces.
I got one of these for Christmas gift and was intrigued, and what I found was it is like using a metal detector. Lots of noises and variations of those noises as I did what the instructions said and moved my hand slowly to scan for my car. But what I discovered is you have to listen for that highest-pitch blip amongst all the other sounds. Once you hear it, that is the direction you need to walk in. The other thing I found is that if you really don’t know where your car is, you are completely dependent on listening for the strongest signal and it really does lead you to your car. I also found that the green arrows work better than the sounds from farther away.
If the GT’s acceleration is surprising, its agility is not. BMW’s chassis engineers have already shown us remarkable skill in mass management with the M versions of the even heavier X6 and X5, and the GT is another example, albeit not as extreme. Body motions are limited, with noticeable roll-stiffness distinctions through the three suspension presets; grip is respectable, at 0.86 g; and if the optional ($1750) four-wheel active steering lacks on-center feel, it’s a welcome feature in high-speed cornering and also makes the GT surprisingly handy at parking-lot speeds.
Toyota’s reliability record is very different from that of Mercedes, Volvo or other stalwarts like the Panther-platform cars. Cars like this were designed to be inexpensive to own and maintain even in the face of owner neglect. They weren’t massively-overbuilt million-mile cruisers like the Benz, or easy to repair like the Crown Vic; they were design to run and run and run with the occasional oil, brake and tire change. Engineering cars like this, especially to a price point, means you need to give some things up. The tires will be donuts, the electronics will be kind of crude. Performance will be down versus the competition, especially when you’re spec’ing components for cost and durability (eg, forget about sticky tires, performance shocks or dinner-plate brakes). The thing is, this what people wanted. They wanted a car that just ran, hardly needed service, and didn’t cost them anything when you finally did take them in. Even something like the Volvo 240DL or 300 Benzes would whack you in the wallet when you did take them in. Corollas and their spawn, to this day, don’t do that. They’re the anti-Ferrari that way. Case in point: my mother got our family’s Corolla when my parents split. She didn’t change the oil for nearly two years, nor did she replace brakes, tires, etc. Some cars (eg, my old Saab) would see their engine varnished thicker than bowling alley from that treatment; her Corolla accumulated another two hundred thousand kilometers before we replaced anything major. It went another hundred after that.
BMW holds only a small share of new car sales in Minnesota, though the cars are top sellers in higher-end categories, according to the association. Its models boast sticker prices ranging from $30,000 to more than $100,000. The BMW 3-Series — at the lower end of that range — is the top seller in the near-luxury category, outperforming the Audi A4 and Infiniti G. The 5-Series is tops in the luxury category, beating out the Lincoln MKS, Cadillac DTS and Mercedes E-Class.