We say goodbye to the best Chevy ever

The Chevy SS maybe the best that Chevy has ever released. Here’s why:

The SS came with an insane 6.2-liter eight-cylinder engine which pumped out 415hp. Some may argue that it wasn’t enough or the SS was too pricey for what it was. This engine matched with the SS chassis was the perfect blend of sporting nature and comfort. We finally were able to test drive a sports sedan with a six-speed manual gearbox and well it was probably a winning combo here. We loved how the engine revved smoothly and quickly without it feeling like it was going to get out of control. The lovely snarl from the eight-cylinder engine let everyone around us know that we weren’t just in any Chevy. We also may have frightened a few children when a group of guys asked us to rev the engine.

You’ll love the way the SS feels on the road. It doesn’t feel dull as the exterior looks. The steering feedback is precise and communicative, we felt loads of confidence when we decided it to push it hard through some corners and bends; we managed to get the tail out a little bit. The chassis handled every corner and bend like it were on rails and the fact that the ride comfort is so smooth without being overly firm won us over quickly. We love a firm suspension especially when it is associated with fantastic handling, but some cars (i.e. the Mercedes C-class) have rock hard suspension that is on the borderline of punishing; making it very hard to justify the firm ride on a daily drive.

The interior doesn’t feel all that special when it comes to the touch screen infotainment system and many controls and switches. If you covered the badge on the steering wheel, you’d think you were sitting on one the vast GM Products. We love that GM has taken a step forward with the materials used and overall interior quality, but you can pretty much sit in at least three or five GM products and immediately identify the switchgear and controls without even looking at the badge on the steering wheel. The front seats offer plenty of comfort and support, the driving positing is spot on. The rear seat is plenty roomy and the boot is massive.

There’s only one trim and it’s a well-equipped one at that. Magnetic Ride Control, premium leather-appointed seats, HID headlights, forward collision alert with lane departure warning all come fitted as standard. Side blind zone alert, rear vision camera with cross traffic alert and automatic parking assist is also fitted as standard.

The SS exterior looks don’t really go with what is underneath the hood of the car. It’s the most exciting vehicle you can drive with a price tag that’s well within reason and logic. It’s sad to see this vehicle going away because it is really one heck of a car to drive. Dare we say the best Chevy has ever made in a long time? Yes we dare say it! We loved this sedan.

Likes: The 6.2 eight-cylinder matched with a six-speed manual gearbox is a winning combo. It blends handling and ride comfort effortlessly. The best Chevy we’ve seen in a long time.

Dislikes: Production will end this year for this sedan, it looks rather dull on the outside; while the inside is typical GM.

Toyota 86 my rear-wheel-drive coupe

The Scion FR-S is now the Toyota 86, along with the name change the 86 has 5hp more and a slightly more updated interior. All we could say at this point is hand over the keys.

Performance: The sole engine choice for the 86 is the shared 2-liter Boxer four-cylinder which produces 200hp (205hp with six-speed manual gearbox). On paper the 86 lightweight rear-wheel-drive layout means that this engine is all you’ll really need. In reality however things aren’t even close. You’ll have to thrash the engine to get the most out of it unless you stick with the manual gearbox which seems to really work well with the engine (and also gets the horsepower boost). We wish that the FR-S had more power to play with.

On the road: The ride is firm but far from uncomfortable. The trade-off is that handling is really good. The lightweight design of the chassis means that the 86 has real agility and loves to kick its tail out at any given bend or corner you hurl it into. Steering feedback is what you’d expect from a sports car. It’s quick, precise and agile. The engine sounds good when you thrash it. Wind and road noise will enter the cabin at high levels.

Behind the wheel: We found it quite easy to get comfortable behind the wheel. There’s plenty of adjustments for the driver’s seat and the switchgear used is simple. The touch screen infotainment system is just too fiddly to navigate through with confusing menus and small on-screen icons. The front seats offer plenty of space while the rear seats are completely useless. Headroom and legroom are way too tight for an adult passenger and foot space is almost nonexistent. You’re better off using the boot space for extra luggage space.

Equipment: The 86 offers plenty of kit for the money. Alloy wheels are standard as well as cd-player, electric windows, keyless entry and cruise control. You’ll have to pay extra for a touch screen infotainment system which we say its best avoided because it’s just too fiddly to operate while on the go. But it’s the cheapest option for one we’ve seen so far.

Buying & owning: The 86 seems like a good bargain on paper. A lightweight rear-wheel-drive coupe with decent turn of pace and overall satisfying driving experience; it’s hard to justify one when you’ve got so many indirect rivals that are more refined interior wise and have more power to spare. Resale value should be good as these vehicles have been selling quite well.

Quality & safety: All you need to know is Toyota builds both the 86 and BR-Z with Subaru supplying the engine. This combo of excellent engineering should give you piece of mind. Although the interior is drab and feels very cheap in places. Stability control, anti-lock brakes with traction control are all standard. Plus smart stop technology as well to help aid in braking. There are front and side curtain airbags standard as well in case you do find yourself in an accident.

Overall: The Toyota 86 is a great lightweight rear-wheel-drive coupe that’s fun to toss around and even more fun to thrash that great sounding engine. However, there are a few negatives and these really make it hard for us to justify buying one. The interior is just too drab for our taste and the engine output is modest best unless you can drive the manual gearbox, which we think is the only way to make the most of the engine. If you like a rear-wheel-drive car for cheap this is your ticket.

Likes: Loves to be tossed in corners. Engine begs to be thrashed and when it does the engine soundtrack is lovely. Manual gearbox is the only way to really enjoy it.

Dislikes: Interior quality is rubbish. More power please. Rear seats are utterly useless. The 5hp boost really doesn’t make much of a difference.

Devon test drives a Subaru BR-Z (Used)

If you think you're suffering from double vision you're not alone. The Subaru BR-Z and Scion FR-S are nearly identical and share many of the same components. Both are built in the same factory and use the same 2-liter four-cylinder engine. Only differences are a few cosmetic tweeks and slight tuning to the suspension. But is that enough to tell them apart? Let's find out! 

Performance: Only engine on hand is a 2-liter horizontially opposed flat-four which produces 200hp. It doesn't sound like a lot, but for the money it's quite enough. You'll have to rev the engine hard to get the most of it but when you do you'll really love doing it. The manual gearbox makes the BR-Z more enjoyable to drive rather than the automatic which seems to sap more of the already limited amount of power and torque the engine has to offer.

On the road: The BR-Z has a firmer suspension than the FR-S, which makes it more fun to drive through bends and corners. Since it's a rear-wheel-drive vehicle, you can really kick out the rear in corners more than in a front-wheel-drive car. This is where the appeal of rear wheel drive starts to kick in. It's just a hoot to drive and push hard. The steering is slick and the feedback is excellent. It doesn't feel as tail happy as the FR-S but we wish that there was a bit more oomph to really make it more of a joy to drive. Refinement isn't a strong point for the BR-Z. The transmission is clunky and road noise will be an even bigger issue.

Behind the wheel: The driving position is spot on for a sporty feel. The chunky steering wheel offers plenty of grip when pushing through on bends and corners. Most of the controls and dials on the dash are simply arranged and feel somewhat easy to navigate.

Space & Practicality: There's plenty of space in the front but the rear seats are next to useless. Headroom and legroom are far too tight for adults and the foot space is even tighter. You're better off using the rear seat for luggage space rather than for passengers. The boot offers decent amount of space too.

Equipment: The BR-Z comes with a decent amount of kit standard for the money. You get air-con, cd-player and central locking. Voice-activate navigation system and Bluetooth both come standard as well. You'll have to step up to the top of the range to add keyless start and a leather trimmed interior. The base trim seems more of the bargain deal which is the one you're better off with to keep costs down.

Buying & Owning: The BR-Z is priced a bit higher than the Ford Mustang and Chevy Camaro. Both however don't offer the fuel efficient engine that the BR-Z has and neither of the two are as fun to thrash as the BR-Z is, which should help add to the appeal of the car. It feels more fun to drive in bends too which makes it more of a bargain when you think about it. Fuel costs will be low but insurance costs maybe a bit high due to the sporty nature of the vehicle. Resale value should hold up well considering that Subaru owners tend to keep their vehicles longer.

Quality & Safety: Subaru is known for its rock solid reliability record and that is no exception in the BR-Z. Everything feels well built and long lasting. It isn't as classy as some of the more expensive rivals but it serves its purpose well. There's a decent amount of safety kit too. Stability control is standard as well as seven airbags to protect you in the event of a crash. Anti-whip-lash headrest are standard as well as a good security system to keep theft at bay.

The Subaru BR-Z is slightly more fun to drive than the Scion FR-S thanks to slightly sportier handling. This is where the differences between the FR-S and BR-Z end. Both vehicles are nearly identical but it makes really no sense to have two of the same vehicle without one having something different from the other. We think that the Subaru counterpart should at least offer a turbo engine or a more powerful engine option to really go with the already tossable chassis. You'll have to thrash the engine to keep the momentum going which is something you can't really say about the Mustang and Camaro. One thing you can't say about those two cars is that the running costs will be cheap due to the fact that it is a four-cylinder and it's better on gas compared to the six-cylinders in the Mustang and Camaro. It's a lightweight coupe with rear wheel drive and a low starting price. It's not perfect but it makes sense. We just wish it had more power. 

Devon's Pick: The Premium trim is all you'll really need. The Limited Trim really isn't worth the extra money unless you have to have keyless start and a leather interior. We say that the less you spend the better, unless there is a power upgrade included. 

Likes: Most fun to drive compared to FR-S. Fuel efficient engine with a tossable chassis.

Dislikes: You'll have to thrash the engine more than you'd like. Interior feels cheap. Without the badge there is no way to tell it apart from the FR-S.

Devon M

Devon test drives a Scion with rear-wheel-drive (Used)

The Scion FR-S and Subaru BR-Z both share the same platform and essentially both are the same vehicle. Only difference is a few cosmetic tweaks. Picking between the two all comes down to the badge. But is it a false economy picking the Scion over the Subaru?

Performance: The sole engine choice for the FR-S is the shared 2-liter Boxer four-cylinder which produces 200hp. On paper the FR-S lightweight rear-wheel-drive layout means that this engine is all you’ll really need. In reality however things aren’t even close. You’ll have to thrash the engine to get the most out of it unless you stick with the manual gearbox which seems to really work well with the engine. We wish that the FR-S had more power to play with.

On the road: The ride is firm but far from uncomfortable. The trade-off is that handling is really good. The lightweight design of the chassis means that the FR-S has real agility and loves to kick its tail out at any given bend or corner you hurl it into. Steering feedback is what you’d expect from a sports car. It’s quick, precise and agile. The engine sounds good when you thrash it. Wind and road noise will enter the cabin at high levels.

Behind the wheel: We found it quite easy to get comfortable behind the wheel. There’s plenty of adjustments for the driver’s seat and the switchgear used is simple. The touch screen infotainment system is just too fiddly to navigate through with confusing menus and small on-screen icons. The front seats offer plenty of space while the rear seats are completely useless. Headroom and legroom are way too tight for an adult passenger and foot space is almost nonexistent. You’re better off using the boot space for extra luggage space.

Equipment: The FR-S offers plenty of kit for the money. Alloy wheels are standard as well as cd-player, electric windows, keyless entry and cruise control. You’ll have to pay extra for a touch screen infotainment system which we say its best avoided because it’s just too fiddly to operate while on the go. But it’s the cheapest option for one we’ve seen so far.

Buying & owning: The FR-S seems like a good bargain on paper. A lightweight rear-wheel-drive coupe with decent turn of pace and overall satisfying driving experience; it’s hard to justify one when you’ve got so many indirect rivals that are more refined interior wise and have more power to spare. Resale value should be good as these vehicles have been selling quite well.

Quality & safety: All you need to know is Toyota builds both the FR-S and BR-Z with Subaru supplying the engine. This combo of excellent engineering should give you piece of mind. Although the interior is drab and feels very cheap in places. Stability control, anti-lock brakes with traction control are all standard. Plus smart stop technology as well to help aid in braking. There are front and side curtain airbags standard as well in case you do find yourself in an accident.

Overall: The Scion FR-S is a great lightweight rear-wheel-drive coupe that’s fun to toss around and even more fun to thrash that great sounding engine. However, there are a few negatives and these really make it hard for us to justify buying one. The interior is just too drab for our taste and the engine output is modest best unless you can drive the manual gearbox, which we think is the only way to make the most of the engine. If you like a rear-wheel-drive car for cheap this is your ticket.

Likes: Loves to be tossed in corners. Engine begs to be thrashed and when it does the engine soundtrack is lovely. Manual gearbox is the only way to really enjoy it.

Dislikes: Interior quality is rubbish. More power please. Rear seats are utterly useless. 

Devon test drives the new 320i sedan

If you considered a BMW 3-series in the past, most likely you were turned away because of the BMW price tag. The new 320i however knocks $3,000 off the price tag and a much less powerful turbocharged four-cylinder engine. This all sounds good on paper, but are you really buying a 320i because of the badge? Let’s find out.

Performance: The 320i comes with the same 2-liter turbocharged four-cylinder but only produces 180hp instead of 248hp. Most will think it’s too watered down, but in our opinion we found this engine to be quite enough. City and highway driving never felt underpowered and the overall impression of the engine itself is quite good. Fuel economy isn’t too much different than the 330i which is a little disappointing considering the decrease in horsepower.

Ride & Handling: The 320i rides and handles the way a BMW is supposed to. Sharp handling, precise steering and excellent body control. The all-wheel-drive version has oodles of grip, but the sweet spot is the rear-wheel-drive configuration. You can really kick the car into corners and it feels much lighter and more engaging to drive hard.

Refinement: Some wind noise will sneak into the cabin at highway speeds. This however can be drained out when you turn the radio on. Road noise and suspension noise are well suppressed. The turbo engine has an addicting turbo whirl that adds a bit to the overall sporty nature of the car.

Behinid the wheel: Drivers will be greeted with plenty of adjustments for the driver’s seat and steering wheel. The instrumental panel has a minimalistic approach in terms of how the controls are laid out. Most are hidden away in the standard iDrive system. BMW has vastly improved the interface and made it less fiddly than the previous version.

Space & Practicality: There is plenty of space for both front and rear passengers. Headroom and legroom are plenty. The boot offers a decent size too, although you’ll have to pay extra for split folding rear seats.

Equipment: The 320i comes well equipped considering that the price drop between it and the 330i. Automatic climate control, iDrive interface, and an eight-speed automatic are standard. You’ll have to pay extra for leather seats, xenon headlamps and a sunroof. Considering the amount of kit you get already, the only option that makes sense would be the Xenon headlamps. The cool corona ring day-time running lamps are definitely worth the extra money.

Buying & Owning: The 320i doesn’t really offer much of a fuel advantage over the 330i, which is disappointing because it would broaden the appeal. The price between the two trims isn’t that significant to really make this version of the 3 series a real bargain. Running costs should be decent if you keep a light food on the accelerator pedal, resale value should be strong as with all BMW Cars.

Reliability: The quality materials used inside the cabin are up to par with the price tag. Everything feels high quality and long lasting. Although some plastic around the glove compartment look rather cheap, reliability is reasonable for the 3 series.

Safety: Front and side curtain airbags are standard as well as knee airbags for front passengers. Adaptive brake lights, anti-lock brakes with traction control and electronic stability program should help aid in traction. An engine immobilizer and anti-theft deterrent keeps theft at bay, an anti-theft alarm is optional.

The 320i is the cheapest way into the 3-series line-up. It may skip a few of the desirable features that you’d want, but for the price and what it offers it’s quite enough. However, like all cars there are downsides. The fuel economy benefits aren’t significant compared to the 330i. Some may view it as a watered down 3-series, while others will say there are rivals that offer much more for this price. If you like the BMW badge but couldn’t afford a 330i, this maybe your new way in. Otherwise we’d say go with the 330i.

Likes: Attractive starting price should lure new buyers. Sharp steering and handling, turbo engine is smooth and doesn’t feel underpowered. Halogen headlights are weak.

Dislikes: Some will see it as a watered down 3-series. No fuel economy benefit compared to the 330i which has 68 more horsepower. Add on the options and this entry-level is about as expensive as the 330i.