You don't have to spend big bucks for a little exclusivity.
It used to be that exclusivity in the automotive sector amounted to driving a very expensive model, usually a coveted marque from Europe. But with the advent of rock-bottom loan and lease rates, everybody and their dog can drive a high-end luxury vehicle these days. It’s not hard to find college student parking lots jammed with leased BMW, Mercedes and Lexus models, while the profs are slumming it in old Camrys and Subarus.
Unfortunately, all that glossy metal has resulted in a pretty homogenous streetscape. Tired of seeing the same cars and trucks on every street corner? You can create a stir down at the gas bar by pulling up in something that virtually nobody else is driving. Models that sold poorly can be found at discounted prices on the used-car market, since steep depreciation is the hallmark of an unpopular car. Here are 10 rarely seen – read lousy-selling – used vehicles you can buy for under $15,000. Exclusivity on the cheap!
While mistakenly considered to be the spiritual successor to the sorely missed Honda CRX that bowed out in 1991, the two-seater CR-Z uses the same building blocks found under Honda’s Insight five-door hybrid and the minuscule Fit. Yes, it’s a hybrid, but a decidedly fun one to drive at least in terms of its handling traits. Inside, the driver and lone passenger are treated to a Star Wars-themed cabin, but with terrible sightlines to the rear (just like in the X-wing Fighter, apparently). With no back seat to contend with, cargo room is usefully sized.
Honda’s Integrated Motor Assist hybrid system harnessed a 113-hp, 16-valve SOHC 1.5-litre four cylinder gasoline engine with a 13-hp electric motor. Working together, their output amounted to 122 horsepower and 128 lb-ft of torque in cars equipped with the six-speed manual transmission – the CR-Z is the only hybrid that offers a stick – while models equipped with the continuously variable (CVT) automatic made do with 123 lb-ft of torque. Despite its sporting intentions, the CR-Z is a sleepy companion that barely keeps up with traffic. At least it looks great standing still, and it reportedly doesn’t break.
Suzuki never really sold a lot of anything around here (granted, GM did help it move a bunch of tiny rebranded SUVs), but the largely invisible Equator took the prize as the slowest seller in Suzuki’s moribund showrooms. Bereft of any kind of pickup truck, Suzuki had bought Nissan lunch and asked to brand the compact Frontier as the Equator. Available in both extended cab and crew cab models, the Equator had only its chunky nameplate and big grille to differentiate it from the more common (but hardly big-selling) Nissan trucklet.
The base 2.5-litre four-cylinder engine made 152 hp and came with either a five-speed manual or automatic transmission driving the rear wheels only. Nissan’s robust 4.0-L V-6 engine developed 261 hp and 281 lb-ft of torque through the standard five-speed automatic and offered optional four-wheel drive. Assembled in Nissan’s Tennessee plant, the Equator mirrors the Frontier’s benefits and deficits. Most notably, a poorly made radiator assembly may lead to coolant contaminating the transmission fluid, which is a gearbox’s Kryptonite. Nissan has a 10-year extended warranty on the part, while Suzuki is, well, MIA.
Realizing its Mesozoic-era Town Car was destined for the tar pits, Lincoln conjured up a front-drive sedan that would make its traditional buyer demographic forget their rear-drive dinosaurs. By adopting the Ford Taurus’s thoroughly modern unibody platform, the Lincoln MKS cast a shadow big enough to ensure nobody mistook it for an economy car. Drivers sit tall in the saddle, as in a crossover, which is evidently the way to travel these days. Designers resurrected some time-honoured Lincoln traits, including a split-wing grille and leather from Scotland’s Bridge of Weir.
The MKS was launched with an all-aluminum DOHC 3.7-litre V-6 that made 273 hp and 270 lb-ft of torque using regular gas, and slightly more using premium. The engine was tied to a standard six-speed automatic transmission, while a Haldex all-wheel-drive system proved a popular option. To silence critics who groused that the MKS felt underpowered, Ford dropped in its optional 355-hp EcoBoost 3.5-litre twin-turbo V-6 for 2010, bundled with AWD standard. Noisy brake caliper brackets, jerky transmissions and fluid leaks are among the mechanical issues owners have reported.
Gone but not forgotten, Saab had managed to attract a small but loyal following that continues to keep a few dealerships trading in used models. In redesigning the 9-3 for 2003, Saab dropped its traditional hatchback configuration in favor of a four-door sedan with a trunk, a result of using General Motors’ Epsilon platform, shared with the Opel Vectra (Saab was a GM property at the time). For those grieving the hatchback’s demise, Saab brought out a “SportCombi” five-door wagon, along with a two-door convertible straight out of Sweden, paradoxically.
The 2.0-litre Ecotec turbo four-cylinder developed by Opel, GM and Saab engineers churned out 210 hp, linked to a six-speed manual gearbox or optional five-speed automatic. Aero models used a new 250-hp 2.8-litre turbo V-6. Exterior styling was updated for 2008, and all-wheel-drive became available for the first time. AWD came packaged with a 280-hp version of the turbo V-6, using an intelligent Haldex system to direct up to 90% of the output to the rear wheels. The AWD mechanicals migrated to the four-cylinder 2.0T models, optionally, in 2009. Electrical issues are a common bugaboo, but specialist garages pledge to keep these increasingly rare Saabs running.
Looking for inspiration for its fourth-generation minivan, Nissan found it in the front-drive Elgrand, a luxury minivan that serves a unique niche in Asia. Stylists kyboshed that van’s bi-level grille and appended a sleeker face, but nothing was done about its square posterior. You’d think a boxy profile would yield a big space inside, but you’d be wrong. The Quest wasn’t nearly as roomy as its rivals – with nearly 40% less cargo space than the Honda Odyssey – mainly because of its inelegant seat storage. The chairs folded down onto the floor where they remained obtrusive, although cargo could be loaded on top.
At least the Quest was unabashedly luxurious and quiet on the road; it isolates occupants marvelously, making it a great companion for transcontinental crossings. Power is supplied by Nissan’s all-purpose 3.5-litre V-6, good for 260 hp and 240 lb-ft of torque, working through a chain-driven continuously variable automatic transmission supplied by Nissan subsidiary Jatco. Unfortunately, it’s not the most fuel-efficient van around, delivering almost SUV-like ratings. The lone concern is fuel-pump software programming that could lead to engine stall, the subject of a recall. And there’s that styling to contend with.
The C30 is Volvo’s three-door, four-seat hatchback, which channels the iconic 1800ES Sportback with its all-glass hatch that sold here in the early 1970s. The C30 shares its front-drive platform with that of the late S40 sedan and V50 wagon, but with some 20 cm lopped off the rear. Its MacPherson front struts and multilink rear suspension were tuned for some serious fun. The interior was contemporary Swedish, with its Bauhaus furnishings and Bang & Olufsen-inspired console. In back were two more bucket seats that folded down to form a flat, if high, cargo area.
The base model 2.4i featured a naturally aspirated DOHC 2.4-litre in-line five-cylinder engine, good for 168 hp and 170 lb-ft of torque, matched to either a five-speed manual or Aisin automatic transmission with manumatic shifting. The sporty T5 employed the same basic engine, enlarged to 2.5 litres, with a low-pressure turbocharger strapped on for added punch. It spun out 227 hp and 236 lb-ft of grunt, tied to a Getrag six-speed manual or the automatic. The most common gripe points to water leakage at the top of the doors; intrusive wind noise may be another symptom of poor door seals.
The rarely seen Azera, Hyundai’s near-luxury entry, replaced the XG350 as the automaker’s flagship sedan for 2006 – and not a moment too soon. The XG along with its kissing cousin, the Kia Amanti, were branded so homely they were called Korea’s Packard (A reference to the late-'60sStudebaker-Packards, not the Classic models that preceded them – Ed). Based on the all-new Sonata, the handsome Azera used the same front-drive platform, made lengthier, with unequal-length control arms up front and a multilink setup out back. The big, sumptuous cabin was supposedly roomier than that of a BMW 760i or a Mercedes-Benz S-Class.
The base model was powered by a DOHC 3.3-litre V-6 making a respectable 234 horsepower, while upscale models used Hyundai’s DOHC 3.8-litre V-6 that produced 263 hp and 255 lb-ft of torque with regular grade fuel. The lone transmission was a five-speed automatic with Shiftronic manual control. Hyundai addressed a glaring omission by offering an optional navigation system for 2008. Early cars exhibited cracked instrument panels on the passenger side, a known manufacturing defect. Excessive engine noise on startup may be traced to a faulty timing-chain tensioner, which can be replaced with an improved tensioner.
The Chevrolet Orlando is one of those rare vehicles that was sold in Canada but not in the U.S. – which often results in doomed sales as the model doesn’t benefit from any cross-border advertising leakage (dealers have to rely on Canadian television and press alone to promote it). A member of the mini-minivan class – which includes the Mazda 5 and Kia Rondo – the Korean-built Orlando had regular hinged doors and seating for up to seven. It employed a modified version of the front-drive platform underpinning the Chevy Cruze, rendering it nearly two feet shorter than a Dodge Grand Caravan and considerably lighter.
All Orlandos were powered by Chevy’s 174-hp 2.4-L Ecotec four-cylinder, as seen in the Equinox crossover, with an exceedingly rare six-speed manual transmission available along with a six-speed automatic transmission. Inside, the cabin was pretty utilitarian and, in black, mirthless. The seating was decent enough, but don’t expect any cool disappearing tricks. Mechanically, the Orlando has some of the same issues that afflict the four-cylinder Equinox. Watch for oil consumption and random stalling related to faulty timing chains, as well as high-pressure fuel pumps that may fail.
No stranger to Canada – Mitsubishi automobiles were sold under the Dodge and Plymouth brand names as far back as 1971 – the ninth generation Lancer debuted in early 2007 as an ’08 model, bringing with it a stout front-drive platform, in part because it formed the foundation for the all-wheel-drive Evo performance model. Another iteration did not get quite as much attention: the 2010 Lancer Sportback was a five-door hatchback designed to entice younger buyers, but they balked at its ambitious pricing. After Mitsubishi adjusted the sticker price, they stayed away anyway.
The made-in-Japan Sportback GTS initially came with the Lancer’s larger 168-hp 2.4L four-cylinder engine that gave it more “sport,” although it sacrificed some fuel economy. Winning few sales, Mitsubishi responded with a decontented Sportback for 2011 using the base Lancer’s all-aluminum DOHC 2.0-L four, good for 152 hp and 146 lb-ft of torque. The motor mated to an Aisin five-speed manual gearbox or optional continuously variable automatic (CVT) supplied by Jatco. Some drivers dislike the CVT’s sluggish behaviour, which can suck much of the propulsion force from the 2.0-L four – as does the air conditioner.
All the rage in Europe, though not so much here, the hardtop convertible makes infinite sense in the four seasons of Canada: winter, deep winter, mosquito and construction. As a replacement for the long-in-the-tooth Volkswagen Cabrio, the Eos cleverly fulfilled the dual roles of coupe (with a standard glass sunroof) and open convertible whose articulated steel roof could fold down into a neat stack in the trunk at the push of a button. Based on the front-wheel-drive Golf platform with some Passat parts thrown in for good measure, the Eos arrived here from Portugal in fall 2006 as a ’07 model.
Occupants were treated to the same interior furnishings seen in the fifth-generation Golf, which wasn’t an altogether bad treatment. The front seats were firm but comfortable, adjustable in all the right ways. Rear-seat occupants weren’t so lucky: head- and legroom were snug, and the seatbacks were upright. Engineers specified VW’s 200-hp 2.0-litre turbocharged four-cylinder as the base engine; upscale models got the narrow-angle 250-hp 3.2-L VR6. Troubles? Some Eos owners have reported malfunctioning roof mechanisms and water leaks on top of that. The 2.0T engine is reportedly fond of consuming oil.
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