Maserati 228 (Tipo AM334) brochure. Spain, early 1990s

(со страницы Maserati 228 Tapestry by AutoClub)

I spotted this unusual Maserati in the paddock at Sonoma Raceway. With production of the 228-which began in 1987-Maserati offered an alternative to the large luxury coupes from Mercedes-Benz and BMW. The design of the 2.8-liter coupe recalls much of the Biturbo, but its lines were softer, and the 228 was built on the longer chassis sourced from the four-door Biturbo models. Standard luxury features included power steering, alloy wheels, central locking, electric windows and hand-stitched leather seats, with ABS available on request. 👀 #maserati #maseratilife #maseratibiturbo #maseraticars #maseratilovers #maseraticlassic #exoticcars (at Sonoma Raceway) https://www.instagram.com/p/CjN13gULTM2/?igshid=NGJjMDIxMWI=

Maserati 228, 1986. The Kyalami was replaced by the Biturbo-based 228 which was powered by a 2.8 litre twin turbo V6. It used the longer wheelbase Biturbo platform from the Biturbo 425 4-door saloon

VinFast Lux A2.0 ghi điểm với chất lượng vượt trội

Sau 2 năm trải nghiệm, nhiều chủ sở hữu của VinFast Lux A2.0 đã chỉ ra 3 điểm ưu việt của mẫu sedan mang thương hiệu Việt. Thiết kế sang trọng và đẳng cấp Vào năm 2017, những mẫu thiết kế sketch đầu tiên của VinFast Lux A2.0 được được công bố để khách hàng Việt lựa chọn. Với hơn 6,2 vạn lượt bình chọn cho 20 bản vẽ xe từ 4 hãng thi��t kế danh tiếng, Pininfarina - đối tác của nhiều hãng xe hàng đầu như Rolls-Royce, Ferrari, Maserati... giành chiến thắng với bản thiết kế VinFast Lux A2.0 được khách hàng yêu thích nhất. Anh Tăng Minh Đức, 29 tuổi, kiến trúc sư hiện đang sinh sống tại TP.HCM - chủ nhân của chiếc Lux A2.0 chia sẻ: “Đối với tôi, thiết kế của Lux A2.0 không chỉ đơn thuần dành cho một chiếc xe. Đây chính là một công trình Pininfarina xây dựng DNA về thiết kế có định hướng cho VinFast. Ngày nay, nhiều hãng xe từ bỏ phần lớn phong cách thiết kế xuyên suốt nhằm cho ra đời các mẫu xe trông mới lạ hơn, đáp ứng đa dạng thị hiếu của khách hàng. Hiện chỉ còn những hãng xe sang, lâu đời và nổi tiếng là trung thành với DNA gốc. Pininfarina đã xây dựng cho Lux A2.0 những điểm đặc trưng để khách hàng dễ dàng nhận ra ngay thương hiệu, chủng loại của Lux A2.0 dù ở bất kỳ góc cạnh nào, hay môi trường, thời tiết như thế nào. Chỉ những chiếc xe có “DNA” rõ nét mới có thể giữ dáng và không bị lỗi mốt trong một thời gian dài”. “Nội thất của VinFast Lux A2.0 tôi cũng đánh giá cao nhờ phong cách thiết kế hiện đại, pha trộn giữa hai yếu tố quan trọng nhất của thiết kế xe là nhân trắc học và công thái học. Chính những yếu tố này khiến nội thất và khoang lái luôn mang lại cảm giác thân thiện, tươi mới và cũng không hề bị lỗi mốt dù đã ra mắt được hơn 2 năm”, anh Đức cho biết thêm. Sự mạnh mẽ, ổn định khi vận hành Được phát triển từ nền tảng động cơ hàng đầu thế giới của Đức, qua sự tinh chỉnh của các kỹ sư Áo, khối động cơ tăng áp cuộn kép của VinFast Lux A2.0 không chỉ đem lại sức mạnh vượt trội với công suất lên tới 228 mã lực cùng mô-men xoắn đạt 350Nm, mà còn cho khả năng tiết kiệm nhiên liệu nổi bật với chỉ khoảng 8,3 lít/100km ở điều kiện hỗn hợp.Khả năng vận hành mạnh mẽ và ổn định nhờ sự phối hợp giữa hệ khung gầm chắc chắn và hệ thống giảm xóc êm ái. VinFast nói ít về khả năng vận hành thể thao của Lux A2.0, tuy nhiên lại trang bị nhiều các chi tiết giúp chiếc xe vận hành ổn định ở mọi dải tốc độ. Anh Tiêu Quốc Tuấn - người chơi ô tô thể thao tại TP.HCM, hiện đang sở hữu chiếc Lux A2.0 phân tích những yếu tố khiến anh quyết tâm sở hữu và đưa chiếc xe vào bộ sưu tập xe thể thao của mình: “Lux A2.0 với người chơi ô tô thể thao như tụi tui mà nói thì là một chiếc xe hoàn hảo. Lux A2.0 sở hữu cả khí động học và khả năng vận hành thể thao. Chạy trong thành phố, đi làm đi chơi hay chạy thể thao nó đơn giản chỉ khác nhau ở cú đạp ga thôi. Nhiều bạn trẻ khi nhờ tôi tư vấn chọn xe sao cho phù hợp, tôi đều giới thiệu về chiếc Lux A2.0 vì tính kinh tế. Xe có khả năng vận hành tốt và ổn định, chạy nghịch, chạy đi chơi xa, đi làm đều ổn, không phải lo lắng”. Tính an toàn hàng đầu trong phân khúc Lux A2.0 là mẫu xe được trang bị đầy đủ các tính năng an toàn tiên tiến và đạt tiêu chuẩn ASEAN NCAP ở mức 5 sao cao nhất. Mặc dù nằm trong phân khúc sedan nhưng Lux A2.0 sở hữu những tính năng an toàn như trên các mẫu xe SUV như: Hệ thống kiểm soát lực kéo TCS, hệ thống chống bó phanh ABS, hệ thống phân phối lực phanh điện tử EBD. Ngoài ra, xe cũng trang bị hệ thống hỗ trợ khởi hành ngang dốc HSA, hệ thống phanh khẩn cấp BA, hệ thống cân bằng điện tử ESC và hệ thống chống lật ROM. Đây là những tính năng được các khách hàng yêu thích nhất và coi là tiêu chí chọn lựa hàng đầu khi mua VinFast Lux A2.0. Chị Ngọc Hương (quận 2, TP.HCM) chia sẻ cảm nhận về độ an toàn của Lux A2.0 sau 2 năm sử dụng: “Ngay từ lúc mua, hai vợ chồng đã chọn lựa chiếc xe này vì tính năng an toàn của xe. Hơn 1 năm nay tôi chưa phải dùng tới tính năng an toàn khẩn cấp nào, nhưng hệ thống phanh ABS và BA hỗ trợ nhiều cho việc đảm bảo an toàn trong quá trình vận hành. Cá nhân tôi rất thích tính năng camera 360, nó giúp mình tự tin và an tâm hơn khi lái xe, nhất là hồi mới lấy xe. Lúc lùi hoặc quẹo, camera với màn hình lớn giúp mình dễ căn hơn nhiều. Nhà mình thường xuyên phải đi qua những đoạn đường đang sửa, rất xấu, thế nhưng sau 2 năm sử dụng, chiếc xe vẫn tốt như hồi mới nhận. Những cái này đúng là phải sử dụng thì mới cảm nhận được”. Phần lớn khách hàng sau khi sử dụng và trải nghiệm VinFast Lux A2.0 đều có những ấn tượng tốt và mong muốn được gắn bó lâu dài với xe. Đây cũng chính là yếu tố quan trọng giúp Lux A2.0 khẳng định được chất lượng và đẳng cấp của mình. Read the full article

Maserati 228 / 430 Owners Manual / Handbook Click Here Now To Bid

It looks like a Maserati BiTurbo coupe, but the details are a little different. It’s a #Maserati228, type AM334. Until the era of the Shamal, it was the ne plus ultra of BiTurbos - a larger, more refined variant aimed at the BMW 6, Jag XJS, and other GTs just above the BiTurbo’s market range. First shown in 1984, it also benefited from the many refinements made to the sometimes troubled BiTurbo platform from 1982 until 228 production began in 1986, but the 228’s story starts in the late 1970s. - In the summer of 1975, Alejandro De Tomaso gained control of Maserati, which was a ward of the Italian state after Citroën’s brush with death. He’d revived motorcycle makers Benelli and Moto Guzzi under similar circumstances and, like Obi-Wan Kenobi, he was Maserati’s only hope. One of his first steps was to create a pair of new Maseratis - the De Tomaso Longchamp-derived Kyalami coupe (a successor to the Mexico) and the Quattroporte III. The Kyalami went wanting for buyers (just 200 were sold from 1976-83) but the QIII was a success,  - The QIII provided crucial income in the late 1970s, but De Tomaso’s ambition was to mass produce - thus he embarked on the BiTurbo - designed under new chief engineer Aurelio Bertocchi and penned by Fiat and Pininfarina alum Pierangelo Andreani. It was the first twin-turbo production car in the world and a bona fide hit. Aimed at the higher-end BMW E21s in size and scope, it was more expensive and faster, but within reach of ordinary buyers. Early adopters paid a high price though - because few cars have had as many teething issues. - The Kyalami wasn’t a success, but Maserati didn’t want to abandon the market between the Q-porte and the BiTurbo, a void to be filled by the 228. A proper 5-seater, the 228 rode the 4-door BiTurbo wheelbase and was longer and wider than the coupe. It used only the largest engine - an injected, 2.8L, 250hp V6 and many electronic updates to suit. Andreani softened the lines to differentiate it and it shared no panels with the other BiTurbos. By then the BiTurbo’s reputation was not helping sales, but the 228 outpaced the Kyalami, with 469 sold in 7 years. A sober GT, it was replaced by the Mk2 Ghibli in 1992. https://www.instagram.com/p/B4kd4OJAF9S/?igshid=1drjqj68tkenm

2800 CC

250 BG

5.8 SN

235 KM

1240 KG

9.2 LT

18.2 LT

Maserati – 228 – 2.8 i V6 Turbo (250 Hp) Modelinin Teknik bilgileri, yakıt bilgisi,fiyatı,kaç yakıyor,vergisi ne kadar,yakıt tüketimi,hakkında her türlü bilgilere ve araca ait resimlere aşağıda ki tablodan ulaşa bilirsiniz.

Marka Maserati Model 228 Nesil 228 Motor 2.8 i V6 Turbo (250 Hp) Kapı 2 Güç 250 bg /6000 dev/dak Maksimum sürat 235 km/saat Hızlanma 0 – 100 km/saat 5.8 saniye Yakıt deposu hacmi 82 Lt Üretim başlangıç yılı 1986 yıl Son üretim yılı 1992 yıl Kasa tipi Coupe Koltuk 5.Oca Uzunluk 4460 mm. Genişlik 1865 mm. Yükseklik 1330 mm. Dingil Mesafesi 2600 mm. Ön tekerlek izi 1540 mm. Arka tekerlek izi 1550 mm. Bagaj hacmi en az 530 Lt Motor hacmi 2790 cm3 Tork 373 Nm /3500 dev/dak Yakıt Sistemi Çok noktalı enjeksiyon Türbin Turbo kompresör Silindir pozisyonu V motor Silindir Adedi 6.Oca Silindir çapı 94 mm. Silindir içi vuruş 67 mm. Sıkıştırma oranı 7.Tem Silindir başına düşen valf 3.Oca Yakıt Tipi Benzin Vites sayısı (Manuel şanzıman) 5.Oca Ön süspansiyon Helezon yay Arka süspansiyon Helezon yay Ön frenler Hava soğutmalı diskler Arka frenler Disk Direksiyon Hidrolik Direksiyon Şehir içi yakıt tüketimi 18.2 Lt/100 km Şehir dışı yakıt tüketimi 9.2 Lt/100 km Ortalama yakıt tüketimi 11.8 Lt/100 km Ağırlık 1240 Kg Maksimum ağırlık 1800 Kg Lastik boyutu 205/55 R15

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Maserati – 228 – 2.8 i V6 Turbo (250 Hp) – Teknik Bilgileri Maserati - 228 - 2.8 i V6 Turbo (250 Hp) Modelinin Teknik bilgileri, yakıt bilgisi,fiyatı,kaç yakıyor,vergisi ne kadar,yakıt tüketimi,hakkında her türlü bilgilere ve araca ait resimlere aşağıda ki tablodan ulaşa bilirsiniz.

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Finished up this matte black full wrap on this Maserati! •••••••••••••••••••••••••••••••••• Owner: @kdpham220 •••••••••••••••••••••••••••••••••• WANT A DISCOUNT? USE PROMO CODE: "INSTAGRAM" at checkout on our website. •••••••••••••••••••••••••••••••••• ☆☆ SHOP ONLINE ☆☆ www.endlessautosalon.com Call 951-228-0010 x2 Text 951-345-2094 [email protected] <><><><><><><><><><><> Monday - Saturday 9am-6pm <><><><><><><><><><><> #paintisdead #idwrapthat #layednotsprayed #wrappedworld #wrap #maserati #ghibli #wrapped #getlayed #endlessfamily #endlessautosalon (at Endless Autosalon)

Collectible Classic: 1992-1997 Subaru SVX

Think of Subaru today and, besides the excellent BRZ sports car it codeveloped with Toyota, you most likely envision outdoorsy owners happily shuttling Fido around in a boxy, all-wheel-drive wagon. But long before the BRZ, there was another three-letter Subaru sports coupe: the SVX. Never heard of it? You’re forgiven.

Subaru’s U.S. roots date to 1968, when the brand was established as a contrarian, would-be alternative to Volkswagen, Toyota, and Datsun. That’s when Malcolm Bricklin founded Subaru of America in the celebrated automotive hotbed of Bala Cynwyd, Pennsylvania. Bricklin is the same wildcatter who later produced a gullwing-doored sports car bearing his name in New Brunswick, Canada, and later imported the much-vilified Yugo to these shores.

By the early 1990s Subaru’s automotive business was taking off, and the automotive division of Fuji Heavy Industries decided to build a halo car to take on BMW. Yes, the brand associated with all-wheel-drive economy cars, most of which were station wagons, conceived a plan to offer a Subaru that could be a German luxury coupe competitor. And while the car maker was at it, Subaru figured it might as well poach some Lexus SC sales and maybe a few Mercedes-Benz SL intenders.

Subaru’s secret weapon was the SVX, an angular design by Giorgetto Giugiaro whose resume includes the BMW M1, DeLorean DMC-12, and Maserati Bora. How could Subaru miss with Italian design, seating for four, a very plush interior, a responsive six-cylinder boxer engine, and all-wheel drive? And smaller, operable windows within its larger stationary windows, like the DeLorean and Lamborghini Countach? The car was aerodynamically sleek, with an impressive drag coefficient of 0.29.

Giugiaro’s initial concept made its debut at the 1989 Tokyo Motor Show. Response was enthusiastic, and the Alcyone SVX—the name a reference to the brightest star in the Pleiades cluster as seen on Subaru’s logo—entered production for the 1992 model year, looking very much like the original show car. In the U.S., the car was simply badged SVX (Subaru Vehicle X) for its five-year run.

The SVXs were uncommon, but they weren’t flamboyant in an exotic-car way, so the stir Subaru hoped to cause never really came.

As it happened, the SVX didn’t really bring that star glow to the rest of the line. It was something of an orphan within its own family, having little in common with the more run-of-the-mill Legacy and Impreza models. One of the car’s perceived shortcomings was the fact it came only with a four-speed automatic transmission, Subaru not having a manual gearbox capable of handling the 3.3-liter engine’s 230 hp and 228 lb-ft of torque. But the real problem was that the SVX retailed for almost $10,000 more than any other Subaru despite rumors Subaru lost roughly $3,000 on each one. Those unsustainable economics led to the car’s cancellation at the end of the 1996 model year with no successor planned. Subaru sold a little more than 14,000 in the U.S. despite expected sales of 10,000 per year. Cars were sold Stateside into the following year as 1997 models.

The SVXs were uncommon, but they weren’t flamboyant in an exotic-car way, so the stir Subaru hoped to cause never really came. But that’s changing. Scott King and Sandy Edelstein own the SVX finished in Polo Green seen here. “It’s an intriguing car, different and weird,” King says. “You’re a celebrity when you drive this car. People have no idea what it is, and the Subaru badging just adds to the confusion.”

Their car is a top-of-the line 1996 LSi that still looks somewhat anonymous after all these years, though that rear spoiler seems to have lots in common with the configuration seen on the Lotus Esprit, another Giugiaro design. The exterior is pleasing and smooth but visually engaging, while the interior is absolutely sumptuous. The seats are upholstered in buttery beige leather, but there are also rich brown suede-swathed door and dash panels.

That six-cylinder boxer engine might foster Porsche thoughts, and driving an SVX does offer a solid, almost Stuttgartesque experience. The steering gives weighted assurance without any jitters, irrespective of road surface. It’s a pleasant car to drive, accepting of an active driver’s input or a more laissez-faire approach. It is quick enough, scooting from 0 to 60 mph in a tad more than 7 seconds and onward to a top speed of 154 mph (reduced to 143 mph via a speed limiter in post-1993 cars). Torque-split for U.S. market cars is up to 50/50 front/rear in low-grip situations and 90/10 in normal driving; Japanese versions were more rear-biased. A handful of front-wheel-drive SVXs were sold in the U.S. for the 1994-’95 model years in lower trim models as a cost-cutting measure, but the option was unpopular and discontinued after just two years.

Italian DNA: The SVX’s look was designed by Giorgetto Giugiaro, who also penned the DeLorean DMC-12. Note the window-in-window feature and a sleek interior with hidden stereo system.

King and Edelstein bought the car from the original owners with just 53,000 miles on the odometer, and to most eyes it’s quite flawless. Edelstein, however, says it’s one paint job away from perfection. The SVX is best appreciated on highways and interstates, which is, after all, where grand tourers are meant to be. “It’s just a joy to drive, and you get a panoramic view you don’t get in any other car,” King says.

On a practical note, it has a big trunk with folding rear seats for trips to Home Depot. And even the window-in-widow design isn’t much of a hindrance. “We actually owned a DeLorean, and the SVX’s windows are much better for a drive-through restaurant. You can theoretically crawl out of it in an emergency.” Well, maybe if you have a 28-inch waist. With all that glass, it’s a literal comfort to hear King boast, “It has the coldest AC we had in any of our cars.”

The SVX is a rolling paradox. It is more than capable of providing the kind of enhanced driving experience associated with traditional prestigious makes, but its eccentricity is partially its charm. Today, it’s one of the better classic-car values going, and the odds of parking next to another one at cars and coffee are slim to none. With classic Japanese sports cars becoming ever more collectible, now is a great time to jump on the SVX bandwagon.

Living with the SVX

A positive aspect of SVX ownership is the active community of owners who keep each other posted on parts, service tips, and events. Mark Schneider, who lives in the Houston area, is one such enthusiast who runs the SVX Nation group on Facebook. His ’95 LSi had more than 189,000 miles on the clock when he bought it, and he immediately proceeded to use it on his 100-mile daily commute. He says he’s seen an SVX with 300,000-plus miles, one of 30 that showed up for the most recent national meet in Lafayette, Indiana, where Subaru builds the Outback, Legacy, and Impreza.

Schneider remembers being a child when a neighbor bought an SVX and—you could see this coming—“The windows blew me away. I was infatuated.” That love affair has blossomed now that he’s had a chance to spend quality time on the other side of those windows. “They’re just beasts on the highway,” Schneider says. “You can park it at 85 mph for thousands of miles. That’s its happy place.” Which is just what he did when he drove his car more than 2,000 miles to Lafayette and back.

The automatic transmission remains an image problem, but it can be a mechanical issue as well, especially on early production cars. There is, however, a solution that addresses both concerns: Remove it. Schneider fitted his SVX with a five-speed manual sourced from a later WRX. “The original intent and design precluded a manual,” he says, “but with one installed it’s a completely different animal and a hoot and a half to drive.”

As with just about any collectible, you are well advised to spend a bit more to get a well-cared-for example. Parts availability is getting to be problematic since there’s not a whole lot of interchangeability with lesser Subies. The throttle positioning sensor for a ’95 Legacy will set you back $55, and one for an SVX could be as much as $350. That said, SVX Nation is a great source if your local Subaru dealer isn’t. As Schneider notes, “A lot of the younger Subaru techs have no idea why this strange spaceship has rolled into the dealer’s service bay.” As a result, he urges new owners to find someone “who actually knows what it is” when it comes time to work on it.

The Market Perspective

With the SVX’s rarity and the uptick in general values for collectible Japanese cars, you might think that these sporty Subies have taken off in value. You’d be wrong; the market has remained virtually flat for the SVX, regardless of year or trim level. That means you should be able to find a solid example for well under $10,000. Start looking at the $5,000 price point to avoid bottom-feeder examples needing lots of overdue maintenance.—Rory Jurnecka

The Specs

ENGINE 3.3L DOHC flat-6/230 hp, 228 lb-ft TRANSMISSION 4-speed automatic DRIVE All wheel or front wheel SUSPENSION Struts BRAKES Discs WEIGHT 3,580 lb

The Info

MODEL YEARS 1992-1997 NUMBER SOLD 24,379 (globally, including 14,257 in U.S.) ORIGINAL PRICE (U.S.) $24,445 (’91 base SVX L), $36,740 (’96 SVX LSi) VALUE TODAY $3,900-$4,700*

*Hagerty average value (www.hagerty.com)

Source: http://chicagoautohaus.com/collectible-classic-1992-1997-subaru-svx/

from Chicago Today https://chicagocarspot.wordpress.com/2017/12/22/collectible-classic-1992-1997-subaru-svx-2/

Collectible Classic: 1992-1997 Subaru SVX

Think of Subaru today and, besides the excellent BRZ sports car it codeveloped with Toyota, you most likely envision outdoorsy owners happily shuttling Fido around in a boxy, all-wheel-drive wagon. But long before the BRZ, there was another three-letter Subaru sports coupe: the SVX. Never heard of it? You’re forgiven.

Subaru’s U.S. roots date to 1968, when the brand was established as a contrarian, would-be alternative to Volkswagen, Toyota, and Datsun. That’s when Malcolm Bricklin founded Subaru of America in the celebrated automotive hotbed of Bala Cynwyd, Pennsylvania. Bricklin is the same wildcatter who later produced a gullwing-doored sports car bearing his name in New Brunswick, Canada, and later imported the much-vilified Yugo to these shores.

By the early 1990s Subaru’s automotive business was taking off, and the automotive division of Fuji Heavy Industries decided to build a halo car to take on BMW. Yes, the brand associated with all-wheel-drive economy cars, most of which were station wagons, conceived a plan to offer a Subaru that could be a German luxury coupe competitor. And while the car maker was at it, Subaru figured it might as well poach some Lexus SC sales and maybe a few Mercedes-Benz SL intenders.

Subaru’s secret weapon was the SVX, an angular design by Giorgetto Giugiaro whose resume includes the BMW M1, DeLorean DMC-12, and Maserati Bora. How could Subaru miss with Italian design, seating for four, a very plush interior, a responsive six-cylinder boxer engine, and all-wheel drive? And smaller, operable windows within its larger stationary windows, like the DeLorean and Lamborghini Countach? The car was aerodynamically sleek, with an impressive drag coefficient of 0.29.

Giugiaro’s initial concept made its debut at the 1989 Tokyo Motor Show. Response was enthusiastic, and the Alcyone SVX—the name a reference to the brightest star in the Pleiades cluster as seen on Subaru’s logo—entered production for the 1992 model year, looking very much like the original show car. In the U.S., the car was simply badged SVX (Subaru Vehicle X) for its five-year run.

The SVXs were uncommon, but they weren’t flamboyant in an exotic-car way, so the stir Subaru hoped to cause never really came.

As it happened, the SVX didn’t really bring that star glow to the rest of the line. It was something of an orphan within its own family, having little in common with the more run-of-the-mill Legacy and Impreza models. One of the car’s perceived shortcomings was the fact it came only with a four-speed automatic transmission, Subaru not having a manual gearbox capable of handling the 3.3-liter engine’s 230 hp and 228 lb-ft of torque. But the real problem was that the SVX retailed for almost $10,000 more than any other Subaru despite rumors Subaru lost roughly $3,000 on each one. Those unsustainable economics led to the car’s cancellation at the end of the 1996 model year with no successor planned. Subaru sold a little more than 14,000 in the U.S. despite expected sales of 10,000 per year. Cars were sold Stateside into the following year as 1997 models.

The SVXs were uncommon, but they weren’t flamboyant in an exotic-car way, so the stir Subaru hoped to cause never really came. But that’s changing. Scott King and Sandy Edelstein own the SVX finished in Polo Green seen here. “It’s an intriguing car, different and weird,” King says. “You’re a celebrity when you drive this car. People have no idea what it is, and the Subaru badging just adds to the confusion.”

Their car is a top-of-the line 1996 LSi that still looks somewhat anonymous after all these years, though that rear spoiler seems to have lots in common with the configuration seen on the Lotus Esprit, another Giugiaro design. The exterior is pleasing and smooth but visually engaging, while the interior is absolutely sumptuous. The seats are upholstered in buttery beige leather, but there are also rich brown suede-swathed door and dash panels.

That six-cylinder boxer engine might foster Porsche thoughts, and driving an SVX does offer a solid, almost Stuttgartesque experience. The steering gives weighted assurance without any jitters, irrespective of road surface. It’s a pleasant car to drive, accepting of an active driver’s input or a more laissez-faire approach. It is quick enough, scooting from 0 to 60 mph in a tad more than 7 seconds and onward to a top speed of 154 mph (reduced to 143 mph via a speed limiter in post-1993 cars). Torque-split for U.S. market cars is up to 50/50 front/rear in low-grip situations and 90/10 in normal driving; Japanese versions were more rear-biased. A handful of front-wheel-drive SVXs were sold in the U.S. for the 1994-’95 model years in lower trim models as a cost-cutting measure, but the option was unpopular and discontinued after just two years.

Italian DNA: The SVX’s look was designed by Giorgetto Giugiaro, who also penned the DeLorean DMC-12. Note the window-in-window feature and a sleek interior with hidden stereo system.

King and Edelstein bought the car from the original owners with just 53,000 miles on the odometer, and to most eyes it’s quite flawless. Edelstein, however, says it’s one paint job away from perfection. The SVX is best appreciated on highways and interstates, which is, after all, where grand tourers are meant to be. “It’s just a joy to drive, and you get a panoramic view you don’t get in any other car,” King says.

On a practical note, it has a big trunk with folding rear seats for trips to Home Depot. And even the window-in-widow design isn’t much of a hindrance. “We actually owned a DeLorean, and the SVX’s windows are much better for a drive-through restaurant. You can theoretically crawl out of it in an emergency.” Well, maybe if you have a 28-inch waist. With all that glass, it’s a literal comfort to hear King boast, “It has the coldest AC we had in any of our cars.”

The SVX is a rolling paradox. It is more than capable of providing the kind of enhanced driving experience associated with traditional prestigious makes, but its eccentricity is partially its charm. Today, it’s one of the better classic-car values going, and the odds of parking next to another one at cars and coffee are slim to none. With classic Japanese sports cars becoming ever more collectible, now is a great time to jump on the SVX bandwagon.

Living with the SVX

A positive aspect of SVX ownership is the active community of owners who keep each other posted on parts, service tips, and events. Mark Schneider, who lives in the Houston area, is one such enthusiast who runs the SVX Nation group on Facebook. His ’95 LSi had more than 189,000 miles on the clock when he bought it, and he immediately proceeded to use it on his 100-mile daily commute. He says he’s seen an SVX with 300,000-plus miles, one of 30 that showed up for the most recent national meet in Lafayette, Indiana, where Subaru builds the Outback, Legacy, and Impreza.

Schneider remembers being a child when a neighbor bought an SVX and—you could see this coming—“The windows blew me away. I was infatuated.” That love affair has blossomed now that he’s had a chance to spend quality time on the other side of those windows. “They’re just beasts on the highway,” Schneider says. “You can park it at 85 mph for thousands of miles. That’s its happy place.” Which is just what he did when he drove his car more than 2,000 miles to Lafayette and back.

blem, but it can be a mechanical issue as well, especially on early production cars. There is, however, a solution that addresses both concerns: Remove it. Schneider fitted his SVX with a five-speed manual sourced from a later WRX. “The original intent and design precluded a manual,” he says, “but with one installed it’s a completely different animal and a hoot and a half to drive.”

As with just about any collectible, you are well advised to spend a bit more to get a well-cared-for example. Parts availability is getting to be problematic since there’s not a whole lot of interchangeability with lesser Subies. The throttle positioning sensor for a ’95 Legacy will set you back $55, and one for an SVX could be as much as $350. That said, SVX Nation is a great source if your local Subaru dealer isn’t. As Schneider notes, “A lot of the younger Subaru techs have no idea why this strange spaceship has rolled into the dealer’s service bay.” As a result, he urges new owners to find someone “who actually knows what it is” when it comes time to work on it.

The Market Perspective

With the SVX’s rarity and the uptick in general values for collectible Japanese cars, you might think that these sporty Subies have taken off in value. You’d be wrong; the market has remained virtually flat for the SVX, regardless of year or trim level. That means you should be able to find a solid example for well under $10,000. Start looking at the $5,000 price point to avoid bottom-feeder examples needing lots of overdue maintenance.—Rory Jurnecka

The Specs

ENGINE 3.3L DOHC flat-6/230 hp, 228 lb-ft TRANSMISSION 4-speed automatic DRIVE All wheel or front wheel SUSPENSION Struts BRAKES Discs WEIGHT 3,580 lb

The Info

MODEL YEARS 1992-1997 NUMBER SOLD 24,379 (globally, including 14,257 in U.S.) ORIGINAL PRICE (U.S.) $24,445 (’91 base SVX L), $36,740 (’96 SVX LSi) VALUE TODAY $3,900-$4,700*

*Hagerty average value (www.hagerty.com)

The post Collectible Classic: 1992-1997 Subaru SVX appeared first on Automobile Magazine.

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Collectible Classic: 1992-1997 Subaru SVX

Think of Subaru today and, besides the excellent BRZ sports car it codeveloped with Toyota, you most likely envision outdoorsy owners happily shuttling Fido around in a boxy, all-wheel-drive wagon. But long before the BRZ, there was another three-letter Subaru sports coupe: the SVX. Never heard of it? You’re forgiven.

Subaru’s U.S. roots date to 1968, when the brand was established as a contrarian, would-be alternative to Volkswagen, Toyota, and Datsun. That’s when Malcolm Bricklin founded Subaru of America in the celebrated automotive hotbed of Bala Cynwyd, Pennsylvania. Bricklin is the same wildcatter who later produced a gullwing-doored sports car bearing his name in New Brunswick, Canada, and later imported the much-vilified Yugo to these shores.

By the early 1990s Subaru’s automotive business was taking off, and the automotive division of Fuji Heavy Industries decided to build a halo car to take on BMW. Yes, the brand associated with all-wheel-drive economy cars, most of which were station wagons, conceived a plan to offer a Subaru that could be a German luxury coupe competitor. And while the car maker was at it, Subaru figured it might as well poach some Lexus SC sales and maybe a few Mercedes-Benz SL intenders.

Subaru’s secret weapon was the SVX, an angular design by Giorgetto Giugiaro whose resume includes the BMW M1, DeLorean DMC-12, and Maserati Bora. How could Subaru miss with Italian design, seating for four, a very plush interior, a responsive six-cylinder boxer engine, and all-wheel drive? And smaller, operable windows within its larger stationary windows, like the DeLorean and Lamborghini Countach? The car was aerodynamically sleek, with an impressive drag coefficient of 0.29.

Giugiaro’s initial concept made its debut at the 1989 Tokyo Motor Show. Response was enthusiastic, and the Alcyone SVX—the name a reference to the brightest star in the Pleiades cluster as seen on Subaru’s logo—entered production for the 1992 model year, looking very much like the original show car. In the U.S., the car was simply badged SVX (Subaru Vehicle X) for its five-year run.

The SVXs were uncommon, but they weren’t flamboyant in an exotic-car way, so the stir Subaru hoped to cause never really came.

As it happened, the SVX didn’t really bring that star glow to the rest of the line. It was something of an orphan within its own family, having little in common with the more run-of-the-mill Legacy and Impreza models. One of the car’s perceived shortcomings was the fact it came only with a four-speed automatic transmission, Subaru not having a manual gearbox capable of handling the 3.3-liter engine’s 230 hp and 228 lb-ft of torque. But the real problem was that the SVX retailed for almost $10,000 more than any other Subaru despite rumors Subaru lost roughly $3,000 on each one. Those unsustainable economics led to the car’s cancellation at the end of the 1996 model year with no successor planned. Subaru sold a little more than 14,000 in the U.S. despite expected sales of 10,000 per year. Cars were sold Stateside into the following year as 1997 models.

The SVXs were uncommon, but they weren’t flamboyant in an exotic-car way, so the stir Subaru hoped to cause never really came. But that’s changing. Scott King and Sandy Edelstein own the SVX finished in Polo Green seen here. “It’s an intriguing car, different and weird,” King says. “You’re a celebrity when you drive this car. People have no idea what it is, and the Subaru badging just adds to the confusion.”

Their car is a top-of-the line 1996 LSi that still looks somewhat anonymous after all these years, though that rear spoiler seems to have lots in common with the configuration seen on the Lotus Esprit, another Giugiaro design. The exterior is pleasing and smooth but visually engaging, while the interior is absolutely sumptuous. The seats are upholstered in buttery beige leather, but there are also rich brown suede-swathed door and dash panels.

That six-cylinder boxer engine might foster Porsche thoughts, and driving an SVX does offer a solid, almost Stuttgartesque experience. The steering gives weighted assurance without any jitters, irrespective of road surface. It’s a pleasant car to drive, accepting of an active driver’s input or a more laissez-faire approach. It is quick enough, scooting from 0 to 60 mph in a tad more than 7 seconds and onward to a top speed of 154 mph (reduced to 143 mph via a speed limiter in post-1993 cars). Torque-split for U.S. market cars is up to 50/50 front/rear in low-grip situations and 90/10 in normal driving; Japanese versions were more rear-biased. A handful of front-wheel-drive SVXs were sold in the U.S. for the 1994-’95 model years in lower trim models as a cost-cutting measure, but the option was unpopular and discontinued after just two years.

Italian DNA: The SVX’s look was designed by Giorgetto Giugiaro, who also penned the DeLorean DMC-12. Note the window-in-window feature and a sleek interior with hidden stereo system.

King and Edelstein bought the car from the original owners with just 53,000 miles on the odometer, and to most eyes it’s quite flawless. Edelstein, however, says it’s one paint job away from perfection. The SVX is best appreciated on highways and interstates, which is, after all, where grand tourers are meant to be. “It’s just a joy to drive, and you get a panoramic view you don’t get in any other car,” King says.

On a practical note, it has a big trunk with folding rear seats for trips to Home Depot. And even the window-in-widow design isn’t much of a hindrance. “We actually owned a DeLorean, and the SVX’s windows are much better for a drive-through restaurant. You can theoretically crawl out of it in an emergency.” Well, maybe if you have a 28-inch waist. With all that glass, it’s a literal comfort to hear King boast, “It has the coldest AC we had in any of our cars.”

The SVX is a rolling paradox. It is more than capable of providing the kind of enhanced driving experience associated with traditional prestigious makes, but its eccentricity is partially its charm. Today, it’s one of the better classic-car values going, and the odds of parking next to another one at cars and coffee are slim to none. With classic Japanese sports cars becoming ever more collectible, now is a great time to jump on the SVX bandwagon.

Living with the SVX

A positive aspect of SVX ownership is the active community of owners who keep each other posted on parts, service tips, and events. Mark Schneider, who lives in the Houston area, is one such enthusiast who runs the SVX Nation group on Facebook. His ’95 LSi had more than 189,000 miles on the clock when he bought it, and he immediately proceeded to use it on his 100-mile daily commute. He says he’s seen an SVX with 300,000-plus miles, one of 30 that showed up for the most recent national meet in Lafayette, Indiana, where Subaru builds the Outback, Legacy, and Impreza.

Schneider remembers being a child when a neighbor bought an SVX and—you could see this coming—“The windows blew me away. I was infatuated.” That love affair has blossomed now that he’s had a chance to spend quality time on the other side of those windows. “They’re just beasts on the highway,” Schneider says. “You can park it at 85 mph for thousands of miles. That’s its happy place.” Which is just what he did when he drove his car more than 2,000 miles to Lafayette and back.

blem, but it can be a mechanical issue as well, especially on early production cars. There is, however, a solution that addresses both concerns: Remove it. Schneider fitted his SVX with a five-speed manual sourced from a later WRX. “The original intent and design precluded a manual,” he says, “but with one installed it’s a completely different animal and a hoot and a half to drive.”

As with just about any collectible, you are well advised to spend a bit more to get a well-cared-for example. Parts availability is getting to be problematic since there’s not a whole lot of interchangeability with lesser Subies. The throttle positioning sensor for a ’95 Legacy will set you back $55, and one for an SVX could be as much as $350. That said, SVX Nation is a great source if your local Subaru dealer isn’t. As Schneider notes, “A lot of the younger Subaru techs have no idea why this strange spaceship has rolled into the dealer’s service bay.” As a result, he urges new owners to find someone “who actually knows what it is” when it comes time to work on it.

The Market Perspective

With the SVX’s rarity and the uptick in general values for collectible Japanese cars, you might think that these sporty Subies have taken off in value. You’d be wrong; the market has remained virtually flat for the SVX, regardless of year or trim level. That means you should be able to find a solid example for well under $10,000. Start looking at the $5,000 price point to avoid bottom-feeder examples needing lots of overdue maintenance.—Rory Jurnecka

The Specs

ENGINE 3.3L DOHC flat-6/230 hp, 228 lb-ft TRANSMISSION 4-speed automatic DRIVE All wheel or front wheel SUSPENSION Struts BRAKES Discs WEIGHT 3,580 lb

The Info

MODEL YEARS 1992-1997 NUMBER SOLD 24,379 (globally, including 14,257 in U.S.) ORIGINAL PRICE (U.S.) $24,445 (’91 base SVX L), $36,740 (’96 SVX LSi) VALUE TODAY $3,900-$4,700*

*Hagerty average value (www.hagerty.com)

The post Collectible Classic: 1992-1997 Subaru SVX appeared first on Automobile Magazine.

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Collectible Classic: 1992-1997 Subaru SVX

Think of Subaru today and, besides the excellent BRZ sports car it codeveloped with Toyota, you most likely envision outdoorsy owners happily shuttling Fido around in a boxy, all-wheel-drive wagon. But long before the BRZ, there was another three-letter Subaru sports coupe: the SVX. Never heard of it? You’re forgiven.

Subaru’s U.S. roots date to 1968, when the brand was established as a contrarian, would-be alternative to Volkswagen, Toyota, and Datsun. That’s when Malcolm Bricklin founded Subaru of America in the celebrated automotive hotbed of Bala Cynwyd, Pennsylvania. Bricklin is the same wildcatter who later produced a gullwing-doored sports car bearing his name in New Brunswick, Canada, and later imported the much-vilified Yugo to these shores.

By the early 1990s Subaru’s automotive business was taking off, and the automotive division of Fuji Heavy Industries decided to build a halo car to take on BMW. Yes, the brand associated with all-wheel-drive economy cars, most of which were station wagons, conceived a plan to offer a Subaru that could be a German luxury coupe competitor. And while the car maker was at it, Subaru figured it might as well poach some Lexus SC sales and maybe a few Mercedes-Benz SL intenders.

Subaru’s secret weapon was the SVX, an angular design by Giorgetto Giugiaro whose resume includes the BMW M1, DeLorean DMC-12, and Maserati Bora. How could Subaru miss with Italian design, seating for four, a very plush interior, a responsive six-cylinder boxer engine, and all-wheel drive? And smaller, operable windows within its larger stationary windows, like the DeLorean and Lamborghini Countach? The car was aerodynamically sleek, with an impressive drag coefficient of 0.29.

Giugiaro’s initial concept made its debut at the 1989 Tokyo Motor Show. Response was enthusiastic, and the Alcyone SVX—the name a reference to the brightest star in the Pleiades cluster as seen on Subaru’s logo—entered production for the 1992 model year, looking very much like the original show car. In the U.S., the car was simply badged SVX (Subaru Vehicle X) for its five-year run.

The SVXs were uncommon, but they weren’t flamboyant in an exotic-car way, so the stir Subaru hoped to cause never really came.

As it happened, the SVX didn’t really bring that star glow to the rest of the line. It was something of an orphan within its own family, having little in common with the more run-of-the-mill Legacy and Impreza models. One of the car’s perceived shortcomings was the fact it came only with a four-speed automatic transmission, Subaru not having a manual gearbox capable of handling the 3.3-liter engine’s 230 hp and 228 lb-ft of torque. But the real problem was that the SVX retailed for almost $10,000 more than any other Subaru despite rumors Subaru lost roughly $3,000 on each one. Those unsustainable economics led to the car’s cancellation at the end of the 1996 model year with no successor planned. Subaru sold a little more than 14,000 in the U.S. despite expected sales of 10,000 per year. Cars were sold Stateside into the following year as 1997 models.

The SVXs were uncommon, but they weren’t flamboyant in an exotic-car way, so the stir Subaru hoped to cause never really came. But that’s changing. Scott King and Sandy Edelstein own the SVX finished in Polo Green seen here. “It’s an intriguing car, different and weird,” King says. “You’re a celebrity when you drive this car. People have no idea what it is, and the Subaru badging just adds to the confusion.”

Their car is a top-of-the line 1996 LSi that still looks somewhat anonymous after all these years, though that rear spoiler seems to have lots in common with the configuration seen on the Lotus Esprit, another Giugiaro design. The exterior is pleasing and smooth but visually engaging, while the interior is absolutely sumptuous. The seats are upholstered in buttery beige leather, but there are also rich brown suede-swathed door and dash panels.

That six-cylinder boxer engine might foster Porsche thoughts, and driving an SVX does offer a solid, almost Stuttgartesque experience. The steering gives weighted assurance without any jitters, irrespective of road surface. It’s a pleasant car to drive, accepting of an active driver’s input or a more laissez-faire approach. It is quick enough, scooting from 0 to 60 mph in a tad more than 7 seconds and onward to a top speed of 154 mph (reduced to 143 mph via a speed limiter in post-1993 cars). Torque-split for U.S. market cars is up to 50/50 front/rear in low-grip situations and 90/10 in normal driving; Japanese versions were more rear-biased. A handful of front-wheel-drive SVXs were sold in the U.S. for the 1994-’95 model years in lower trim models as a cost-cutting measure, but the option was unpopular and discontinued after just two years.

Italian DNA: The SVX’s look was designed by Giorgetto Giugiaro, who also penned the DeLorean DMC-12. Note the window-in-window feature and a sleek interior with hidden stereo system.

King and Edelstein bought the car from the original owners with just 53,000 miles on the odometer, and to most eyes it’s quite flawless. Edelstein, however, says it’s one paint job away from perfection. The SVX is best appreciated on highways and interstates, which is, after all, where grand tourers are meant to be. “It’s just a joy to drive, and you get a panoramic view you don’t get in any other car,” King says.

On a practical note, it has a big trunk with folding rear seats for trips to Home Depot. And even the window-in-widow design isn’t much of a hindrance. “We actually owned a DeLorean, and the SVX’s windows are much better for a drive-through restaurant. You can theoretically crawl out of it in an emergency.” Well, maybe if you have a 28-inch waist. With all that glass, it’s a literal comfort to hear King boast, “It has the coldest AC we had in any of our cars.”

The SVX is a rolling paradox. It is more than capable of providing the kind of enhanced driving experience associated with traditional prestigious makes, but its eccentricity is partially its charm. Today, it’s one of the better classic-car values going, and the odds of parking next to another one at cars and coffee are slim to none. With classic Japanese sports cars becoming ever more collectible, now is a great time to jump on the SVX bandwagon.

Living with the SVX

A positive aspect of SVX ownership is the active community of owners who keep each other posted on parts, service tips, and events. Mark Schneider, who lives in the Houston area, is one such enthusiast who runs the SVX Nation group on Facebook. His ’95 LSi had more than 189,000 miles on the clock when he bought it, and he immediately proceeded to use it on his 100-mile daily commute. He says he’s seen an SVX with 300,000-plus miles, one of 30 that showed up for the most recent national meet in Lafayette, Indiana, where Subaru builds the Outback, Legacy, and Impreza.

Schneider remembers being a child when a neighbor bought an SVX and—you could see this coming—“The windows blew me away. I was infatuated.” That love affair has blossomed now that he’s had a chance to spend quality time on the other side of those windows. “They’re just beasts on the highway,” Schneider says. “You can park it at 85 mph for thousands of miles. That’s its happy place.” Which is just what he did when he drove his car more than 2,000 miles to Lafayette and back.

blem, but it can be a mechanical issue as well, especially on early production cars. There is, however, a solution that addresses both concerns: Remove it. Schneider fitted his SVX with a five-speed manual sourced from a later WRX. “The original intent and design precluded a manual,” he says, “but with one installed it’s a completely different animal and a hoot and a half to drive.”

As with just about any collectible, you are well advised to spend a bit more to get a well-cared-for example. Parts availability is getting to be problematic since there’s not a whole lot of interchangeability with lesser Subies. The throttle positioning sensor for a ’95 Legacy will set you back $55, and one for an SVX could be as much as $350. That said, SVX Nation is a great source if your local Subaru dealer isn’t. As Schneider notes, “A lot of the younger Subaru techs have no idea why this strange spaceship has rolled into the dealer’s service bay.” As a result, he urges new owners to find someone “who actually knows what it is” when it comes time to work on it.

The Market Perspective

With the SVX’s rarity and the uptick in general values for collectible Japanese cars, you might think that these sporty Subies have taken off in value. You’d be wrong; the market has remained virtually flat for the SVX, regardless of year or trim level. That means you should be able to find a solid example for well under $10,000. Start looking at the $5,000 price point to avoid bottom-feeder examples needing lots of overdue maintenance.—Rory Jurnecka

The Specs

ENGINE 3.3L DOHC flat-6/230 hp, 228 lb-ft TRANSMISSION 4-speed automatic DRIVE All wheel or front wheel SUSPENSION Struts BRAKES Discs WEIGHT 3,580 lb

The Info

MODEL YEARS 1992-1997 NUMBER SOLD 24,379 (globally, including 14,257 in U.S.) ORIGINAL PRICE (U.S.) $24,445 (’91 base SVX L), $36,740 (’96 SVX LSi) VALUE TODAY $3,900-$4,700*

*Hagerty average value (www.hagerty.com)

The post Collectible Classic: 1992-1997 Subaru SVX appeared first on Automobile Magazine.

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