Tag Archives: Cars

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Emira vs GT4 – Our biggest Road Trip yet! || Road to 1,000, Part 1

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Everyday Driver is like Car and Driver got tired of spec sheets and decided to go on a scenic road trip with two dads who argue over whether the Miata is “enough car.” Hosted by Todd and Paul—two car nerds with the combined enthusiasm of a Cars & Coffee meet and the mild passive-aggression of an HOA board—they drive everything from budget beaters to supercars with the kind of thoughtful analysis that says, “I know this is a track weapon, but could I fit a Costco haul and a stroller in the back?” They’re not here for drag races or tire smoke (usually); they’re here for actual driving, like it’s some sort of pure, sacred art. Which, to be fair, it kind of is—if you’re the kind of person who cries when a car has hydraulic steering.

The channel feels like a well-produced buddy road trip where nobody throws punches, but plenty of shade is tossed at bad infotainment systems. Paul will explain why the Porsche Cayman is perfectly balanced like a sushi knife, while Todd gently reminds you that your dream car might bankrupt you in brake jobs alone. Watching them is like getting automotive advice from your smartest car friend and your most reasonable one—except they’re the same person split into two bodies, arguing over whether a Mustang can actually turn. And somehow, you end up genuinely thinking, “Yes, I do need a manual BRZ for my daily commute, thank you, wise car monks.”

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Why I Drive an Off Road Lamborghini Huracan Sterrato

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The Lamborghini Huracán Sterrato is what happens when a supercar gets tired of red carpets and wants to go camping—but like, glamorous, 600-horsepower, carbon-fiber camping. It’s basically Lamborghini’s way of saying, “Yes, we can off-road. We just prefer to do it at 150 mph while looking like Mad Max’s favorite influencer.”

Imagine taking a Huracán, lifting it up like it just joined a monster truck crew, slapping on all-terrain tires, and giving it dirt-kicking rally fenders. It’s as if the car got tired of valet parking and said, “Screw it, I’m taking the fire road to Coachella.” It’s loud, fast, impractical, and completely unnecessary—which is exactly why it’s brilliant.

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Doug DeMuro Ranks Every V12 Lamborghini Flagship Car

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Lamborghini’s history with V12 engines begins, naturally, with a grudge match and a tractor. Ferruccio Lamborghini, a wealthy Italian tractor magnate, got annoyed when his Ferrari kept breaking down. When he politely suggested Enzo Ferrari build better cars (read: when he insulted his clutch to his face), Enzo basically told him to stick to farming. Ferruccio, fueled by spite and probably a fine Barolo, decided that if Ferrari wouldn’t build the perfect grand touring car, he’d just do it himself. Thus, in 1963, Lamborghini Automobili was born — and like any angry Italian revenge fantasy, it started with a 12-cylinder scream.

The V12 became Lamborghini’s middle finger in engine form: massive, beautiful, and completely impractical for things like “fuel efficiency” or “quiet conversation.” The first one, designed by Giotto Bizzarrini (a man who probably wore sunglasses at night), was meant to be a Formula One engine but was detuned slightly for street use — because who doesn’t want their daily driver to sound like it’s qualifying at Monza? From the Miura to the Countach to the Aventador, Lamborghini has been stuffing 12 angry Italian cylinders into their cars like it’s a religion. Other brands downsized, turbocharged, hybridized — Lamborghini said, “No, grazie,” and just added more carbon fiber and louder exhausts. It’s not an engine; it’s a tantrum with pistons.

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Delorean Time Machine may be the MOST FUN you can have owning a car!

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The DeLorean DMC-12 is the perfect example of what happens when a car is designed for cool factor first, practicality last. With its stainless steel body, gull-wing doors, and an engine that could barely outrun a determined jogger, the DeLorean was less of a speed machine and more of a conversation starter. Sure, it looked like it belonged in the future, but in reality, it had all the horsepower of a rebellious lawnmower. Yet somehow, this quirky, underpowered, over-stylized car became one of the most iconic vehicles in cinematic history—thanks to one tiny modification: a flux capacitor.

Enter Back to the Future, the only movie that could convince us a DeLorean could hit 88 mph without a strong tailwind and divine intervention. With a little Hollywood magic (and a lot of plutonium), this car transformed from an automotive oddity into a time-traveling legend. It wasn’t just a car—it was a gateway to adventure, paradoxes, and some very questionable alterations to the space-time continuum. And let’s be honest, nobody watches Back to the Future without immediately wondering, “Could I daily drive a DeLorean?”—before remembering that opening the doors in a tight parking space would require the flexibility of a gymnast.

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Looks like your car might be the ultimate snitch.

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Buckle up, folks—this is a story every driver needs to hear. Turns out, automakers might be playing backseat driver with your data, allegedly tracking your every turn and then spilling the tea to insurance companies. The plot twist? Some drivers claim their premiums went up faster than their speedometers, all without proper consent. So much for “what happens in your car, stays in your car”!

“Keeping our customers’ data safe is a top priority” is corporate speak for “OOOPS We got CAUGHT and because we could get SUED by millions and potentially lose customers, we’ll MAYBE do something about it”

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1970 chevelle transmission explodes on the dyno

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Dyno operator got really fucking lucky 😂

Ah, the early Chevy Chevelle – the car that looked like it spent weekends pumping iron and guzzling gasoline by the gallon, because who needs fuel efficiency when you’ve got muscle? Imagine a car that gets parked in front of a diner and instantly becomes the coolest thing on the block, leaving every other vehicle’s headlights green with envy.

The first Chevelle, born in 1964, was Chevrolet’s response to the muscle-car craze. It had the subtlety of a brass knuckle in a velvet glove. It came in various flavors: mild, spicy, and “don’t-try-to-drag-race-this-beast.” By the time the SS 396 rolled out in 1965, it had enough horsepower to launch a modest-sized boat… or at least enough to let everyone in a five-mile radius know it was nearby.

This was a car with a “don’t mess with me” front grille and a roar that said, “I may be going straight for now, but corners are for weaklings.” The steering had a mind of its own, and driving one was like arm-wrestling a bear on a caffeine high. But boy, did it look good while it did it. The Chevelle was ruggedly handsome with chrome for days and a stance that said, “I may be mid-sized, but I’ve got big ambitions.”

And yes, the early Chevelle wasn’t built to handle like a European sports car or win any eco-friendly awards, but if you were looking to have a blast at the stoplight and wake up the entire neighborhood on a Sunday morning, the Chevelle was your ticket to horsepower heaven.

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Golf R Blown up Engine Teardown!

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We bought a MK7 Golf R with 246,000 miles on it! This car was sold to us for $2,500 dollars because the engine was blown up. In our last episode, we ripped the engine out of the car, and made a step by step process so you could follow along! Now we are ready to teardown this engine.

The MK7 Golf R is like the quiet kid in school who turns out to be a martial arts prodigy—understated, but with a hidden talent for speed and precision. With a 2.0-liter turbocharged inline-four engine cranking out 292 horsepower and paired with Volkswagen’s 4Motion all-wheel-drive system, this hot hatch can rocket from 0 to 60 mph in under 5 seconds. It handles like it’s on rails, thanks to its well-balanced chassis and adaptive suspension. The Golf R takes the everyday practicality of the regular Golf, throws in a heap of performance, and creates a sleeper car that can hang with far more expensive sports cars, all while carrying your groceries in the back.

Inside, it maintains the classy, restrained vibe VW is known for, with high-quality materials and intuitive controls. The cabin is driver-focused without feeling overwhelming, and the digital display and infotainment system add a touch of modern tech. It’s comfortable enough for daily commutes, but the moment you push that throttle, it reminds you it’s much more than just a sensible hatchback. The MK7 Golf R is the perfect blend of stealth and sport, ideal for those who want blistering performance without drawing too much attention—until they leave you in the dust at a stoplight.

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New York To LA In My 20-Year-Old Porsche Boxster [Part 2]

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Join me for Part 2 of my cross-America road trip in my 2002 Porsche Boxster S! In this episode, I deal with the battery/alternator issue and head in to the desert.

The 2002 Porsche Boxster S, while a fantastic sports car, isn’t without its quirks and issues. Some of the most common problems include:

1. **IMS (Intermediate Shaft) Bearing Failure**: This is the most infamous issue with older Boxsters, including the 2002 model. The IMS bearing supports the intermediate shaft that drives the camshafts, and when it fails, it can lead to catastrophic engine damage. While not every car suffers from this, it’s a well-known risk that can lead to engine failure if not addressed.

2. **Rear Main Seal (RMS) Leaks**: Another common issue is oil leaking from the rear main seal. This can lead to messy oil drips and, if left unchecked, more serious engine issues over time. The fix typically involves removing the transmission, making it a labor-intensive repair.

3. **Convertible Top Mechanism Failure**: The Boxster’s soft top mechanism is known to have problems over time, particularly with the motor and cables that operate the top. If the top becomes slow or stops working altogether, it’s usually due to wear and tear on these parts.

4. **Coolant Tank Leaks**: The plastic coolant expansion tank in the Boxster S is prone to cracking, leading to coolant leaks. This is often tricky to detect right away and can result in overheating if not repaired promptly.

5. **Suspension Wear**: Due to the sporty nature of the Boxster, suspension components, particularly the control arm bushings and drop links, can wear out faster than in a typical car. This leads to clunking noises, reduced handling performance, and the need for replacement parts.

6. **Clutch Wear**: The clutch in manual transmission models tends to wear out relatively quickly, especially if the car has been driven aggressively. Replacing the clutch can be a costly job.

Despite these issues, many owners still find the 2002 Boxster S a rewarding car to drive, especially when maintained properly.

Travel

Driving My ‘Cheap’ Porsche Boxster Across America! [Part 1]

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In this episode (part 1 of the adventure), I drive from New York to Colorado, via Chicago and Omaha… before running into some issues in the Rocky Mountains.

The 2002 Porsche Boxster S is like that friend who shows up to a casual dinner party wearing a tailored suit—effortlessly cool and unapologetically classy. With its mid-engine layout and 3.2-liter flat-six engine, this car was a statement that Porsche didn’t just reserve its best engineering for the 911. It pumps out 250 horsepower, which in 2002 felt like a mini rocket on wheels. The Boxster S hugs the road like it’s trying to give it a romantic embrace, thanks to its near-perfect weight distribution. Driving it feels like an experience—no, an event—where every curve is an invitation to push a little harder.

Inside, it’s quintessentially Porsche: minimalist but refined, with all the buttons and knobs you need and none of the ones you don’t. The soft top is ready to drop at a moment’s notice, letting you hear that sweet engine note in full stereo. The car’s design has aged well—its sleek, rounded body still turns heads even as it gets mistaken for more recent models. The Boxster S isn’t just a sports car; it’s a declaration that sometimes, the road is best enjoyed with a little wind in your hair and a flat-six engine singing behind you.