Latest news with #ColinMcRae
Auto Car
16-05-2025
- Automotive
- Auto Car
Super Mario Kart is the finest racing game ever, not Gran Turismo
As computers and games consoles rapidly evolved in the 1990s from literally BASIC (as in the BBC Micro's programming language) to the ultra-cool Sony PlayStation, so developers created some amazing racing games. In 1991, Geoff Crammond's Grand Prix set new standards for an accurate Formula 1 simulator, then in 1997 Gran Turismo's staggering realism and unprecedented scale changed the genre forever. TOCA Touring Car Championship and Colin McRae Rally melded simulation with accessible dynamics and there were pure arcade classics such as Sega Rally Challenge, Daytona USA, Ridge Racer and Need for Speed. But the greatest racing game of the decade – no, actually, the greatest racing game of all time – arrived on the Super Nintendo in 1992, featuring a cartoon plumber racing karts against rivals including a gorilla, a princess and a mushroom. But underneath that cutesy cartoon froth, Super Mario Kart was a supreme racing title. Clearly, Super Mario Kart isn't realistic in the style of Gran Turismo, but its faux-3D backdrops (enabled by the Super Nintendo's parallax scrolling and Mode 7 graphics wizardry) were groundbreaking. Even the technical limitations, such as the inability of the system to render 3D elevation, meant the track design had a simple purity that fancier, more capable games have since lost. But it was in gameplay where Mario Kart excelled. The cartoon karts actually handled like karts. You had to hustle them, and unlocking true speed meant mastering the 'jump drift' technique to powerslide round corners. As a result, even Time Trial mode became a huge challenge. I maintain that my still-standing Attwood family lap record on Ghost Valley 1 is the nearest I'll ever come to Ayrton Senna's 1988 Monaco pole lap for in-the-zone driving transcendence. And the racing modes were another area where Super Mario Kart absolutely shone. For starters, the various characters had different characteristics (Bowser had a high top speed but handled badly and was slow to accelerate; Koopa Troopa would zip off the line and round corners but lagged on long straights) that created a real balance.
Spectator
30-04-2025
- Automotive
- Spectator
Is Subaru turning me into a lesbian?
I was recently lent the latest Subaru Forester to test drive, and I enjoyed its sturdiness, its space and the frugality of its 2.0 hybrid engine. But as my mileage progressed over the course of a week's bombing around the back roads of north Norfolk, I started to have a hankering for a nose ring, a tattoo of interlocking female glyphs, and to dye my hair pink and blue and wear dungarees. I put on a k.d. lang playlist, drove home, and watched Angelina Jolie in Gia. Was the Subaru turning me – a bloke, with no unusual pronouns – into a lesbian? Let me explain. In the 1990s, Subaru launched a calculated and groundbreaking advertising campaign on the US market. Rather than try to compete with their bigger rivals (Ford, Toyota etc) over the same white-bread suburban demographic, the Japanese company went after niche groups. Subaru built respectable but drab cars, yet they had a USP: their cars were all-wheel-drive, and the five groups that were identified as willing to pay a premium for AWD were teachers, healthcare professionals, IT professionals, outdoorsy types – and lesbians. Lesbians – ideally outdoorsy lesbians, who perhaps worked in computers, medicine or education – found Subarus' lack of flashiness appealing, and they liked that they could get a lot of stuff in the boot without it being as large as a pick-up. Lesbians were found to be four times more likely than the average consumer to buy a Subaru. So Subaru set to it, devising an ad campaign around lesbians' active and low-key lifestyles. They cultivated Subaru's image in such a way that it helped push gay and lesbian advertising from the fringes into the mainstream. Back in the mid-1990s, Don't Ask, Don't Tell was in full effect in the US military, the Defense of Marriage Act had just passed, and pop culture had yet to embrace the LGBTQ cause – so it was brave. And it worked. The image of Subarus in the USA is in marked contrast to here in the UK, where they're more likely to be driven by older wax-jacketed Tory-voting rural types or, in the suburbs, young men in tracksuits who like to leave tyre ribbons in supermarket car parks. The reason for this demographical schizophrenia is twofold: in the 1980s, when the brand first became established here, Subarus were sold through agricultural machine dealers, alongside fertiliser spreaders and seed drills. Then, in the 1990s, Colin McRae came along and drove a bright blue Subaru Impreza with gold wheels to glory in the World Rally Championship. Suddenly everyone in a baseball cap wanted to go sideways in a 'Scooby'. Meanwhile, across the Atlantic, the clientele was left-wing– and that's because Subaru of America hired an advertising agency called Mulryan/Nash that specialised in the LGBTQ community. One ad showed two Subarus, one with the registration plate CAMP OUT and the other XENA LVR, a reference to the TV show Xena: Warrior Princess, in which the female protagonists seemed to be lovers. There was another ad where the plate read P-TOWN, a reference to the popular gay vacation spot Provincetown, MA. There were taglines with double meanings plastered over billboards and magazine spreads: the image of an SUV or estate 4×4 tumbling over rocks with the words 'Get out. And stay out', or 'It's not a choice. It's the way we're built', or 'Entirely comfortable with its orientation'. Another read: 'It loves camping, dogs and long-term commitment. Too bad it's only a car'. Was the Subaru turning me – a bloke, with no unusual pronouns – into a lesbian?' Those that got it enjoyed decoding it. It was wink-wink, nudge-nudge. Those that didn't just saw a car with a bike rack and a kayak on the roof. Although 'Likes to be driven hard and put away wet', which took some prime real estate in a 2003 issue of Vanity Fair, was perhaps a less subtle effort. While a lot of straight people were blind to the subtexts of the adverts, Subaru did receive letters from a grassroots group that accused the car manufacturer of promoting homosexuality. Everyone who wrote said they'd never buy a Subaru again. But the marketing team quickly found out that none of those threatening a boycott had ever bought a Subaru before. Some of them even misspelt Subaru. Subaru wasn't the first company to create advertisements for gay and lesbian audiences, but it was the first in the United States to do so transparently and consistently. It's a campaign that has been studied in universities, and discussed in the New York Times, the Washington Post and the Atlantic. Today, high concentrations of Subarus are to be found in the liberal meccas of San Francisco, Portland, Burlington in Vermont and Northampton, Massachusetts, and Subaru has donated millions of pounds to HIV/AIDS research and LGBTQ causes. All of which makes me feel very comfortable behind the wheel of my borrowed 2025 Forester. Now where can I buy some Birkenstocks…
Yahoo
17-03-2025
- Automotive
- Yahoo
Living with a 2023 Subaru WRX: The Affordable, Fun Daily Driver
Growing up watching superstar drivers like Colin McRae and Ken Block piloting Subarus like bats out of hell, my fondness for the Subaru brand–and, more specifically, the legendary WRX–was formed at a young age. In high school, I once submitted a poetry assignment that detailed the romantic joy of sliding a Subaru around in the snow before I had even earned my driver's license. When I eventually was old enough to drive, my first car was none other than a Subaru–a 2005 Legacy 2.5GT, to be exact, equipped with a 5-speed stick. Despite aggressively totaling that Legacy and damn near killing myself in the process, my adoration for Subarus prevailed, and I eventually wound up leasing a 2017 Subaru WRX, which I adored at first, but I quickly grew bored of it. I recall watching an episode of Regular Car Reviews, which described the WRX as not much more than a "fast Corolla", and that left a rotten taste in my mouth, sullying my appreciation for the speedy sedan. After a few years of driving Audis, Mazdas, Jaguars, and whatever else I could get my hands on, I found myself back in a Subaru dealership, wondering how long it would take me to get bored of this one. Why was I looking to purchase another WRX? Because the Toyota GR Corolla was too expensive, the Hyundai Elantra N was too "boy racer", and I'd have to wait at least six months to get ahold of a Volkswagen GTI with three pedals. Going for a WRX meant I could have all-wheel drive, 271 turbocharged horsepower, and a manual transmission, all for less money per month on a lease than a Honda Civic Si. Despite not being my top choice, the WRX's offer on paper was too good to pass up, even if I felt I'd eventually get bored. Fast forward to almost two years of ownership, and I have yet to grow weary of the VB-generation WRX's unique charm. It's not without fault, and we'll get to its imperfections–of which there are many–but ultimately, considering how relatively little it cost me, my WRX has been nothing but kind to me. I've had zero mechanical issues with it and haven't had to do any maintenance work other than the occasional fluid change and tire rotation. It's also been fantastically efficient for a turbocharged sports sedan that has been driven enthusiastically, averaging just below 23 miles per gallon over the course of about 22,000 miles. On the road, the 2023 WRX is leagues more enjoyable to drive than its predecessor, both in commuter traffic and on spirited jaunts through twisty coastal logging roads. The moment I set off on that initial test drive, I immediately clued into how different the clutch felt to press. If you've ever driven a Subaru built before 2020, you'll likely be familiar with how distinctly heavy their clutches are, despite engaging almost as soon as you begin to pull back your left foot off the floor. In the new WRX, however, the clutch's bite point exists almost directly in the middle of its range, and the spring is much lighter. That means when I'm sitting in bumper-to-bumper traffic, my calf isn't as sore when I get home, and when I'm rowing through the gears on a pull, my shifts are smoother and quicker. The way the turbocharged, horizontally-opposed boxer-four makes its way through the power band is more intuitive as well. Whereas the previous WRX uses a smaller, 2.0-liter engine, this one uses a 2.4. Although it doesn't make all that much more power than the old motor, the added displacement means the turbo doesn't have to work as hard, resulting in a far more linear journey toward its 6,100-rpm redline. The new motor also eliminates a known quirk found in the previous WRX and in the last-gen BRZ, wherein torque would suddenly dip in the middle of the rev range before eventually returning, apparently for the sake of emissions compliance, but at the detriment of consistent power output. There's one key element, however, where the older-generation WRX does come out on top, and that's the steering. For the current WRX, Subaru tossed away the heavy but communicative hydraulic steering system and replaced it with a new electronic power system. This was done for the sake of integrating Subaru's EyeSight active safety systems, but when equipped with a manual gearbox, the WRX is devoid of this system, leaving behind only the compromised steering feedback. It's not that the WRX's electronic steering is unintuitive or flimsy, but it's noticeably less driver-connected than the previous system. Despite the somewhat reduced steering feedback, the WRX's handling is like nothing else at its price point. Thanks to the engine's longitudinal orientation and low position, paired with Subaru's mechanical, Symmetrical All-Wheel Drive system, a relatively short wheelbase, a curb weight of just 3,297 pounds, and sticky, standard Dunlop summer tires, the 2023 WRX absolutely shines on the best kinds of roads. Find a secluded route with some technical twists and exquisite views, and the WRX is an absolute blast to drive. Its power is responsive and on-demand, its clutch and shifter make each gear change a visceral pleasure, and the sheer amount of cornering grip will make you think you've become glued to the road. Unfortunately for the sake of modifications, I am shackled to a pesky lease agreement, so changing anything would be pointless and costly, but if I had the choice, there are certain details I'd like to adjust. First off, the exhaust. From the factory, it's far too quiet for the type of vehicle it is, and it could certainly benefit from being uncorked just a little, perhaps using Subaru's very own sports exhaust system. The WRX also comes equipped with summer tires despite being a rally-bred vehicle often advertised for driving through snow or on dirt trails. I'd love to throw a set of winter or all-weather tires onto the top-end WRX's 18-inch grey-painted wheels and pick up a set of 19-inch wheels from the WRX TR, wrapped in the appropriate summer sport tires, just for the sake of style and versatility. Other than that and a roof rack for extra cargo, it's perfect as it is in terms of performance and drivability. Compared to my previous WRX, this one looks far better inside. Gone is the fake carbon fiber on the dash (but still present on the door panels), and instead, it's been replaced with dark, steel-metallic accents. Red stitching, soft-touch materials, and a generally modernized design make the interior a space that's very pleasant to occupy, although its actual functions have become more annoying to use. Whether it was an attempt to clean up the interior design or simply to cut costs, nearly every control function has been relegated to the relatively massive central infotainment screen. Despite its size, the screen doesn't get too distracting once you get moving, but when you need to adjust certain things like the heat level of your seat warmers, you'll find yourself waiting for the submenus to load up for what used to just be a button. It's even more odd to me that the heated front seats, of all things, have been moved into submenus when the rear seats still have their own physical buttons for their heat functions. The sound system isn't all that great either if you're into that sort of thing. Personally, the quality of the sound system in my car is more important to me when it's my daily driver, because my music is left to entertain me more often than the car's performance is when I'm stuck doing ten under the speed limit. Even equipped with the upgraded factory Harman Kardon stereo system, my speakers will annoyingly rattle nearby body panels, even with the bass turned down as much as possible. I may have been spoiled by my old Audi S3's Bang & Olufsen sound system and my ND2 Mazda MX-5's Bose, but even my little sister's base-trim Hyundai Tucson offers a crisper sound experience. Despite the Subaru WRX's imperfections, diluted steering, and controversial black-plastic protective body cladding, I would not hesitate to recommend it to anyone looking for an affordable, practical, enthusiast-oriented daily driver. With solid resale value, enticing lease rates, and a fair MSRP, the WRX offers so much value for frugal buyers who want a little bit of spice in their otherwise bland but dependable everyday vehicle. The factory WRX offers an excellent blank canvas that can be adapted to a wide array of driving enthusiast lifestyles. Swap the suspension struts over from a Forester Wilderness or a Crosstrek, slap on some all-terrain tires, and take on tough mountainous terrain. Drop it a few inches, fiddle with the motor's ECU, tint the windows, weld a huge fart can on the rear end, and you'll fit right in at your local nighttime car meet. The world is your oyster when it comes to modifying and living with the WRX.
Yahoo
16-03-2025
- Automotive
- Yahoo
2007 Subaru WRX STI Limited, Understated Rally Hero on Bring a Trailer
Here's an STI from the era when it was a performance bargain. Modifications are minimal, which is rare for a WRX. As a Limited trim and finished in silver, it's more subtle than the typical STI. Subaru killed off the WRX STI back in 2021, to the lasting grief of many a rally fan. Really though, the car had something of a lingering death, as it had gradually been getting surpassed by the rising tide of performance from the competition. A little over 300 horsepower from a slightly laggy 2.5-liter boxer-four that returns 20 mpg was outdated by the dawn of the 2020s. Things were different back in the early 2000s. This 2007 STI Limited, up for sale on Bring a Trailer (which, like Car and Driver, is part of Hearst Autos), is one of 800 sold in the U.S. in that year. It was the final hurrah for the GD-chassis car that brought the STI badge to the U.S. in 2004. Back then, this practical four-door Subaru sedan could go toe to toe with a V-8 Mustang in a straight line, then tear up a snowy day sideways, making its driver feel like Colin McRae. Fond memories indeed. Unfortunately, many of these cars eventually passed to less careful hands and were modified by plenty of would-be Ken Blocks who gymkhana'd their cars into the nearest curb. Attrition levels were as high as the boost levels, and performance Subarus still in factory spec today are the exception rather than the rule. This example is one of those exceptions. With 40K miles on the odometer, it has only a couple of changes from showroom stock, and those are from Subaru's in-house Subaru Performance Team. This car's cat-back exhaust and air intake were dealer-installed accessories that wouldn't have violated the warranty when new. The EJ257 flat-four is specific for the U.S. market (Japanese STIs got a turbocharged 2.0-liter engine with around the same power) and in this application made 293 horsepower. Getting that power to the ground in slippery conditions are limited slip front and rear differentials, with a driver-selectable central differential shunting things front to rear. The transmission is a six-speed hatchback STI that followed this generation of STI was a much softer car that felt less driver-oriented. It was a better Impreza in terms of everyman comfort, but less of a rally hero. This 2007 STI offers a much rawer driving experience. It's louder and lighter, with heavier steering and a smaller feel. It's what you want your Subaru rally hero to be like. Being a Limited, there are some pleasant options such as heated leather seats and automatic climate control, but the appeal here is the originality more than luxury. The Limited is also perhaps the most reserved STI variant of its day, with a discreet rear lip spoiler and modest 17-inch wheels. Don't let the subtle looks fool you; it's still a rally hooligan at heart. Listed as number 51 of the 800 made, this STI has the potential to be a future collectible. Even if Subaru starts building the STI again, it's not going to be able to make them like this anymore. The auction ends on March 19. You Might Also Like Car and Driver's 10 Best Cars through the Decades How to Buy or Lease a New Car Lightning Lap Legends: Chevrolet Camaro vs. Ford Mustang!
Yahoo
12-03-2025
- Automotive
- Yahoo
Rivian Adds Hands-Free Highway Driving Assist For Free In New Software Update
When Rivian announced two weeks ago that it would update its cars with hands-free driving, it seemed like the kind of declaration a company makes about an update that's months or years from release. Nope! Two weeks later, here we are, with hands-free highway driving now available on Rivian's refreshed R1T and R1S. The company claims the new software works on 135,000 miles of highway right now, and will be expanding further within the next year. The hands-off mode, which is called Enhanced Highway Assist, relies on the updates Rivian gave the 2025-and-up "Gen2" R1S and R1T, so don't expect the new software if you've got an early model. Not only does the update require the Gen2's faster computer, but the refreshed trucks have a new driver monitoring system hidden within the rear-view mirror — without hands on the wheel, the car still needs a way to ensure you're actually paying attention to the world around you. Read more: These Are The Dumbest Car Myths Rivian's approach to autonomy has always prioritized accuracy over convenience, and the hands-off update appears to follow the same ethos. The company's existing Highway Assist software, called Driver+ on the older cars, is restricted to highways without intersections or even some interchanges. Enhanced Highway Assist is similarly limited, with the claimed 135,000 miles of highway cleared for use. The software will steer down roads and make lane changes, but it's up to the driver to take over once you're back on surface streets. This update puts Super Cruise directly in Rivian's crosshairs, with both software packages offering similar features like lane-keeping assist, automatic lane changes and focus-based driver monitoring. GM's offering is the name to beat in the segment, but the software certainly isn't perfect — there's room for Rivian to improve over the current standard for hands-off highway cruising. Rivian's made no mention of hands-free towing, however, leaving one ace firmly up GM's sleeve. The update for the Gen2 models also included a few other goodies, most notably a Rally Mode for dual-motor trucks that tightens up the throttle response and steering so you can live your Colin McRae dreams. The update also includes an option to swap tires in the infotainment for more accurate range readouts, and some little quality-of-life fixes like mirrors that automatically tilt downward when you shift into reverse. That one should be mandated on all cars, actually. Legally. It'll be interesting to see how Rivian's Enhanced Highway Assist works in the real world. Sounds like I'll have to get my hands on an updated R1S and go out on a little testing adventure beyond the bounds of Brooklyn to report back. Here's hoping some of those 135,000 miles are located near my apartment. Want more like this? Join the Jalopnik newsletter to get the latest auto news sent straight to your inbox... Read the original article on Jalopnik.
