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IntelliChoice Value Rating
The chart above shows the purchase price versus ownership cost for each car from a specific vehicle class. The cars with better than average ownership cost/purchase price correlations are the best values, and these best value cars are represented by the dots below the curve. (i.e. the cars that have a lower ownership cost compared to its purchase price.) Those cars, which are worse than average or poor values, appear above the curve.
One way to view the graph is to draw a vertical line through any purchase price. You may see several dots that fall on this line - each of which is a car with a similar purchase price. However, notice the difference in ownership costs of each car represented by the vertical position of the dot. Two cars with the same purchase price can have thousands of dollars difference in ownership costs. This is what separates "good value" cars from "poor value" cars.
What is a good car value?
A "good car value" is one whose cost to own and operate is less than expected. The lower the cost to own and operate a car compared to what is expected, the better the value of that car.
But how do we know a car's "expected cost"?
For each car in the class, IntelliChoice plots the car's purchase price against the total five-year cost to own and operate it as determined by IntelliChoice research. Each dot on the above chart represents a specific car. Generally, we find that as the purchase price of the car increases, the cost to own and operate that car increases. This is why the dots on the graph tend to rise upward and to the right. This phenomenon also makes intuitive sense - as the purchase price rises, financing costs tend to rise, as do insurance, depreciation, taxes, and most other car ownership costs.
This is an important concept. It's normal for car ownership costs to rise as purchase price rises. Therefore, we can't just establish one "average" ownership cost number for each class, since cars in the class have different purchase prices. (This is why the "Relative" shown on each chart is different for cars in the same car class.)
Using statistical techniques, IntelliChoice "connects the dots" to form a curve that defines, for this car class, the relationship between the car's purchase price and car's ownership costs. This curve is our "expected cost" curve. The curve defines, for any car in the class, the five-year ownership cost that we would expect to see at each possible purchase price. If every car in the class were an average value, then all the dots would fall exactly on the curve. However, it's rare that any dot is exactly on the curve. Some dots are a little higher or lower, and some are a lot higher or lower. The dots that are a little lower are better than average car values, while the dots that are a lot lower are excellent car values (A dot that is a lot lower than the curve has ownership costs much lower than expected for a car of its purchase price). Conversely, a dot a little higher than the curve is a poorer than average car value, while a dot that is much higher than the curve is a poor car value.
Value is a relative term, not an absolute term. It is performing better than the logical expectation.
So is a Mercedes-Benz E320 expensive to own and operate? Certainly in an absolute sense. Most other cars cost less. But, when its cost to own and operate is plotted against cars with comparable invoice prices, the E320 costs less. So the E320 is not expensive to own and operate - it is a good car value. The Mercedes does not have low ownership costs, but it has low ownership costs for its invoice price.
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Article From Off-Road Magazine
1993 Isuzu Rodeo - Unsung Hero
An Isuzu Built To Rock
By Harry Wagner
photographer: Harry Wagner
If you get out in the dirt much, then you have likely noticed that Ford Rangers rule the whoops while Jeeps and Toyotas reign supreme in the rocks. What about all of the other makes and models out there though? Isuzus are often overlooked as the basis for an off-road vehicle, but Rodeos and Amigos can be capable platforms. They come equipped from the factory with powerful engines, rugged frames, and Dana 44 rear axles with disc brakes. These vehicles are also available for thousands less than their Jeep, Toyota, and Ford counterparts. Jake Hallenbeck has built numerous off-road rides in the past, so he was not daunted by the lack of aftermarket support for Isuzus. Hallenbeck knew that he had the skills to fabricate everything needed for his latest project: an Isuzu Rodeo. "I'll never buy another Toyota again," Hallenbeck boldly proclaimed while we were shooting photos of his Isuzu. After seeing how well the Rodeo works in a variety of terrain, we can't say that we blame him. The '93 Rodeo was purchased for only $2,500, yet the interior and exterior were in showroom condition, complete with comfortable bucket seats, power windows, and power door locks. Add a healthy 175hp V-6, automatic overdrive transmission, and geardriven transfer case, and the deal looked even better. Hallenbeck knew that more ground clearance, suspension articulation, and gearing was all that were needed to turn the Rodeo into an off-road hero.  The V-6 has plenty of power to spin the tires when Hallenbeck mashes the skinny pedal. |  The suspension was set up for rockcrawling, but the wide stance also provides added stability when Hallenbeck tosses the Rodeo sideways while at speed. |  Two-by-four-inch, 0.250-wall box tubing was used to create rock sliders and protect the rocker panels and doors. The tubing is welded directly to the frame for strength and simplicity. |
 Shackles were hung off the front of the frame instead of underneath it. This innovative approach allows the use of longer springs and shackles for a greater range of movement without additional height. |  A fullsize spare was mounted in the stock location and is surprisingly rattle-free. A tubular rear bumper constructed from 1-1/2-inch, 0.120-wall HREW protects the rear and sides of the Rodeo in the rocks. |  The front bumper was fabricated from 1-1/2-inch, 0.120-wall HREW tubing and houses a Ramsey 8500i winch. An integrated skidplate protects the radiator, while the holes allow proper cooling. |
 A custom 3-inch air intake complements the 3.2L V-6 engine that produces approximately 205 hp. The Isuzu engine was ahead of its time in '93, utilizing all-aluminum construction, dual overhead cams, and distributorless ignition. |  The interior is largely stock, but it is in excellent condition for a 14-year-old vehicle. Hallenbeck added fighter-jet-type toggle switches for the ARB air compressor and Air Locker, and an iPod loaded with hours of standup comedy keeps him entertained on the trail. |  "Blue Label" 37-inch BFGoodrich Krawlers are mounted on 17x9 Marsh Racing steel rims. The tires fit nicely under the fenders and stick to rocks like mama's home cooking sticks to your ribs. The full-width axles and Krawlers make this Isuzu look like a Tonka Toy. |
 The rear suspension consists of the stock springs mounted over the full-width Dana 60 rear axle and Rancho 5000 shocks that damp the spring movement and use the stock frame mounts. The full-floating rear axle was chosen to match the bolt pattern of the 8x6.5 front axle and stand up to the abuse of tall, sticky tires. Hallenbeck added brackets for a traction bar but has found it unnecessary so far. |  Custom 3-inch exhaust with a Flowmaster muffler exits above the full-floating rear Dana 60 equipped with a Detroit Locker, 35-spline axleshafts, and 5.89 Yukon gears. The 5.89 gears are used to return the engine to the proper powerband with the larger tires and somewhat compensate for the poor 2.28 Low range in the transfer case. |  The independent front suspension was removed and replaced with Rancho 44044 leaf springs on custom-fabricated hangers. Rancho 5012 shocks were hung from tubular shock mounts to complement the leaf springs and their additional articulation. Hallenbeck hung a full-width 3/4-ton Dana 44 axle from the leaf springs and fitted the axle with an ARB Air Locker, 5.89 Yukon gears, MileMarker hubs, and a custom diff cover. The U-joint caps are tack-welded to the stock Spicer axleshafts to keep from spitting them out when the Krawlers are bound up in the rocks. The stock steering box was attached to the front axle using a custom drag link that mounts between the factory pitman arm and a steering arm bolted on top of the passenger-side knuckle. The tie rod is located in the stock position, but it was constructed from 1-1/2-inch, 0.250-wall tubing to stand up to rock abuse. |
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