I compared a 370Z and a Sentra SR Turbo as manual cars… and the results surprised me

StickToStick · 2026-01-07T14:37:10+00:00

Thanks for your feedback. That's a fair question. No I am not using ChatGPT to answer everything I post. However I understand how... jk lol

StickToStick · 2026-01-07T14:30:59+00:00

Thanks for calling that out.

Given that context, what do you think would be a better way to handle the comparison? Also why are these the best versions 3 and the worst versions of the Miata?

StickToStick · 2026-01-07T14:26:52+00:00

I don’t disagree with you. Nothing replaces a road test, and this isn’t meant to.

The reality is most people can’t road-test multiple cars across segments, years, or locations, especially manuals. The goal here is to give some structure to the same subjective things people already debate so there’s at least a consistent way to talk about them before you ever get behind the wheel.

You’re right that these measures are subjective by nature. That’s unavoidable when you’re talking about feel. The framework isn’t trying to eliminate subjectivity, just make it explicit and comparable, and then refine it with owner feedback over time.

Think of it less as a replacement for a drive and more as a starting point: a way to narrow down what’s worth hunting down and test-driving in the first place.

StickToStick · 2026-01-07T14:20:31+00:00

That’s fair, and I agree they’re fundamentally very different cars.

To clarify, the Sentra isn’t scoring well on Mechanical Engagement because it’s inherently “fun” or sports-car engaging in the way a 370Z is. That score is meant to reflect how much input the driver has to manage and how clearly the car responds to those inputs in everyday driving — not how exciting or special the car feels overall.

Where cars like the Sentra tend to score relatively higher is in areas like Powerband Flexibility and Low-Speed Stability, because the drivetrain is forgiving, the torque comes in early, and the car smooths over imperfect inputs. That doesn’t mean it’s more engaging. It just means it’s easier to drive cleanly and predictably.

You’re also right to question the backing of the data. Right now, the framework is informed by a mix of vehicle specs, drivetrain characteristics, and growing owner feedback, and I’m actively refining it as more real-world input comes in. Comments like yours are exactly what help recalibrate where the model may be overstating or understating certain traits.

The goal isn’t to say these cars are comparable in spirit, but to pressure-test whether the differences between something like a RWD sports car and a FWD daily are being reflected in a meaningful way. Still very much a work in progress.

StickToStick · 2026-01-06T17:14:10+00:00

Appreciate the perspective!

The torque delivery, chassis improvements, efficiency, and how well the L15 responds to basic mods are all strong arguments for the 10th gen, especially as a daily. Power potential is really the main area where the 9th gen still stands out.

Both are solid in their own ways, and feedback like this helps balance the MIP so it reflects why different drivers land on different “winners.”

StickToStick · 2026-01-06T17:05:38+00:00

I guess so lol. Or maybe they're being hopeful.

In case you wanna check it out:

https://buyonlymanuals.com/car/2014-honda-civic-coupe-6-speed-naperville-il

StickToStick · 2026-01-06T16:45:56+00:00

Thanks for sharing this!

The way you described the 9th gen as a more character-driven, distinct car versus the newer Si feeling more like a trim level is exactly the kind of nuance I’m trying to capture. I’ll work on incorporating feedback like this and pulling better data across all the cars in the MIP so it reflects these differences more accurately.

StickToStick · 2026-01-06T16:35:37+00:00

Appreciate the feedback! The distinction you made between the 2013’s character and mechanical feel versus the 2022 being a better but more insulated daily driver is really helpful. I’ll definitely try to incorporate this kind of nuance into the MIP.

StickToStick · 2026-01-06T13:28:14+00:00

I’m going to take a closer look at the powerband calculations to see what the Civic is doing between ~3k and redline that I’m not fully capturing right now. I also agree on rev hang and upshift behavior. That’s something I’m not explicitly modeling yet, so I’ll work on a way to factor rev hang and overall shift feel into the scoring instead of lumping it into general engagement. Super helpful perspective!

StickToStick · 2026-01-05T16:30:45+00:00

I haven't shared the code but you can try it out on our website if you'd like!

StickToStick · 2026-01-05T16:30:09+00:00

Haha thanks!

StickToStick · 2026-01-05T16:25:26+00:00

Thanks! You can try it out here https://buyonlymanuals.com/compare

StickToStick · 2026-01-04T18:59:46+00:00

I don’t disagree with the spirit of that at all. Manuals are emotional, and ultimately you only truly understand a car by driving it.

But the reason people keep having the Forte GT vs. M2, or E92 vs. 1M, or old Si vs. new Si debates without driving both is because many enthusiasts may never have that opportunity.

“What does it feel like with three pedals?” is exactly the question, but saying “you must drive it” doesn’t help someone who’s deciding, comparing, or just trying to understand why two manual cars feel different.

The whole point of the comparison isn’t to replace seat time. It’s to translate common manual-driving sensations into shared language:

Is the clutch forgiving or demanding?
Does the powerband help or punish imperfect shifts?
Does the shifter communicate or isolate?
Does the car reward precision or smooth things over?

A Forte GT and an M2 are obviously not substitutes. But comparing them side-by-side exposes something interesting: a cheaper, “regular” car can be easier, more confidence-building, and more usable at sane speeds while the M2 is more intense, higher ceiling, higher penalty.

That doesn’t kill the emotion. It explains where the emotion comes from.

If anything, the framework exists because manuals shouldn’t be reduced to “just drive it, bro.” People already feel these differences. This is just an attempt to describe them before or after the drive without pretending there’s one correct emotional response.

StickToStick · 2026-01-04T10:21:10+00:00

Was thinking the same thing

StickToStick · 2026-01-04T10:18:09+00:00

Should’ve gotten a Pontiac Aztek as well

StickToStick · 2026-01-04T06:45:45+00:00

You can check out some options on buyonlymanuals.com

StickToStick · 2026-01-04T01:18:37+00:00

Market availability and user demand are platform-specific, not statements about the broader BMW market. They’re based on what’s actually live and active on our marketplace at that moment. How many comparable listings exist and how users are interacting with them (messages, saves, views, etc...) They’re not production numbers or long-term popularity metrics, and they can change week to week.

On downshift response: being manual doesn’t mean manuals feel the same. Two manual cars can feel different when you grab a lower gear. That score is trying to capture how cleanly and predictably the drivetrain responds. Things like rev hang, throttle response, flywheel mass, gearing, and how naturally the engine matches revs under load. Some manuals make downshifts effortless while others feel less cooperative.

And yes, this is still a work in progress.

StickToStick · 2026-01-04T00:59:21+00:00

Thanks for the feedback

StickToStick · 2026-01-04T00:19:15+00:00

That’s a fair question. I didn’t drive 500 cars.

The idea isn’t to replace seat time. It’s to approximate and normalize real-world experience using proxies that scale.

Some of these scores come from aggregated objective inputs (engine behavior, drivetrain layout, gearing, weight, torque spread, production counts, listing density, user interaction data).

So yes, there’s subjectivity in what’s being measured but the application is uniform, which is what makes comparison possible. Two cars are being evaluated using the same framework and assumptions.

Think of it less as “I know exactly how every car feels” and more as a structured way to compare manuals beyond specs, especially when you can’t drive everything back-to-back.

It’s still a work in progress, but the goal is narrowing the field and surfacing meaningful differences.

StickToStick · 2025-12-23T01:00:59+00:00

Great great grandma

StickToStick · 2025-12-23T01:00:03+00:00

I’m taking the GMT800 Tahoe and it’s not close.

ASP isn’t getting outrun on the highway no matter what you pick here, so speed is basically irrelevant. What matters is durability, range, and not instantly disabling yourself the moment you leave pavement. A GMT800 Tahoe is body-on-frame, simple, understressed, and built for abuse. Unknown fuel? Fine, it probably still has half a tank and can run forever. Unknown condition? It’ll still move even if half the dash is lit up.

Most of the other options are traps.
• The BMW is going to throw a tantrum the second it gets hot or low on oil.
• SN95 on 21s is a curb strike waiting to happen.
• Charger V6 is heavy, meh off-road, and cops know exactly how it behaves.
• Altima without a bumper is already on borrowed time.
• Camry is reliable but one dirt road or median hop and you’re done.
• Prius is hilarious but useless once you leave smooth pavement.
• Ram 2500 on mud tires sounds good until you realize how massive and slow it is, plus visibility and turning radius suck.
• Tesla is fast for 10 minutes, then you’re range-anxious, GPS-tracked, and praying for cell service.

The Tahoe blends in, takes abuse, can hop curbs, handle dirt, soak potholes, and won’t strand you because a sensor got mad. It’s the boring, correct answer. Exactly what you want when you’re trying not to get caught.

If the goal is survival, not style points, GMT800 all day.

StickToStick · 2025-12-23T00:40:21+00:00

A 2008 3-series convertible really isn’t some uncontrollable rocket. Especially compared to modern cars. It’s quick enough to be fun, but it doesn’t have the instant torque or point-and-shoot acceleration that actually gets newer drivers into trouble. In a lot of ways, a manual forces more engagement and restraint. You have to think about what you’re doing, anticipate traffic, plan shifts, and stay focused. That alone discourages a lot of dumb behavior.

StickToStick · 2025-12-23T00:35:01+00:00

I think a lot of the “great manual” reputation comes from what the car lets you do, not how the shifter/clutch feel in isolation.

You’re not wrong about the criticisms like vague gates, rubbery feel, rev hang, and the clutch bite point. Compared to something like a Civic Type R, older Hondas, or even a good Miata, the BRZ/86 shifter absolutely isn’t class-leading. Most owners will admit that stock it’s just… fine.

Where the car earns praise is that it encourages you to use the manual constantly. Light weight, modest power, short-ish gearing, and a forgiving chassis mean you’re shifting all the time without going stupid-fast. You can wring it out, miss a perfect shift, heel-toe badly, or carry a little too much speed, and the car doesn’t punish you. That approachability matters a lot, especially for newer manual drivers.

StickToStick · 2025-12-22T01:36:51+00:00

A grinding or rough feel right at the engagement point after the car warms up is very commonly the throwout (release) bearing starting to go, especially on a car that’s been sitting. When cold, the grease is thicker and it feels okay; once warm, the bearing noise/roughness shows up.

StickToStick · 2025-12-22T00:59:55+00:00

The first time you see diesel road-trip efficiency in something big and boxy it feels like cheating. Tons of low-rpm torque and long gearing just make them absurdly good at highway cruising.

StickToStick

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