The Best Used Wagons We’d Buy For Less than $10,000

Station wagons are a favorite of car enthusiasts. They handle, accelerate and brake like sedan, yet have the cargo space of crossovers — effectively offering the best of both worlds. Average American buyers, however, have soured on wagons, perhaps spurred on in part by outdated Griswoldian memories of unpleasant childhood road trips and uncool parents driving supertanker-sized two-boxes.

As a result, many longtime wagon manufacturers are dumping them for the American market entirely. The few wagons that remain are often expensive niche vehicles, ones packing near-supercar performance and prices to match

Thankfully, there’s still a robust trade in used station wagons. Here are 10 fun ones we found currently on sale for less than $10,000. For that money, it turns out, you can get a stately family car, a performance car…or even a weird Toyota.

(Note: all vehicles and prices were valid as of this article’s original publication on 5/15/2020; however, as these are used cars, listings are subject to change or disappear altogether.)

2011 Volkswagen Jetta TDI Sportwagen – $9,900

VW diesels are still prized commodities. This 2011 Jetta Sportwagen has a ton of torque, earns 30-plus mpg combined, and has just under 70,000 miles.

2007 Mercedes-Benz E 350 Wagon – $9,770

Here’s a great-looking Mercedes-Benz wagon that’s only had one owner and spent its whole life in warm weather. It has fewer than 80,000 miles, as well as all-wheel-drive.

2001 Volvo V70 T5 – $6,995

This list would not be complete without a Brooklyn-spec Volvo wagon. Here’s a one-owner 2001 V70 with a little over 50,000 miles.

2008 Dodge Magnum RT – $6,950

The Dodge Magnum was a crazy marriage of 2000s-era Chrysler excess and Mercedes-Benz technology. The R/T version has a 5.7-liter V8 and both a chassis and five-speed automatic transmission made with heavy German input.

2006 Subaru Impreza WRX – $9,500

Of course we needed a Subie on this list. Here’s a 2006 WRX wagon with a five-speed manual. It looks pretty clean, in spite of having a little over 100,000 miles.

1989 Toyota Corolla All-Trac Wagon – $4,995

Yes, this car needs a little TLC. But how cool would it be to roll up at a Radwood festival with a manual transmission, all-wheel-drive, vintage Toyota wagon?

Note: Purchasing products through our links may earn us a portion of the sale, which supports our editorial team’s mission. Learn more here.

This Mercedes Camper Van Is Your Perfect Gateway Into #VanLife

Dive into the online world of camper vans, and it’s easy to find yourself lost in an endless feed of high-end, super-opulent rigs. But as much as we all dream of luxurious vans decked out like Brooklyn apartments and off-road RVs as large as houses and as capable as military transports, you don’t need nearly that much capability to enjoy the best part of what the Instagrammers call #vanlife. All you really need is a van that offers up a great place to sleep and a spot to cook.

Which is exactly what Caravan Outfitter’s Backroad camper van delivers.

Now, if this particular van looks a bit familiar, well, that’s likely because it looks and seems an awful lot like the Mercedes-Benz Weekender that the Bavarians unveiled earlier this year. Both vans are based on the Metris platform, both feature a Westphalia-style pop-top roof for sleeping and added airflow, and both offer a simple-yet-elegant entry into the camper van life. (Indeed, as New Atlas pointed out, Caravan Outfitters sources some parts from Reimo, the same German RV manufacturer that supplies Mercedes with pieces for the Weekender.)

The Backroad, however, has the added benefit of not only being already available, but being slightly less expensive than the Mercedes, which is expected to start in the mid-$70K range. A new one will set you back $67,511, according to Caravan Outfitters’s website, although that’s before buyers are tempted by such options as the $1,450 solar roof package that feeds electricity into the 90 amp-hour accessory battery beneath the driver’s seat or the $1,840 Fiammas 45 side awning.

Like the Weekender, the Backroad is less for semi-permanent residency than it is for short-term vacations — which, to be fair, is how most of us would likely use a camper van anyway. During the business day, there’s tons of cargo space and seating for five people, thanks to twin captain’s chairs up front and a three-person bench in back; come camping time, though, the rear bench folds out into a double bed, while the pop-top roof reveals a second double mattress. (The upstairs bed can also be folded up to create standing room for shorter people inside the van.)

A swing-away table inside provides a place to eat, drink and be merry, while you can also grab a Yeti Tundra 45 cooler specially outfitted with tie-down straps and a padded lid for use as an extra seat. And while some may be content to fire up the fire pit when it comes time to dine, the rest of us will likely want to opt for the $3,400 kitchen add-on, which brings a 31-quart fridge, a slide-out butane stove and several storage drawers in a compact package that fits into the back of the van. It can even be removed and left at home for those times where you don’t think you’ll need it.

Buyers can also accessorize the Backroad out with a roof rack, a trailer hitch (to take advantage of the diesel-powered van’s 5,000-lb towing capacity), a swing-away hitch-mounted bike rack, among other add-ons. Still, the base price does include a Metris packing official Mercedes-Benz options like the Driver Comfort package that adds comfier seats and a softer suspension, the Cold Weather package that brings heated front seats and the Blind Spot Assistance package that helps warn you of vehicles hiding behind and off to the side, so even if you go for a basic Backroad, you’re still getting a great van for the money. (We’d still probably spring for the kitchen, though.)

Note: Purchasing products through our links may earn us a portion of the sale, which supports our editorial team’s mission. Learn more here.

The Dodge Durango SRT Is a Tamed Performance SUV, and That’s Why I Dig It

The Dodge Durango SRT isn’t the freshest piece of fruit in the SUV produce aisle. While the SRT version arrived just two years back, there wasn’t much new beyond the addition of the 6.4-liter V8 beneath the hood and the sportier suspension between wheels and body; the Durango itself dates back a decade, and much of its platform is shared with Mercedes-Benz’s SUVs of the mid-Aughts, like the second-generation ML-Class that debuted in 2005. Still, much like Keith Richards’s Swiss doctor, Dodge has kept pumping new blood into that aging-yet-still-capable body; in addition to the SRT version, the Durango has seen fairly continuous upgrades over its lifespan, from a 2014 model year facelift to Chrysler’s latest infotainment system two years back.

Why, then, am I just extolling its virtues now? Well, because, due to the quirks of the automotive journalism industry, I hadn’t had a chance to drive it before. Now that I’ve spent some time with it, though, I can honestly say that I’m a little bit obsessed with it.

A note for all you gearheads about to switch over to email and fire a missive my way: I’ll be the first to admit that, unlike the Porsche 911 Turbo S and Ford Mustang Shelby GT500, I’m not obsessed over the Durango SRT because of the unadulterated driving joy it brings. It lacks the joie de conduire of a Porsche Macan or Cayenne or a Mercedes-AMG GLC63; they drive like elevated station wagons, while the Dodge feels like the elder crossover it is.

But it’s certainly not boring, either — not with 485 horsepower under its hood. The 6.4 doesn’t pack the sledgehammer punch of the supercharged Hellcat, but its naturally-aspirated nature means the power grows and grows as the revs rise, rather than coming on like a body blow. As such, it’s more enjoyable to wring the engine out with the paddle shifters, savoring the nuances of the engine. Plus, there’s something satisfying about accelerating quickly without being so quick as to lack time to appreciate it, the way many modern super-speed cars do; it’s like flying instead of teleporting.

Still, thanks to its all-wheel-drive grip, it scoots off the line with a vigor that matches the other Dodges packing this engine, in spite of a curb weight half a ton higher than a Challenger. And while there’s no hiding how much higher it carries its weight than a coupe or sedan, the suspension does a good job of suppressing body roll and keeping the Durango well-planted in a way that doesn’t feel all that dissimilar from a Charger or Challenger. Modern Mopars have never been about carving up corners with scalpel precision; they’re about covering the straight lines between bends as fast as possible, then ideally drifting through the corners with tires smoking.

While part of me would love to see a Durango Hellcat Widebody drop onto the scene like the modern-day version of those Shelby-tuned ones of the Clinton era, the majority of me prefers how much it resembles an ordinary Durango. The SRT front end treatment looks far better than this SUV’s ordinary face — which is probably why you can now also find it on the lesser-V8-powered R/T and V6-powered GT models. From every other angle, though, it’s family car normcore.

Color choice matters, too, and my test car’s Billet Silver paint made it even more anonymous, whether parked or rolling. Indeed, it gave the smooth-sided beast an almost bland, vaguely minivan-ish look from any angle but the front. If that’s a downside to you, go for a color like Redline Pearl or F8 Green; before you do, though, consider the advantage of blending into a sea of anonymous SUVs and vans the next time you decide to explore the land north of 85 miles per hour.

Hand in hand with that understated sleeper car nature comes the vast usability of a SUV of this size. The Durango is something of a tweener in the SUV world — a little bigger than the likes of the Ford Explorer or Toyota Highlander, a little smaller than the Chevy Tahoe or Nissan Armada. And much like Goldilocks found, splitting the difference turns out to be just right. While it’s no more difficult to drive than a midsize SUV, the Durango’s interior feels capacious.

Amazingly, I was able to fit my six-foot-four-inch frame into all three rows (though it was a tad tight in the latter two). Fold all those seats flat, and two people could easily sleep inside; keep the standard second-row captain’s chairs upright, and a family of four and all their luggage could be set for a post-pandemic road trip in lieu of air travel.

In addition, the Durango boasts a dashboard and center console that, like many current FCA cars, very much hails from the if-it-ain’t-broke school of product planning. Large, legible controls dominate, both on the touchscreen and on the hard buttons and knobs surrounding it. It won’t wow the design critics, but damned if it doesn’t make it easy to crank up the AC/DC. And the aggressively crimson “High Performance Laguna Leather Seats” (a $1,595 option) that appear to have been yanked out of the Challenger Hellcat Redeye Widebody look aggressive, but they’re more like La-Z-Boys then Recaros; the only thing you might want for on a long drive is a tad more lower back support.

If the Durango SRT has a usability ace in the hole, though, it’s towing capacity. Most high-performance SUVs and trucks are happy to sacrifice some of their pulling prowess on the altar of speed, but the SRT is actually the Durango with the mostest when it comes to trailering. It can yank up to 8,700 pounds around on its optional hitch, enough to tow even a massive, opulent 33-foot Airstream Classic or a 20-foot power boat.

If there’s a quibble to be had with the Durango SRT, it’s the price. You can argue the two-cars-in-one point until you’re blue in the face, but the fact remains that while the rest of the Durango lineup hews close to the Charger line — a Durango GT is $34,995 to a Charger GT’s $31,995, the Durango R/T is $44,395 versus the Charger R/T at $36,495 — the Durango SRT’s base price vastly exceeds the Charger Scat Pack Widebody’s $46,495. (Dodge no longer sells a non-Hellcat version of the Charger SRT, but back when they did in 2018, it started around $52,000.) The Durango’s added size and AWD may offer added capability, but the further apart the two go in price, the harder it is to make the argument in favor of the SUV.

As such, I might be tempted to opt instead for the Durango R/T instead. Yes, its 5.7-liter V8 is down 115 hp and 80 lb-ft on the 392, but it looks every bit identical to the SRT, still tows 7,200 pounds, and even offers a two-speed transfer case with low range — something you’ll probably appreciate more often than you regret taking an extra second and a half to go from 0 to 60. Plus, even fully loaded, it only comes out to around $54,000 — which, with Dodge’s current offer of 0.9 percent financing for 84 months, means you could have monthly payments as low as around $660 a month.

Price as Tested: $75,350
Drivetrain: 6.4-liter V8, eight-speed automatic, all-wheel-drive
Power: 475 hp, 470 lb-ft
Fuel Economy: 13 mpg city, 19 mpg highway
Seats: 7

Dodge provided this product for review.

Note: Purchasing products through our links may earn us a portion of the sale, which supports our editorial team’s mission. Learn more here.

One of the Best SUVs of 2020 Might Be About to Get Even Better

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4 Great Off-Roaders You Should Never, Ever Buy Used

Let’s face it: new cars aren’t cheap. (The average new car price in America sits right around $39,000.) While you can often wait for the depreciation to kick in and save big by buying your ideal car used, there are some vehicles where that’s manifestly not the case. And as it turns out, many of our favorite off-roaders fall into the latter category.

These trucks and SUVs depreciate so glacially, there’s almost no value in buying a used one — unless you happen to catch someone trying to sell five minutes after leaving the sales lot. If you can afford it, it’s more economical to eat the upfront cost with those cars and let the resale value work for you on the backend.

Below are four off-roaders you should basically never buy used, unless you’re looking at them as super-cheap, high-mileage beaters. And, with the crazy financing deals manufacturers are currently offering, there’s never been a more opportune time to buy.

Toyota 4Runner

The 4Runner should be a case where buying used makes sense. Toyota last overhauled the SUV for the 2009 model year; there should be plenty of less expensive used models floating around that are more or less the same as the current SUV. But Toyota fandom is as indomitable as its build quality.

The 4Runner is not a cheap car; most buyers will end up paying more than $40,000. But it’s a car you can daily drive for eight years or so, put nearly 100,000 miles on, and still sell for around $20,000. It’s better to be on the front side of that transaction.

Jeep Wrangler

The Jeep Wrangler has moved upmarket in recent years; a base-model four-door will likely cost you in the mid-$30,00 range, while a top-tier Rubicon will swiftly move into luxury car territory. Still, it’s better to buy a Wrangler new. It’s a similar situation to the 4Runner, where you have to drive a Wrangler for about seven years and put 70,000-plus miles on it to drive the price below $20K.

Even the weirdest Wrangler you can find — check out this two-wheel-drive 2010 model with a four-speed automatic — is listed for about $15,000. And, while Jeep does build a formidable off-roader, Wranglers don’t last forever the way 4Runners do. Don’t expect a high-mileage one to become a family heirloom.

Subaru Crosstrek

We’re big fans of the Crosstrek. It’s a cheaper, pint-sized version of the practical and capable Subaru Outback. It’s an affordable car at the outset, starting just above $22,000. And, from what we’ve seen since the car debuted for 2012, new is the best time to buy.

These tiny off-roaders hold their value phenomenally well; used Crosstreks coming off a lease can still go for more than $20,000, around the same price as similar vintage BMWs. We found six-figure-mileage versions still being listed for around $12,000. Just buy a new one.

Toyota Tacoma

The Tacoma is in a similar boat as the 4Runner when it comes to durability and off-road chops — and, consequently, resale value. If you’re going for a V6 version with 4×4 capability (and why wouldn’t you?), a new Tacoma can set you back in the mid-$30,000 range or more. But you’ll recoup a lot of money on the back end.

You can put 50,000 miles on a Tacoma and get about $25,000 back for it. You can drive it for eight years and still get around $20,000 back. In fact, data from UsedFirst.com shows the Tacoma retaining 40 percent of its value 12 years after purchase.

Note: Purchasing products through our links may earn us a portion of the sale, which supports our editorial team’s mission. Learn more here.