用邮件比较方便呀。要不开车1个多小时去100多公里外跟dealer砍价？那把周围200公里内的都砍完不得累死呀...

现在各个dealer也都有internet team，今天去dealer哪里的时候一个销售人员就刚去很远的一个地方给顾客送车回来。

话说，现在互联网发达了，dealer想宰肥羊也很困难了，信息太透明了...，我们其实没想浪费时间在这上面，基本到自己能接受的价格就去提车了，倒是dealer那里的库存太少了，都没有太多颜色可选，基本是来的就走，2014森林人现在太火了....

我们签合同的时候，还有另一个dealer发信给我们说可以比我们现在拿的价格在便宜200-300美元...

为了人品和不折腾，我们也就没去...

就是邮件询价嘛。也没啥的。

邮件竞价就跟你在大街上买东西货比三家的道理一样呀。

很多网站都提供询价的功能，你告诉网站你的邮编地址，然后多大搜索范围，你要什么样的车，你的联系方式，输入这些信息之后，提交，网站就会把你的询价请求发到你指定范围内那个品牌的所有经销商那里。

经销商接到信息就会发邮件或打电话跟你联系，我都是不接电话，让他们直接发邮件进行报价。然后你就会拿到十个八个经销商的报价。

接下来，你就用你得到的最低的报价(一般越远的经销商报价越低，因为要吸引你去）去询问报价最高的经销商，问他能不能做更低的价，他们为了竞争，如果有利润空间就会降价；

然后你就用新的最低价去问其他的经销商，看谁能出更低的价格。

如果你有耐心，就反复这样弄，最后的价格就是接近他们能接受的底价了。

当然，这个方法只在你周围经销商很多的情况下好用，如果你在中部大农村，周围就1-2家经销商，那你是讲不下来价的....

真羡慕这么透明的交易啊 有竞争就是好

Road Test
2.5i Premium 4-cyl CVT

The Subaru Forester sticks to the basics and embodies the saying "a steady pace wins the race." It has always been a sound, practical vehicle, although its plain, unpretentious demeanor hasn't helped it stand out to car shoppers in this crowded field.

With its 2014 redesign, Subaru continued to put function in front of form. It resisted the contemporary trend toward making SUVs look like sports coupes with descending rooflines and curvaceous bodies, instead focusing on the fundamentals with a space-efficient design, large windows, and big square doors. That recipe has resulted in the easiest access and the best view out of almost any vehicle, and one of the roomiest rear seats in the class, with copious head and leg room.

By adapting various fuel-efficient technologies, including moving to a new continuously variable transmission in place of its dated four-speed automatic, the Forester now delivers quicker acceleration as well as a class-leading 26 mpg overall and 35 on the highway. We also like that our mid-trim Forester 2.5i Premium has a power seat and a backup camera -- handy features that some similarly priced competitors lack.

For all its virtuous simplicity, however, the Forester's redesign has also brought tradeoffs. The ride, which used to be calm and cushy, is now rather firm and jittery. Handling is responsive and very secure, but the Forester isn't as agile as, say, the Ford Escape, Mazda CX-5, or Toyota RAV4.

The interior trim was modestly upgraded but remains quite austere, with a few cheap-looking touches. More notable, the Forester's in-car electronics and infotainment connectivity are a little behind the curve, especially in the areas of wireless Bluetooth phone pairing and audio streaming.

Overall, if you're looking for a small SUV that's very functional and fuel-efficient, the Forester is hard to beat.

Why buy one:

Class-leading fuel economy
Extremely practical package, with a roomy rear seat, simple controls, and spacious cargo area
Unusually good view out, especially for a modern car
Very easy access
Well-equipped for the money

Why not buy one:

Ride lacks the comfort delivered by previous Foresters or the current Honda CR-V
Cabin can get a little noisy
Fairly basic and spartan interior
Phone pairing and audio streaming is a step or two behind the competition

Viable alternatives:

Honda CR-V
Toyota RAV4
Mazda CX-5
Ford Escape

Best version/options to get:

The sweet spot in the Forester lineup is the 2.5i Premium, one step up from the baseXSS 2.5i, with the CVT. For less than $27,000, you get a well-equipped vehicle with such desirable features as a power driver's seat, backup camera, and a giant sunroof. (Oddly, if you choose the manual transmission in the 2.5i Premium you can't get thesunroof.)

Expect any Forester Premium sold in the snowbelt to have the $500 Cold Weather Package, which includes heated seats and mirrors. Subaru's navigation system, which isn't particularly good, would add another $1,100.

Moving up to the 2.5i Limited adds about $3,000 and brings leather upholstery, power for both front seats, automatic climate-control, and a power liftgate.

Touring models come with navigation and offer a $2,400 options package that includes Subaru's innovative EyeSight suite of electronic safety features, push-button ignition, and HID headlights.

Premium and top-trim Touring models offer an uplevel engine choice, a 250-hp turbocharged four-cylinder that brings the 2.0XT designation. We think most buyers would be content with a 2.5i version rather than springing around $3,000 for the turbo.

Subaru offers lots of add-ons, such as splash-guards, a self-dimming mirror, body side molding, and various cargo-area accouterments. Some of these are useful enough, but they can pad the sticker price quite a bit for not much in return.

The Driving Experience

Handling: The Forester handles soundly and responsively but is nowhere near as agile as, say, the Ford Escape, Mazda CX-5, or Toyota RAV4. The body leans little in turns and the steering is quick enough and well weighted, but it doesn't convey much road feel. The all-wheel-drive system works seamlessly.

At our track the Forester remained steady with mild, predictable understeer when it reached its limits. It posted a respectable speed of 52 mph through our avoidance maneuver and we felt confident pushing it to the edge.

Powertrain: Most Foresters will have a 170-hp, 2.5-liter, four-cylinder engine mated to a continuously variable automatic transmission, which proved a pretty good combination. We clocked a 0-to-60 mph sprint time of 8.7 seconds, which is about par for most four-cylinder SUVs. The launch is somewhat artificially boosted by an over-eager throttle pedal: the car squirts off with just a tap on the gas. But few drivers complained about a lack of power in everyday driving.

More impressive was the fuel economy, which we measured at 26 mpg overall, using regular gas. That's the best we've recorded from any non-diesel, non-hybrid SUV and just edges out the Mazda CX-5's average of 25 mpg.

All Foresters have all-wheel-drive -- no two-wheel-drive version are available. While AWD theoretically brings a fuel-economy penalty, the Forester's 26 mpg will match or beat most front-wheel-drive rivals, so it's not worth griping about much.

While we've been unimpressed with some Subaru CVTs, the Forester's works pretty well. Ratio changes are quick and responsive to power demand. Still, heavy acceleration such as when climbing a hill or merging into traffic quickly kicks the revs way up, which creates a lot of engine noise. Some noted a delay in engaging Drive after shifting from Reverse, which lets the car roll back slightly. A six-speed manual transmission is standard on baseXSS and Premium trim lines.

The uplevel engine is a lively 250-horsepower, 2.0-liter, turbocharged four-cylinder direct-injection engine hooked up to a CVT. Stick-shift fans may grumble that you can't get the manual transmission with it, but the CVT works extremely well with this torquey turbo. Besides its initial price, the main downside is that it requires premium fuel.

Turbo versions have paddle shifters to select individual defined "gears" from the CVT. But the regular 2.5-liter engine and its CVT provides only Drive and Low; some will miss having more flexibility, particularly in hilly terrain or when towing.

Off-road: The Forester is a capable off-roader, especially when equipped with the optional X-mode traction-assist system. Pushing a button on the console optimizes all-wheel-drive operation for off-road situations. This feature also includes hill descent control, letting you crawl down steep off-road inclines. It's included only on 2.5i Limited and Touring and the XT turbo variants. Given that the traction-assist system's capabilities are accomplished by mere computer programming, it's a shame that it isn't standard across the board.

Ride comfort: The Forester's formerly excellent ride has sadly deteriorated with this redesign. While the suspension absorbs single bumps and ruts fairly well, the ride is never settled. Even on smooth roads, passengers experience incessant little bounces that some may find tiresome and annoying. If you put a special premium on ride comfort, consider a Honda CR-V instead.

Noise: As is typical in the small-SUV world, cabin noise is fairly pronounced here. At highway speeds wind noise is a bit loud and heavy acceleration brings a howl from the otherwise quietly humming engine. Some road noise comes through as well but isn't so bothersome.

Braking: Stopping distances are about average on wet pavement but excellent -- very short -- on a dry road. Brake pedal modulation is nice and linear.

Towing: Maximum trailer towing capacity is 1,500 pounds, down several hundred pounds from previous Foresters.

Headlights: The halogen low beams provide good overall performance, shining brightly a good distance forward and to the sides. Light intensity tapers off from the center to the edges of the pattern, though. The halogen high beams are even brighter and shine farther out.

Inside The Cabin

Interior fit and finish: Foresters have never had plush interiors and while the cabin fittings of the 2014 model are a little less rudimentary than the last one they're still pretty basic. You'll find a padded dash top and some attractive metallic trim and Berber mats, but also plenty of cheap-looking hard plastics. Panel fit is OK but the door pull flexes a bit and the headliner looks and feels like fuzz-sprayed cardboard. The optional leather seats spruce things up, but they don't turn the interior into a harem.

Driving position: It would be hard to improve on the Forester's driving position. This is big sky country, where cowboys can leave their hats on and nothing intrudes on the driver's space. Short drivers can sit up high with a commanding view, and most people will appreciate the tilt-and-telescoping steering wheel, well-shaped left footrest, and adjustable center armrest.

Visibility: Big windows, a square greenhouse, and thin roof pillars bring outstanding visibility. Bucking the modern styling trend for sleek profiles and a badly crimped view out, here you sit surrounded by glass and with a conveniently low windowsill. There's a small blind spot at the rear corner but it's not too bad, and the big side mirrors help. All except base-level Foresters have a backup camera, which is handy, even though its display is a little small. There's no blind-spot monitor available, either.

Seat comfort: The front seats get the job done but are nothing special. Contouring is fairly flat and the cushioning is a mite too soft. All but the baseXSS trim get full power for the driver's seat, which is a big plus. It includes a power lumbar adjustment that provides ample lower-back support. As is typical, the optional leather seats give better support.

The spacious rear seat is one of the best in the class, with copious head- and leg room and a nearly flat floor. Three adults is a bit of a squeeze, but seating for twois very good, thanks to well padded cushions that provide good support and posture. The seatbacks also recline if desired for more comfort.

Access: Getting in and out is very easy with the low, flush door sills and chair-high seats. The big door frames mean you don't need to duck your head either, and it's almost as easy to access the rear as it is the front.

Gauges: The gauges are big and quite legible but they're lighted only when the headlights are on, making them prone to washing out in bright light. A center dashboard screen displays fuel and trip computer information. Learning to navigate its pages with the steering-wheel buttons takes some trial and error.

Controls: Basic but simple to operate. In our car, three big, functional knobs manage the climate system. The audio technology is a little old-school but at least the radio is easy to operate, with big buttons and knobs for both volume and tuning.

Electronic connectivity: Subaru is behind the times in infotainment technology. Bluetooth pairing has improved but the voice commands are still cumbersome and unintuitive.

When streaming Bluetooth audio, a multifunction display screen on the dash shows song information if using an iPhone but not with an Android device. You can change songs via the vehicle controls with a wireless connection but you need to plug in with a USB cable to browse playlists, artists, and so forth. Tethering a music player lets you step through the device's menus using the vehicle's audio controls. The lists on view are limited to a primitive two-line readout on the radio display or a three-line color display in the multifunction screen up top. Unfortunately, the two screens show mostly redundant information. The USB tethering system doesn't support the iPhone5 when it's used as a music player.

Unless you have the navigation system, voice commands operate only your smartphone, allowing you to pair your phone, dial contacts, and add or delete contacts.

Subaru's navigation system displaces the simple radio with a touch-screen unit that has small, fussy, and cryptic controls. On-screen fonts and touch "buttons" are tiny. You can program it by voice but overall its logic is hard to grasp and takes some learning. We'd skip this option.

HD radio is included on lower-level radios like the one in our Premium model. Contemporary entertainment options that are common on other cars, such as satellite radio and Aha internet radio, are included only with the so-so navigation system.

There are three 12-volt power outlets -- two up front and one in the cargo area. An auxiliary input and USB/iPod port are located in the armrest storage bin.

Climate features: Our Premium model has a basic manual climate system; you'll have to step up to at least the Limited version for an automatic temperature control. The All-Weather Package brings heated seats, heated outside mirrors, and a windshield wiper deicer, all of which we like.

Cabin storage: In front of the shifter is a convenient open bin, handy for holding a smartphone. A covered bin between the front seats is surmounted with a movable armrest, which is good to have even though this one can block the cup holders when you slide it forward.

Cup holders: Front passengers have two cup holders, in the console between the seats. Rear-seat passengers get two more, set into the fold-down center armrest. All four doors come with molded bottle holders.

Cargo area: Cargo access is easy, thanks to the large opening, an almost flush sill, and a low, flat cargo floor. The 60/40-split rear seatbacks fold down flat, creating a cargo space we measured at 35.5 cubic feet, which is fairly generous. With the seatbacks upright we could fit four large suitcases behind them. Maximum cargo and passenger weight is 900 pounds.

Surrounding the cargo floor are tie-down loops that help secure loose items. Our vehicle also came with an optional plastic cargo tray ($75), handy for stowing wet or dirty gear.

Spare tire: Beneath the cargo floor is a temporary spare with a handy removable cargo tray mounted on top of it.

Safety Notes

Safety belts: The front belts have pretensioners.

Air bags: Front-seat occupants are protected by front- and side-air bags. Curtain bags protect front and rear outboard positions. The front passenger's frontal air bag won't deploy if sensors detect an infant in a child restraint or if the seat is unoccupied.

Head restraints: The front-row head restraints provide protection even when they're lowered. The rear outboard head restraints don't adjust for height but are tall enough to provide adequate protection. The second-row center restraint does adjust but is still too low to provide any protection.

Crash-avoidance systems: Stability control, traction control, antilock brakes, and brake assist are standard. The optional EyeSight system includes forward collision warning, low-speed (under 20 mph) autonomous braking and throttle control, and lane-sway and lane-departure warning.

Driving with kids: The owner's manual cautions against installing a child seat in the rear center due to the projection of the seat cushion, but, strangely, the center belt is set up for one and there's a top-tether anchor there. Some rear-facing seats may be difficult to secure in the left and right rear seats using the belts alone. The LATCH anchors should work fine. Forward-facing seats also fit, but you may have to remove the head restraints to secure them properly. The rear seatbacks provide three top-tether anchors.

Reliability

We expect reliability to be better than average, according to our latest subscriber survey.

Tested model: 2014 2.5i Premium 4-door SUV AWD, 2.5-liter 4-cyl., CVT