lunes, 28 de diciembre de 2009

2010 Mustang

The new 19-inch wheel package, and the Shaker 500 audio system. It was perfect for our drive through the Los Padres forest and its tightly winding roads.

Heading out of Malibu, we enjoyed a bit more of PCH until we picked up the 33  (that's how they say it in Cali-no "I" before the interstate number) and wound our way north toward Ojai, where we'd stop for the night. The route took us through the mountains, where we experienced many elevation changes and tight, winding roads. The GT's revised suspension and 19-inch Pirelli's kept the car glued to the road, and we could maintain a nice conversation at regular room level while stirring the shifter to whatever gear required by the 3.73s to keep the car around 3,500 rpm for a blast through the twisties. It was a great road and a great ride that really taxed the new car's suspension, and it handled the road with aplomb.

On day two it was more of the same as we headed out of Ojai toward Willow Springs, though we did have a bit more open road to really stretch the Mustang's legs. We had our GoPro video camera mounted on the rear quarter of our GT during this part of our drive (be sure to check out our website for videos of our driving route), and even at triple-digit speeds our video was smooth and stable, a testament to the ride quality the engineers tuned into the GT.

After a nice lunch at Willow Springs, another technical presentation was given to us on the new Track Pack option. Ford had a small sample of Track Pack-equipped GTs for us to track with at Streets Willow. We were able to try the Track Pack option with the Advance track in Normal, Sport, and Off modes, and if you had the courage and the driving skill to put the GT at its limits, you could really tell the difference. This was yet another testament to the time the engineers put into the product. More than once I could feel the Advance Track reel me in from the edge while navigating the course. Putting the GT through its paces at the same rate with the AdvanceTrac off put the car sideways through several of the turns, but the Mustang was still very controllable. Just a light lift of the throttle and some counter steer brought the steed right back in line.

All in all, we have to say  the 2010 is going to be another  grand slam hit for Ford, just like the '05. Right now Ford needs every time at bat to be an out-of-the-park hit. Pricing for the 2010 Mustang will start at $20,995 for the V-6 coupe and heads north to $35,995 for the Convertible GT Premium. Our Grabber Blue GT Premium Coupe with Comfort Group, Shaker 500, 3.73 Axle Package, and 19-inch wheels was priced at just under $35K. Tick off the Glass Roof and Electronics Package and you'll be a sneeze away from $40K. That's getting up there, but it's nice to know you can finally have your Mustang optioned with many of the goodies your neighbor's import has had for years.

2010 Mustang

On sale Spring 2009


4.0L SOHC V-6 or 4.6L Three -Valve V-8

Coupe or Convertible/ Base and Premium offerings

Five-speed automatic or five-speed manual

3.31/3.55/3.73 gear ratio packages

(3.55/3.73 with manual only)

17-,18-, and 19-inch wheel and tire packages (seven total)

Four interior colors (Stone, Charcoal Black, Saddle, Brick Red)

Two accent colors (Cashmere, Grabber Blue)

Nine exterior colors (Red Candy Metallic, Kona Blue, Grabber blue, Sunset Gold, Sterling Gray, Brilliant Silver, Black, Performance White, and Torch Red)

Major Options:

Glass roof

HID headlamps

Comfort Group

Electronics package

Shaker 1000

Rear video camera


Great new styling

Upscale interior

Plenty of options

Best handling Mustang GT yet


Some options only available in Premium Package

Jury still out on rear styling

Some of us still want more power
Vancouver B.C. Car Info
Wpg Auto Dealer

lunes, 21 de diciembre de 2009

The new Loewy-Exner 1947 Studebakers were a sensation. The envelope body, integrated fenders, flat flanks and distinctive trunk outline combined to form what we now call a "three-box" design - it had a clearly delineated hood, cabin and trunk. The Starlight coupe, as it came to be known, was particularly futuristic with a rear window that wrapped all the way around from door to door, making the roof seem to float above it.

Studebakers were so symmetrical front to rear that humourists soon began calling them the "coming or going cars," suggesting they couldn't tell the front from the back. But in spite of ridicule, Studebaker was charting the future direction in automobile styling. A small independent from South Bend, Ind., had stolen a march on Detroit's giants. The Big three would take until 1949 to bring out their full line of postwar, three-box cars. The new 1947 Studebaker Champion, Commander and Land Cruiser were introduced in April, 1946. The Commander and Land Cruiser were essentially Champions with a longer wheelbase and the hood, front fenders and rear doors extended.

The 1947 Studebakers were all about styling, because their technology was carried over from prewar designs. The 2.8-litre, 80-horsepower six-cylinder Champion engine came from the prewar Champion, and the 3.7L Commander/Land Cruiser six dated back to the early 1930s.

Styling remained unchanged except for trim and grille treatments until 1950, when the "bullet nose" models arrived. By this time, the rest of the industry had caught up and Studebaker no longer held the styling advantage.

In spite of some excellent designs such as the Hawk series and the futuristic Avanti, Studebaker suffered the plight of other independent automakers and disappeared from the scene in 1966. It built its last cars in its Canadian plant in Hamilton, Ont.

But for those few years following the Second World War, the audacious little company from South Bend had led the industry in styling.
Vancouver B.C. Car Info
Wpg Auto Dealer

viernes, 18 de diciembre de 2009

Studebaker history went back to 1852 when Clem and Henry Studebaker's blacksmith shop in South Bend, Ind., began building wagons. They grew into what they claimed was the world's largest producer of horse drawn vehicles.

The company entered the automobile business in 1902 with an electric car, but soon switched to gasoline-powered cars. Studebaker developed a reputation for building reliable, quality cars that excelled in setting stock car speed records. It acquired Pierce-Arrow in 1928, which brought a brush with extinction in 1933, but the company survived through the 1930s Depression.

Studebaker broke new ground in 1939 with the introduction of its all-new Champion, a lighter, slimmer version of the full-sized car. It proved very popular and set the tone for the company's cars for many years.

During the Second World War, automakers contributed to the war effort. When peace came, there was a rush to return to civilian car production to meet the pent-up demand created by the industry shutdown from February, 1942 to the fall of 1945. Companies returned to building slightly modified prewar designs while preparing their new postwar models. Studebaker began producing its 1942 designs with new trim and mouldings, but the 1946 lineup did not include the Commander and President models it had offered in 1942. It only produced the Champion, now called the Skyway Champion.

During the war, Studebaker had engaged industrial designer Raymond Loewy, creator of the original 1939 Champion, to style a new postwar car. Loewy favoured light cars with svelte, tight lines, and those were the principles that guided him in shaping the new Studebaker.
Vancouver B.C. Car Info
Wpg Auto Dealer

martes, 15 de diciembre de 2009

The Gladius has more than enough for sporty riding. The suspension also makes the grade. In fact, the Gladius' single largest performance advantage over the last SV650 I rode lies with its superior suspension. The front and rear springing is stiffer and the damping seems more robust. I doubt either the forks or the rear damper are up to the rigours of a full-on track session, but there's plenty of control for sporty street riding. Ditto the brakes, which feature dual 290-millimitre  discs up front clamped by twin piston Tokico calipers.

Indeed, my biggest complain regarding the Gladius is that it doesn't come with Suzuki's anti-lock brakes, which are such a boon to beginners and expert riders alike. The ABS system is generally such a low-cost item (usually around $500) that it should be at least offered as an option to the Gladius' $9,199 suggested retail price.

And Suzuki should also bring in that neon green/pearl black version the Europeans get - it's the bomb.
Vancouver B.C. Car Info
Wpg Auto Dealer

martes, 8 de diciembre de 2009

All New Suzuki Gladius

Never mind that Suzuki's newest middleweight V-twin has a slightly fey name, its moniker referring to a short, stubby little sword favoured by Roman soldier. Similarly ignore for just for a moment longer the fact that the Gladius is by any estimation extremely "well put together." No, what you really need to know is that the new Gladius is very much based on Suzuki's enormously successful SV650, the quintessential beginner's bike that also doubles as everything from a touring mount to a quasi-serious race bike.

Originally sold as a runabout of modest performance and expense for those who had outgrown their first motorcycle, Suzuki's 645-cubic-centimetre V-twin quickly found a following among the sporty set. They thought that with the simple addition of a performance exhaust system and some relatively easy suspension fiddling, the little Suzuki could seriously intimidate supposedly more sporting machinery. Indeed, in one of Team Rigor Mortis' race track comparisons, the SV triumphed over more sporting weapons up to and including a 1,000-cc superbike. It has become the ultimate learner bike - easy enough to deal with while learning to ride and able to grow with you as one becomes more experienced. There was even a single-marque racing series to emphasize its universal appeal.

The one charge easily levelled at the SV, however, is that of its pedestrian styling. Whether outfitted with a fairing or  naked with just a super-bike handlebar, the SV was the very epitome of blandness. So, for 2009, the SV lineup grows to include the European-flavoured Gladius. Definitely Suzuki's take on Ducati's famous Monster, the Gladius design  was penned in Europe - the Japanese firm finally discovering that the best way to emulate its competitors is to hire some of them.

So, what we have is a trellis frame a la the Monster, a swoopy BMW-like headlight, sexy two-tone paint and an exhaust that looks as if it was liberated from an old Bimota DB3 Mantra. Imagine the staid old SV650 as the girl next door and the Gladius as the decidedly foxier Megan Fox who moves on to the street. On initial inspection, they really are that different.

Underneath the skin, however, they are far more similar. Although Suzuki claims the power band had been extended to even lower rpm, the 645-cc V-twin feels much the same. That's not a bad thing as the middleweight has plenty of mid-range power. There may be only 70 horsepower on tap, but they are healthy.
Vancouver B.C. Car Info
Wpg Auto Dealer

sábado, 5 de diciembre de 2009

From ultimate comfort to optimum performance.

For the ultimate in comfort and control, the 911 Turbo is equipped with Porsche Active Suspension Management (PASM) as standard equipment. This system provides continuous adjustment of the damping force at all four corners of the car to suit your driving style and changing road conditions.

Porsche Active Suspension and Management has two driver-selectable modes, "Normal" and "Sport," which share a minimal degree overlap. In either mode, PASM reacts to changes in the road and your driving style by varying damping force at each wheel. The system uses a range of sensors to monitor the car's longitudinal and lateral acceleration, braking, steering angle, brake-pedal pressure and engine torque. A dedicated control unit analyzes all this data, and adjusts damping to suit the situation, within the parameters of the driver-selected mode.

Further driving input is not required, even if road conditions change. If sport mode is selected, for example, the suspension is set to a harder damper rating. If the quality of the road surface falls below a certain threshold, the system immediately changes to a softer rating within the Sport range. This adjustment enhances occupant comfort as well as traction and grip. When the road surface improves, PASM automatically reverts to the original, harder rating.

Likewise, if Normal mode is selected and the car is driven more assertively, PASM automatically switches to a harder rating within the Normal setup range. As the dampers become stiffer, the car becomes more stable, ensuring higher levels of active safety and responsiveness. With Porsche Active Suspension Management, agility is enhanced, without compromising overall ride quality. The result is a new level of harmony between comfort and control.
Vancouver B.C. Car Info
Wpg Auto Dealer

miércoles, 2 de diciembre de 2009

Why Buy From a Dealer?

Top 8 Reasons to Purchase from a Licensed Auto Dealer

Accountable: All licensed dealers are government regulated.
Reliable: Dealers stand behind the vehicles that they sell and guarantee they are free of liens and clear.
Financing: Dealers usually have a wide range of financing options available to assist you.
Warranties:Dealers provide full manufacturers' warranties on new vehicles and offer a range of warranties on most pre-owned units.
Service: Trained professionals are available to service and maintain your vehicle.
Disclosure: Dealers are required to disclose the information if  a vehicle has been registered out of  province or if it has been involved in an accident.
Protection: Franchised dealers are backed by government regulated funds in the event of a catastrophe occurring to the dealer.
Safety Inspection: Most vehicles available through a dealership have been safety inspected by trained professionals to meet the standards set by MPI.

Vancouver B.C. Car Info
Wpg Auto Dealer