No question, The Audi 90 Quattro 20V, with its hunkered-down sassy stance , meaty Goodyears and bold 5-spoke Speedline wheels, looks the part of a serious competitor. And if this evokes an image of Michele Mouton expertly drifting a short-wheelbase Quattro to a new class record at Pikes Peak or one of Hurley Haywood winning the Trans-Am championship the first year out in a 200 Quattro, well, it's more than simple coincidence.
The competition breeding shines through when the Audi is pushed hard. The only car in the group with all-wheel drive, the 90's chassis is unflappably stable and never seems to put a wheel wrong. But it doesn't communicate with its driver the way the Alfa does.
The high-set steering wheel has a skinny (though leather-wrapped) rim, and there's some looseness around the center position. As the corner tightens up and more steering is cranked in, effort increases in a nice, linear fashion, but there's no intimate sense of what the front tires are doing. The brakes show no nasty habits, but the pedal feel is slightly rubbery.
For a fairly small car (having the shortest wheelbase and second-shortest overall length), the Audi is rather heavy (at 3195 lb., only the Alfa outweighs it). This taxes the limits of the dohc 2.3-liter 20-valve inline -5 that puts out a respectable 164 bhp at 6000 rpm - the Audi feels very reluctant to move away from the rest, even with moderate clutch slippage in 1st gear. There's a real sense of trying to accelerate all that mass in the drivetrain (and, of course, in the rest of the car).
Once moving, however, the engine has a strong surge of mid- and upper- range torque and is reasonably smooth as it growls its 5-cylinder song on the way to a 7200-rpm redline. Shifts have a very direct, mechanical feel about them but require a healthy tug on the polished wood shift knob, and ratios are well spaced.
Inside, the Audi is a little claustrophobic or just cozy, depending on your tolerance for this things. The high waisted design with its consequent smaller glass area makes seeing out a mite more difficult here than in the others and gives the cabin the impression or narrowness. But there's not a finer interior in the group, in terms of nicely textured plastic, beautifully finished wood and excellent assembly fit. Gauges are superb, with all in the main cluster easily visible through the steering wheel, but dials for voltage, oil pressure and oil temperature, while appreciated, are mounted frustratingly low on the center console.
Seating up front is quite good, with body-hugging bolsters and electric seat controls that are nearly second nature to use. Rear accommodations are a little tighter than in most of the others, with virtually no "toe room" underneath the front seats and cramped head room taller sorts. A ski pass-through increases utility and seems a natural offering on an awd car.
Some nuisances are the smallest trunk of the lot at 8.1 cu. ft. and lots of road noise and thumpiness from the Goodyears, which, at size 205/50R-15, are the lowest profile, most aggressive tires of any of the eight cars. But these are sacrifices in the interest of awd packaging and performance, and those not wanting the extra edge of stability and power can always save some money and still get the 90's muscular good looks in a front-drive, 130-bhp version.
Vancouver B.C. Car Info
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Wpg Auto Dealer
jueves, 4 de febrero de 2010
lunes, 1 de febrero de 2010
Alfa Romeo 164L
To DIE-HARD Alfisti, the news that the 164 was to be a front-drive car was absolutely earth-shattering. Unlike the Milano that preceded it, you can't pitch the 164 into a turn and then exit in your finest power-on, opposite-lock imitation of Tazio Nuvolari. But the chassis 164 chassis is incredibly rewarding to drive. Starting with the basic platform shared with the Saab 9000, Fiat Croma and Lancia Thema, Alfa went its own way with different suspension design, chassis tuning and styling, while retaining the very best thing of the Milano, its 3.0-liter sohc V-6.
And what an engine it is. Though a little soft on torque at low rpm, the Alfa's 183-bhp V-6 climbs to its 6500-rpm redline with a vengeance, peaking at 185 lb-ft. at 4400 rpm, making truly satisfying mechanical sounds all the way up. And the gearbox, despite its recalcitrant engagement of reverse, is a joy, with a rod-actuated gearshift linkage that manages to feel mechanically direct yet operates with a light touch.
Though at 3325 lb. the Alfa is the heaviest car of the pack, it's one of the most stiffly sprung and feels as if it has the least body roll. But don't equate this firmness with a lack of suspension compliance; the 164 exhibited leechlike roadholding when negotiating the twisty parts, with near-neutral handling (no doubt helped by shifting some weight rearward with a trunk-mounted battery) and impressive grip. Nor is it so stiff that a cross-country trip would be uncomfortable. Aiding and abetting the suspension are steering and braking systems with the same enjoyable mechanical honesty that the engine and transmission exhibit.
If a sore spot exists, it's the interior or, more precisely, the driving position. One needs an extra-long set of arms and a correspondingly stubby set of legs to deal comfortably with the steering wheel and pedal locations, seemingly a trademark of Italian cars. The steering wheel, which telescopes but doesn't tilt for adjustment, obscures a large portion of the tachometer for anyone who stands more than 6ft. tall. But the seats are comfortable and properly bolstered, and the rear-seat passengers, in addition to enjoying a decent amount of space, have the niceties of pull-up sunshades and a storage box built into the shelf behind the seats.
And then there's the 164 subtle wedge shape, handsome from any angle, and looking like nothing else from the front with its distinctive triangular grille dipping into the bumper. Many of us were taken by the styling and handling, but turned off by little flaws in the interior - a sunroof that rattled in the vent position, the shoddy trap door that swings up when the console-mounted parking brake is set, the wobbly feel of the look-alike rows of buttons for the ventilation system on the dash, the electric seat-height adjustment that refused to work. But Alfa owners have always put up with the little eccentricities to enjoy the sporting attributes of their cars, and so the tradition continues.
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Wpg Auto Dealer
And what an engine it is. Though a little soft on torque at low rpm, the Alfa's 183-bhp V-6 climbs to its 6500-rpm redline with a vengeance, peaking at 185 lb-ft. at 4400 rpm, making truly satisfying mechanical sounds all the way up. And the gearbox, despite its recalcitrant engagement of reverse, is a joy, with a rod-actuated gearshift linkage that manages to feel mechanically direct yet operates with a light touch.
Though at 3325 lb. the Alfa is the heaviest car of the pack, it's one of the most stiffly sprung and feels as if it has the least body roll. But don't equate this firmness with a lack of suspension compliance; the 164 exhibited leechlike roadholding when negotiating the twisty parts, with near-neutral handling (no doubt helped by shifting some weight rearward with a trunk-mounted battery) and impressive grip. Nor is it so stiff that a cross-country trip would be uncomfortable. Aiding and abetting the suspension are steering and braking systems with the same enjoyable mechanical honesty that the engine and transmission exhibit.
If a sore spot exists, it's the interior or, more precisely, the driving position. One needs an extra-long set of arms and a correspondingly stubby set of legs to deal comfortably with the steering wheel and pedal locations, seemingly a trademark of Italian cars. The steering wheel, which telescopes but doesn't tilt for adjustment, obscures a large portion of the tachometer for anyone who stands more than 6ft. tall. But the seats are comfortable and properly bolstered, and the rear-seat passengers, in addition to enjoying a decent amount of space, have the niceties of pull-up sunshades and a storage box built into the shelf behind the seats.
And then there's the 164 subtle wedge shape, handsome from any angle, and looking like nothing else from the front with its distinctive triangular grille dipping into the bumper. Many of us were taken by the styling and handling, but turned off by little flaws in the interior - a sunroof that rattled in the vent position, the shoddy trap door that swings up when the console-mounted parking brake is set, the wobbly feel of the look-alike rows of buttons for the ventilation system on the dash, the electric seat-height adjustment that refused to work. But Alfa owners have always put up with the little eccentricities to enjoy the sporting attributes of their cars, and so the tradition continues.
Vancouver B.C. Car Info
vancouvercarinfo.com/
Wpg Auto Dealer
jueves, 28 de enero de 2010
Lotus Elan SE
Says Lotus of its front-drive, $34,000 sports car, "We didn't want to make another MR2."
No one believed it at first. The folks who brought us the Elite, the Elan, and the Esprit were going to build an entry level sports car with front-wheel drive. Well, so much for General Motors' policy of nonintervention in the activities of its recently acquired subsidiary in Norfolk, England. Moreover, the new Elan's engine and five-speed transaxle were to come from Isuzu, another GM associate. Lotus, it seemed, had sold out - in more ways than one.
The truth, according to Lotus's chief executive Mike Kimberley, is somewhat different. Lotus started work on its new small car way back in 1981. Back then, the two-seater was to have a front-engine/rear-drive layout, just like its nimble namesake from the sixties.
In 1983, with Colin Chapman dead and new financing on the way - including a 22-percent stake from Toyota - the project was rethought. Following a comparative assessment of similarly powered Toyotas - including front- and rear-drive Corollas and a prototype mid-engined MR2 - Lotus decided that front-wheel drive was the best choice for a sports car of this size and power. Besides, as Kimberley points out, "We didn't want to make another MR2."
After General Motors arrived on the scene in early 1986, however, there was more second-guessing. The styling of the X100, as the project was then called, was not exciting enough, and a Toyota engine was no longer appropriate. Lotus began again, this time hatching the M100, which three years later became the handsome car shown here.
In the meantime, of course, the Mazda MX-5 Miata arrived, very much in the style of the original Elan. Lotus is surprisingly relaxed about the Miata's instant success. The company asserts that it makes half of its livelihood carrying out advanced engineering for the world's motor industry, and, for the sake of its reputation, Lotus did not want to be seen offering a replica of a car from the 1960s.
Vancouver B.C. Car Info
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Wpg Auto Dealer
No one believed it at first. The folks who brought us the Elite, the Elan, and the Esprit were going to build an entry level sports car with front-wheel drive. Well, so much for General Motors' policy of nonintervention in the activities of its recently acquired subsidiary in Norfolk, England. Moreover, the new Elan's engine and five-speed transaxle were to come from Isuzu, another GM associate. Lotus, it seemed, had sold out - in more ways than one.
The truth, according to Lotus's chief executive Mike Kimberley, is somewhat different. Lotus started work on its new small car way back in 1981. Back then, the two-seater was to have a front-engine/rear-drive layout, just like its nimble namesake from the sixties.
In 1983, with Colin Chapman dead and new financing on the way - including a 22-percent stake from Toyota - the project was rethought. Following a comparative assessment of similarly powered Toyotas - including front- and rear-drive Corollas and a prototype mid-engined MR2 - Lotus decided that front-wheel drive was the best choice for a sports car of this size and power. Besides, as Kimberley points out, "We didn't want to make another MR2."
After General Motors arrived on the scene in early 1986, however, there was more second-guessing. The styling of the X100, as the project was then called, was not exciting enough, and a Toyota engine was no longer appropriate. Lotus began again, this time hatching the M100, which three years later became the handsome car shown here.
In the meantime, of course, the Mazda MX-5 Miata arrived, very much in the style of the original Elan. Lotus is surprisingly relaxed about the Miata's instant success. The company asserts that it makes half of its livelihood carrying out advanced engineering for the world's motor industry, and, for the sake of its reputation, Lotus did not want to be seen offering a replica of a car from the 1960s.
Vancouver B.C. Car Info
vancouvercarinfo.com/
Wpg Auto Dealer
martes, 26 de enero de 2010
Variable Valve Timing
How do you want your cylinder filling: with or without inertia?
To take best advantage of the inertia in a fast-moving column of air flowing through an intake port, the intake valve(s) should be opened early, even before the piston has finished the exhaust stroke , and held open well after the piston reaches the bottom of the cylinder. Trouble is, in low-speed, part-throttle operation, timing that radical doesn't work. Airflow is inadequate to generate sufficient inertia , so a lot of fresh air is pumped back up the intake ports, reducing cylinder filling and disrupting flow in the whole intake tract.
Ideally, you'd like two completely different camshaft profiles - one for puttering around town and another for high speed blitzing -but how do you obtain that without changing cams?
Basically, changing cams is exactly what Honda does in its variable valve timing and lift electronic control system. Watch carefully. Directly above each valve in this four-valve-per-cylinder design is a cam lobe working through an individual rocker arm in conventional fashion. These are the "low speed" cam lobes, giving relatively modest lift and short duration. (The pairs are even timed a bit differently from one another to generate a swirl effect in the combustion chamber.)
But there's another, wider cam lobe and rocker between each valve pair. Here lives the wilder "high speed" timing, and it's brought into play by a computer actuated solenoid on the end of the cylinder head. When revs, throttle, and temperature dictate, oil pressure - via the rocker shafts - moves a split piston inside the rockers to lock the three arms together, thus transferring the center lobe's higher lift and longer duration to the valve stems. (A "lost-motion spring" keeps the center rocker from flailing about when it's not engaged.) The system provides a nice double hump in the torque curve and is already giving the new Japanese-market Integra a lusty 160 bhp from only 1.6 liters - with good flexibility. It will work similar wonders for the 3.0-liter NS-X V-6.
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Wpg Auto Dealer
To take best advantage of the inertia in a fast-moving column of air flowing through an intake port, the intake valve(s) should be opened early, even before the piston has finished the exhaust stroke , and held open well after the piston reaches the bottom of the cylinder. Trouble is, in low-speed, part-throttle operation, timing that radical doesn't work. Airflow is inadequate to generate sufficient inertia , so a lot of fresh air is pumped back up the intake ports, reducing cylinder filling and disrupting flow in the whole intake tract.
Ideally, you'd like two completely different camshaft profiles - one for puttering around town and another for high speed blitzing -but how do you obtain that without changing cams?
Basically, changing cams is exactly what Honda does in its variable valve timing and lift electronic control system. Watch carefully. Directly above each valve in this four-valve-per-cylinder design is a cam lobe working through an individual rocker arm in conventional fashion. These are the "low speed" cam lobes, giving relatively modest lift and short duration. (The pairs are even timed a bit differently from one another to generate a swirl effect in the combustion chamber.)
But there's another, wider cam lobe and rocker between each valve pair. Here lives the wilder "high speed" timing, and it's brought into play by a computer actuated solenoid on the end of the cylinder head. When revs, throttle, and temperature dictate, oil pressure - via the rocker shafts - moves a split piston inside the rockers to lock the three arms together, thus transferring the center lobe's higher lift and longer duration to the valve stems. (A "lost-motion spring" keeps the center rocker from flailing about when it's not engaged.) The system provides a nice double hump in the torque curve and is already giving the new Japanese-market Integra a lusty 160 bhp from only 1.6 liters - with good flexibility. It will work similar wonders for the 3.0-liter NS-X V-6.
Vancouver B.C. Car Info
vancouvercarinfo.com/
Wpg Auto Dealer
sábado, 23 de enero de 2010
It hums with almost the same equanimity you hear (or don't hear, actually) in a big Acura sedan. Roll on the power, and the exhaust bites with a hard-edged rasp. Gear-changes are light and smooth - as you'd predict.
Nothing in the NS-X 43/57 percent weight distribution (advantage:aft), its 98.4-inch wheelbase, or its double-wishbone suspension appears noteworthy on paper, but someone has done a serious job on this chassis. Around the challenging, always-turning 1.5-mile handling circuit at Honda's Tochigi proving ground, the NS-X quickly answers the big mid-engine question: No, it is not evil on trailing throttle, the tail does not try to pass you when you lift in a bend, and you need not always be on red alert to read the car and catch it before disaster strikes. Quite the contrary.
We are prepared to name the Acura NS-X the most cooperative and best handling mid-engined car we have ever driven. It can be coaxed, cajoled, pressed, tossed, or thrown into bends, and it simply eases up to the limit with great poise and clear communication. The Yokohama Advan tires start to howl, then howl louder, then begin to chudder as the rolling mode changes over to sliding. There is about the right amount of basic under-steer built in, but you can have that or a little over-steer depending on where you've put the weight with the throttle. Practically the only dynamic condition we identified as at all adrenaline-raising was entering the slower, tightening portion of a long, long multi-apex left curve at more than 100 mph when some braking and a fourth-to-third downshift had to happen while pulling some fair g's. There was the merest suggestion from the bodily gyros that the back end might hurtle on if we were too clumsy with the controls. But this tendency was dramatically less pronounced, and we were going considerably faster, than in the Ferrari 328GTB or Porsche 911 we drove around Tochigi for comparison. In fact, in almost any way you could mention, the Acura kicked the heritage out of both European sports cars. Granted, the 911 and the 328 are old designs about to be superseded (the Carrera 2 and the 348 can't come too soon), but they still represent the standards of this market, and anyway, their, successors, will be made very much in their images.
So there's no question that the Acura NS-X, Japan's most expensive car ever, will earn a rightful place among the world's upper-midrange sports cars. And it will set new standards for refinement and civility even in that heady company. European prestige marques must take this latest Japanese move very seriously. Or they may not be able to take it at all.
Vancouver B.C. Car Info
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Wpg Auto Dealer
Nothing in the NS-X 43/57 percent weight distribution (advantage:aft), its 98.4-inch wheelbase, or its double-wishbone suspension appears noteworthy on paper, but someone has done a serious job on this chassis. Around the challenging, always-turning 1.5-mile handling circuit at Honda's Tochigi proving ground, the NS-X quickly answers the big mid-engine question: No, it is not evil on trailing throttle, the tail does not try to pass you when you lift in a bend, and you need not always be on red alert to read the car and catch it before disaster strikes. Quite the contrary.
We are prepared to name the Acura NS-X the most cooperative and best handling mid-engined car we have ever driven. It can be coaxed, cajoled, pressed, tossed, or thrown into bends, and it simply eases up to the limit with great poise and clear communication. The Yokohama Advan tires start to howl, then howl louder, then begin to chudder as the rolling mode changes over to sliding. There is about the right amount of basic under-steer built in, but you can have that or a little over-steer depending on where you've put the weight with the throttle. Practically the only dynamic condition we identified as at all adrenaline-raising was entering the slower, tightening portion of a long, long multi-apex left curve at more than 100 mph when some braking and a fourth-to-third downshift had to happen while pulling some fair g's. There was the merest suggestion from the bodily gyros that the back end might hurtle on if we were too clumsy with the controls. But this tendency was dramatically less pronounced, and we were going considerably faster, than in the Ferrari 328GTB or Porsche 911 we drove around Tochigi for comparison. In fact, in almost any way you could mention, the Acura kicked the heritage out of both European sports cars. Granted, the 911 and the 328 are old designs about to be superseded (the Carrera 2 and the 348 can't come too soon), but they still represent the standards of this market, and anyway, their, successors, will be made very much in their images.
So there's no question that the Acura NS-X, Japan's most expensive car ever, will earn a rightful place among the world's upper-midrange sports cars. And it will set new standards for refinement and civility even in that heady company. European prestige marques must take this latest Japanese move very seriously. Or they may not be able to take it at all.
Vancouver B.C. Car Info
vancouvercarinfo.com/
Wpg Auto Dealer
martes, 19 de enero de 2010
Couple interior issues, saying "the driver's seat squeaks while passenger's rattles." And we're also wondering why Nissan to locate the passenger seat tilt release (to give access to rear seats) closer to the driver, meaning folks entering from "off" side have to reach across the seat to trip the mechanism. Lundant controls on either side would be a better solution.
Those really living with the Nissan, the trunk provides an amount of space for groceries, although the floor is shallow the opening is fairly narrow. Still, given where the Coupe it's perfectly acceptable.
Using 301.1 litres of premium fuel in the process, meaning we're averaging 12.0 L1100 km, higher than the 11.2 (city) 17.3 (high way) as rated by Transport Canada. We'll put that down to a combi nation of engine break-in, a heavily city-biased driving environment and our tester's addiction to torque. We're hoping to stretch its legs on a couple road trips to see if we can get the numbers back in line, especially since all these kilometres are accompanied by high fuel bills thanks to its preference for premium.
For now, we'll continue to appreciate the Altima Coupe's aesthetic appeal, and hope that with less bulky clothing.
Vancouver B.C. Car Info
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Wpg Auto Dealer
Those really living with the Nissan, the trunk provides an amount of space for groceries, although the floor is shallow the opening is fairly narrow. Still, given where the Coupe it's perfectly acceptable.
Using 301.1 litres of premium fuel in the process, meaning we're averaging 12.0 L1100 km, higher than the 11.2 (city) 17.3 (high way) as rated by Transport Canada. We'll put that down to a combi nation of engine break-in, a heavily city-biased driving environment and our tester's addiction to torque. We're hoping to stretch its legs on a couple road trips to see if we can get the numbers back in line, especially since all these kilometres are accompanied by high fuel bills thanks to its preference for premium.
For now, we'll continue to appreciate the Altima Coupe's aesthetic appeal, and hope that with less bulky clothing.
Vancouver B.C. Car Info
vancouvercarinfo.com/
Wpg Auto Dealer
viernes, 15 de enero de 2010
The Evolution is exactly that - the evolution of a car that has been improved by every piece of modern technology fitted to it and the Evo is magical. A colleague of mine and I were discussing how the company says the Evo seamlessly melds with the driver's brain - but it's the other way around, Matrix style: the driver melds with the car's computer brain.
So advanced and so beyond my computational abilities sits the S-AWC system, which poises the car just so in order to attack the next apex. You get the impression after a few clicks that the car's got the corner worked out. It knows how many g's you're doing, where the steering wheel is, and how it can best combat under steer on account of the off-camber surface.
It's saying: "Push the accelerator a little more to the floor, mate. I've got your back."
I'm under no illusions that I was doing any work on those canyon roads, or at the Streets of Willow Springs racetrack. I sat behind the wheel, like a good little boy, duly pushing the accelerator, brake and clutch pedals while steering where I wanted to go.
But by golly, it was fun. You could focus on improving your shifts, or analyzing the road surface, or glancing over at the desert scenery. If you're an 8/10ths driver like I am, it's like a load is lifted from your mind by not having to worry about traction in any situation.
The Evolution is exactly that - the evolution of a car that has been improved by every piece of modern technology fitted to it. It doesn't need high horsepower, bullet-like aerodynamics, or fat tires because its computer brain maximizes what's been fitted to the humble economy-car underpinnings.
As competitors go, is it as fast as an S4 or E46 M3? Of course. An STI? Nearly identical.
But for $42,000, even a university education can't buy you a brain as good as the Evo's.
Vancouver B.C. Car Info
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Wpg Auto Dealer
So advanced and so beyond my computational abilities sits the S-AWC system, which poises the car just so in order to attack the next apex. You get the impression after a few clicks that the car's got the corner worked out. It knows how many g's you're doing, where the steering wheel is, and how it can best combat under steer on account of the off-camber surface.
It's saying: "Push the accelerator a little more to the floor, mate. I've got your back."
I'm under no illusions that I was doing any work on those canyon roads, or at the Streets of Willow Springs racetrack. I sat behind the wheel, like a good little boy, duly pushing the accelerator, brake and clutch pedals while steering where I wanted to go.
But by golly, it was fun. You could focus on improving your shifts, or analyzing the road surface, or glancing over at the desert scenery. If you're an 8/10ths driver like I am, it's like a load is lifted from your mind by not having to worry about traction in any situation.
The Evolution is exactly that - the evolution of a car that has been improved by every piece of modern technology fitted to it. It doesn't need high horsepower, bullet-like aerodynamics, or fat tires because its computer brain maximizes what's been fitted to the humble economy-car underpinnings.
As competitors go, is it as fast as an S4 or E46 M3? Of course. An STI? Nearly identical.
But for $42,000, even a university education can't buy you a brain as good as the Evo's.
Vancouver B.C. Car Info
vancouvercarinfo.com/
Wpg Auto Dealer
sábado, 9 de enero de 2010
The 2010 Mustang's Latest Redesign
If there's one constant in life it is change. As much as you might like that favorite sandwich at the corner deli, there will come a day when you walk in and sit at your usual spot, and when you go to order you'll get "I'm sorry, we took that off the menu last week." Sound familiar? Naturally, some people embrace change and others fear it. The same can be said about Mustang owners. Some love a certain generation and think Ford can never make a better car, while others look forward to what Ford does with each new redesign.
We'll be the first to admit that some years hold a great place in our hearts and others we look at and think, What was Ford thinking? By now you've most likely seen some online images and comments on the new 2010 Mustang. We've read them all as well. Some people think Ford went too far with the whole retro thing and others think Ford didn't do enough to the new car.
The original S197, when it arrived in 2005, was a hit straight out of the park and deep into the parking lot. The 2010 is more than a reskin. The new car has so much more technology and quality and fit and finish to it that it feels like a completely new car to us. The jump from the '05-'09 to the 2010 is akin to the '94-'98 to the '99-'04 changes. It's essentially the same car, but the progression of improvements is what makes the car ride, handle, and feel so much better.
This past December Ford invited Mustang scribes like us to California to get to know the new Mustang on several levels: From the basic walk around and technology pony show, to a day trip through the tight, winding roads of the Los Padres National Forest ending in a second day of on-track testing at Streets of Willow at Willow Springs Raceway. We've gone over every inch of the car, driven it in heavy California traffic as well as at speed, enjoyed every minute of the car's great new interior, learning about it's improved performance and handling capabilities (and the limits of our own driving), all so we could share out thoughts here in this first look. Is the 2010 Mustang all it's been hyped up to be? Keep reading to see what we found.
A Fresh Face
Upon first blush it would seem that Ford's stylists did a little tweak here and a pinch there to the Mustang's sheetmetal. In reality, the 2010 Mustang has a completely new skin. Every panel is new, designed with the Mustang's heritage in mind, except for the roof panel. The roof is the same as the current car, mainly to allow the '09 glass roof option to be available at Job 1 for the 2010. More muscle was given to the 2010 design by Chief Designer Doug Gaffka and Design Manager George Saridakis by referencing classic Mustang design.
Vancouver B.C. Car Info
vancouvercarinfo.com/
Wpg Auto Dealer
We'll be the first to admit that some years hold a great place in our hearts and others we look at and think, What was Ford thinking? By now you've most likely seen some online images and comments on the new 2010 Mustang. We've read them all as well. Some people think Ford went too far with the whole retro thing and others think Ford didn't do enough to the new car.
The original S197, when it arrived in 2005, was a hit straight out of the park and deep into the parking lot. The 2010 is more than a reskin. The new car has so much more technology and quality and fit and finish to it that it feels like a completely new car to us. The jump from the '05-'09 to the 2010 is akin to the '94-'98 to the '99-'04 changes. It's essentially the same car, but the progression of improvements is what makes the car ride, handle, and feel so much better.
This past December Ford invited Mustang scribes like us to California to get to know the new Mustang on several levels: From the basic walk around and technology pony show, to a day trip through the tight, winding roads of the Los Padres National Forest ending in a second day of on-track testing at Streets of Willow at Willow Springs Raceway. We've gone over every inch of the car, driven it in heavy California traffic as well as at speed, enjoyed every minute of the car's great new interior, learning about it's improved performance and handling capabilities (and the limits of our own driving), all so we could share out thoughts here in this first look. Is the 2010 Mustang all it's been hyped up to be? Keep reading to see what we found.
A Fresh Face
Upon first blush it would seem that Ford's stylists did a little tweak here and a pinch there to the Mustang's sheetmetal. In reality, the 2010 Mustang has a completely new skin. Every panel is new, designed with the Mustang's heritage in mind, except for the roof panel. The roof is the same as the current car, mainly to allow the '09 glass roof option to be available at Job 1 for the 2010. More muscle was given to the 2010 design by Chief Designer Doug Gaffka and Design Manager George Saridakis by referencing classic Mustang design.
Vancouver B.C. Car Info
vancouvercarinfo.com/
Wpg Auto Dealer
miércoles, 6 de enero de 2010
Mustangs New Design
Mustang fans will certainly see styling cues from several different Mustang model years: From the '69-'70 upper quarter styling to the sharper '67-'68 fender lines and hockey stick body side styling, to the new grille and headlamps. Even the Pony emblem got a redesign for 2010, with a leaner-looking horse in a dark chrome finish. "Everything we tried to do with this car's new exterior design is represented in the new Pony," said Gaffka. "It tells the whole story. It's athletic, aggressive and modern."
Up front, the new headlights feature inboard turn signals, moved up from the corners of the fascia. GT models feature dark chrome trim around the lights, whereas the base model V-6 has a traditional chrome appearance. The leading edge of the hood still hangs over the grille, but not nearly as much as the earlier S197 models, and we noticed a lot less hood flutter as a result (actually, it was none existent, in our test driving). The GT still utilizes grille -mounted foglamps, which look much more proportioned to the headlamps now. The V-6 Pony Package cars will get their foglamps in the lower fascia, like previous generation Cobras and the Gt-500 ). The front of the new Mustang is lower and appears wider (due to the splitter), leading into sharply sculpted wheel arches pushing out of the fenders.The front splitter not only adds to the car's muscular overtone, but also aids in stability and fuel economy. Finally, the new hood features a domed power bulge that aggressive looking and quit sharp, but is not so cumbersome that we noticed it from the drivers seat. Moving down the flanks, 2010 utilizes the same door glass, but the door structure is modified from the S197 with the new outer skin and some minor changes inside facilitate the sexy new door panels (more on the interior a bit later ). The side mirrors are all new (Yes, finally!) and while they still have great visibility, engineers spent many hours in the wind tunnel making the mirror's profile more subdued while making it quieter at speed as well. Best of all, the main mirror body is now painted body color from the factory (sorry Mr. Aftermarket).
Out back, the rear-wheel arches carry the same muscular tone from the front of the car. The rear of the Mustang has a wraparound feel to it now with chamfered corners and a tapered rear fascia, all in the name of making the Mustang look more compact. The new two-piece fear fascia, body-colored upper half and black lower, enhance the Mustang's width and stance by reducing the car's overall height visually. The Mustang's decklid spoiler has had its pedestals simplified, while the trunk lid loses the age-old trunk lock keyhole and the antenna finds its way to the right rear quarter-panel (though we'd much rather see it gone altogether in favor of an in-glass antenna).
Probably the most exciting part of the new Mustang's hind quarters has to be the full LED tail lamps. The new tail lamps possess the must-have tri-bar element design, each red chamber individually lit by a Luxion LED and separated by two vertical backup lamp segments to ensure the tri-bar design is recognized day or night. Unlike previous tri-bar designs, the 2010 Mustang utilizes all three chambers for brake light illumination, and the turn signal activation is sequential from the factory (once again, sorry, Mr. Aftermarket).
Meat and Potatoes
It's not just another pretty face for the Mustang - not at all. While the main drive line hardware remains unchanged in 2010 (4.6L Three-Valve in the GT and 4.0L SOHC V-6 in the base), the Mustang power-train engineers did see fit to up the ante a bit on the GT with a new cold-air induction system that breathes through the main frontal area behind the left headlamp and not the inner fender. The true ram-air box is exclusive to the Mustang and extensive tuning and sealing of the box was done to make it all work. The cold-air system actually outflows the '08 Bullitt cold-air system, thanks to some engineering help from the boys in red over at Ford Racing Performance Parts. Along with the cold-air system, some ECM calibration tweaks.
Vancouver B.C. Car Info
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Wpg Auto Dealer
Up front, the new headlights feature inboard turn signals, moved up from the corners of the fascia. GT models feature dark chrome trim around the lights, whereas the base model V-6 has a traditional chrome appearance. The leading edge of the hood still hangs over the grille, but not nearly as much as the earlier S197 models, and we noticed a lot less hood flutter as a result (actually, it was none existent, in our test driving). The GT still utilizes grille -mounted foglamps, which look much more proportioned to the headlamps now. The V-6 Pony Package cars will get their foglamps in the lower fascia, like previous generation Cobras and the Gt-500 ). The front of the new Mustang is lower and appears wider (due to the splitter), leading into sharply sculpted wheel arches pushing out of the fenders.The front splitter not only adds to the car's muscular overtone, but also aids in stability and fuel economy. Finally, the new hood features a domed power bulge that aggressive looking and quit sharp, but is not so cumbersome that we noticed it from the drivers seat. Moving down the flanks, 2010 utilizes the same door glass, but the door structure is modified from the S197 with the new outer skin and some minor changes inside facilitate the sexy new door panels (more on the interior a bit later ). The side mirrors are all new (Yes, finally!) and while they still have great visibility, engineers spent many hours in the wind tunnel making the mirror's profile more subdued while making it quieter at speed as well. Best of all, the main mirror body is now painted body color from the factory (sorry Mr. Aftermarket).
Out back, the rear-wheel arches carry the same muscular tone from the front of the car. The rear of the Mustang has a wraparound feel to it now with chamfered corners and a tapered rear fascia, all in the name of making the Mustang look more compact. The new two-piece fear fascia, body-colored upper half and black lower, enhance the Mustang's width and stance by reducing the car's overall height visually. The Mustang's decklid spoiler has had its pedestals simplified, while the trunk lid loses the age-old trunk lock keyhole and the antenna finds its way to the right rear quarter-panel (though we'd much rather see it gone altogether in favor of an in-glass antenna).
Probably the most exciting part of the new Mustang's hind quarters has to be the full LED tail lamps. The new tail lamps possess the must-have tri-bar element design, each red chamber individually lit by a Luxion LED and separated by two vertical backup lamp segments to ensure the tri-bar design is recognized day or night. Unlike previous tri-bar designs, the 2010 Mustang utilizes all three chambers for brake light illumination, and the turn signal activation is sequential from the factory (once again, sorry, Mr. Aftermarket).
Meat and Potatoes
It's not just another pretty face for the Mustang - not at all. While the main drive line hardware remains unchanged in 2010 (4.6L Three-Valve in the GT and 4.0L SOHC V-6 in the base), the Mustang power-train engineers did see fit to up the ante a bit on the GT with a new cold-air induction system that breathes through the main frontal area behind the left headlamp and not the inner fender. The true ram-air box is exclusive to the Mustang and extensive tuning and sealing of the box was done to make it all work. The cold-air system actually outflows the '08 Bullitt cold-air system, thanks to some engineering help from the boys in red over at Ford Racing Performance Parts. Along with the cold-air system, some ECM calibration tweaks.
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Wpg Auto Dealer
viernes, 1 de enero de 2010
A new adaptive strategy system that allows the computer to tailor performance to the octane of the fuel used, give the Three-Valve 15 more horsepower (315 hp and 325 lb-ft of torque). The redline has been raised 250 rpm to 6,500 rpm to better use the new power found underhood.
The Bullitt program, as well as Ford Racing's foray into the Miller Cup FR500S Mustangs, lent its expertise to the new 2010s with further powertrain improvements such as larger exhaust tips (3-inch on the V-6 and 3 1/2-inch on the V-8), a short-throw performance shifter (topped with a polished aluminum shift knob on Premium models), and induction and exhaust sound tuning. We have to admit the exhaust does sound good, even for Ford having to stay within drive-by sound limits and manufacturing hurdles. The 2010 is so much quieter now with all of its newly added insulation and wind tunnel that Ford saw fit to add an induction noise transfer system to the engine. It's essentially a small hose and diaphragm affair that pipes the engine's induction noise into the cabin. Hokey? Maybe, but it does give the casual owner the sound he or she paid for. On the other hand, we see this as another Fox Mustang air silencer type of part that'll get yanked off by the true performance owner in the first week of ownership or as soon as the twin-screw gets installed.
Ford kept its five-speed automatic and five-speed manual setups the same into the 2010 model, but we're willing to bet there will be six-speed autos on the horizon (along with rumored new powertrains in 2011 or 2012). We'll just have to wait and see if our hunches are correct. Ford also saw fit to install its industry-leading capless fuel system, which debuted on the Ford GT supercar and is slowly making its way across the entire Ford product line.
Better Handling, Too
While more power is nice, you need a chassis and suspension that can handle it. To that end, Ford's engineers started with the enhanced Bullitt chassis as the basis for the new Mustang GT. "We adjusted the springs, stabilizer bars, and shocks to better balance the ride, steering, and handling for all models, which results in a more engaging driving experience," said Vehicle Engineering Manager Tom Barnes. "The 2010 Mustangs feel more controlled for steering and handling, yet retain a good ride balance."
For the first time Ford has included its AdvanceTrac stability control package in the Mustang. The AdvanceTrac system works with the antilock brake and traction control systems to keep the Mustang on the road in the most adverse situations by constantly examining steering rate, vehicle yaw, road speed and more. But don't worry-you can still turn it off for those nice smoky burnouts (as we did in our Red Candy Metallic Track Pack GT) and the GT package offers a Sport mode to make you look like a hero on those track days.
The Mustang's wheel and tire packages are extensive for the 2010 with no less than seven offerings. The base wheel is upsized to a 17-inch wheel and the GT wheel is now an 18-inch, while all wheel offerings now ride on Pirelli tires. P-Zero Nero all-season tires are used for most packages, with a 19-inch Pirelli dry traction summer tire available later on in the year. 19-inch wheel packages also get a strut lower brace, as the 19-inch wheel puts that much more cornering force through the chassis. "You're getting the best-handling, best-balanced Mustang ever as the base GT," said Chief Nameplate Engineer Paul Randle.
Performance options include a 3.73 axle package that includes the aforementioned gears, recalibrated AdvanceTrac, and performance front brake pads (from the Bullitt).
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The Bullitt program, as well as Ford Racing's foray into the Miller Cup FR500S Mustangs, lent its expertise to the new 2010s with further powertrain improvements such as larger exhaust tips (3-inch on the V-6 and 3 1/2-inch on the V-8), a short-throw performance shifter (topped with a polished aluminum shift knob on Premium models), and induction and exhaust sound tuning. We have to admit the exhaust does sound good, even for Ford having to stay within drive-by sound limits and manufacturing hurdles. The 2010 is so much quieter now with all of its newly added insulation and wind tunnel that Ford saw fit to add an induction noise transfer system to the engine. It's essentially a small hose and diaphragm affair that pipes the engine's induction noise into the cabin. Hokey? Maybe, but it does give the casual owner the sound he or she paid for. On the other hand, we see this as another Fox Mustang air silencer type of part that'll get yanked off by the true performance owner in the first week of ownership or as soon as the twin-screw gets installed.
Ford kept its five-speed automatic and five-speed manual setups the same into the 2010 model, but we're willing to bet there will be six-speed autos on the horizon (along with rumored new powertrains in 2011 or 2012). We'll just have to wait and see if our hunches are correct. Ford also saw fit to install its industry-leading capless fuel system, which debuted on the Ford GT supercar and is slowly making its way across the entire Ford product line.
Better Handling, Too
While more power is nice, you need a chassis and suspension that can handle it. To that end, Ford's engineers started with the enhanced Bullitt chassis as the basis for the new Mustang GT. "We adjusted the springs, stabilizer bars, and shocks to better balance the ride, steering, and handling for all models, which results in a more engaging driving experience," said Vehicle Engineering Manager Tom Barnes. "The 2010 Mustangs feel more controlled for steering and handling, yet retain a good ride balance."
For the first time Ford has included its AdvanceTrac stability control package in the Mustang. The AdvanceTrac system works with the antilock brake and traction control systems to keep the Mustang on the road in the most adverse situations by constantly examining steering rate, vehicle yaw, road speed and more. But don't worry-you can still turn it off for those nice smoky burnouts (as we did in our Red Candy Metallic Track Pack GT) and the GT package offers a Sport mode to make you look like a hero on those track days.
The Mustang's wheel and tire packages are extensive for the 2010 with no less than seven offerings. The base wheel is upsized to a 17-inch wheel and the GT wheel is now an 18-inch, while all wheel offerings now ride on Pirelli tires. P-Zero Nero all-season tires are used for most packages, with a 19-inch Pirelli dry traction summer tire available later on in the year. 19-inch wheel packages also get a strut lower brace, as the 19-inch wheel puts that much more cornering force through the chassis. "You're getting the best-handling, best-balanced Mustang ever as the base GT," said Chief Nameplate Engineer Paul Randle.
Performance options include a 3.73 axle package that includes the aforementioned gears, recalibrated AdvanceTrac, and performance front brake pads (from the Bullitt).
Vancouver B.C. Car Info
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Wpg Auto Dealer
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
$20K-$45K
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
PROS:
Great new styling
Upscale interior
Plenty of options
Best handling Mustang GT yet
CONS:
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
vancouvercarinfo.com/
Wpg Auto Dealer
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
$20K-$45K
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
PROS:
Great new styling
Upscale interior
Plenty of options
Best handling Mustang GT yet
CONS:
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
vancouvercarinfo.com/
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.
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Wpg Auto Dealer
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
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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.
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Wpg Auto Dealer
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
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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.
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Wpg Auto Dealer
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.
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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.
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Wpg Auto Dealer
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
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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
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Wpg Auto Dealer
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
vancouvercarinfo.com/
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
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Wpg 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
vancouvercarinfo.com/
Wpg Auto Dealer
sábado, 28 de noviembre de 2009
More About 2009 Infiniti G37 Coupe
Two-part-bed-plate construction which is more rigid than a single piece casting for reduced vibration levels. It also permits sustained use at higher revs: the V6 is red-lined at 7,500rpm.
By continually altering valve lift and therefore the quantity of air in the combustion chamber it provides a more powerful combustion phase to increase torque and power. Best of all, as the valves control the intake rather than a conventional butterfly, response to throttle inputs is immediate. WEL improves fuel economy and lowers emissions compared to standard valve lift systems.
In keeping with the performance profile of the Coupe, infiniti engineers have developed a special aural soundtrack for the car. Equal length tubular exhaust manifolds and a symmetrical exhaust and silencer system have allowed the engineers to create a linear sound with a good balance between low and high frequency notes.
Infiniti G37 Coupe uses the second-generation version of Infiniti's FM platform. The 'front midship' engine location sees the compact V6 mounted in the front of the car, but as low and as far back as possible, with most of the block behind the front axle line. The result lowers the centre of gravity and helps to deliver the optimum front to rear weight distribution.
The fully independent suspension uses lightweight aluminum components to reduce weight as much as possible. A double wishbone set up at the front and a subframe-mounted multi-link arrangement at the rear allied to an extremely rigid body shell, gives the Infiniti G37 Coupe agile handling perfectly in keeping with its performance potential.
Standard features include the intelligent I-key with smart access and push button starter, a six-disc, seven speaker audio system with an RCA AUX-in jack socket for MP3 players. Bluetooth phone connectivity and cruise control with speed limiter can all be operated via switches on the leather-trimmed multi-function steering wheel.
Other standard features include power seats, aluminum pedals and footrest, auto-dimming rear view mirror, front and rear parking sensors, automatic lights and wipers, 18-inch alloy wheels, six airbags and integrated fog lamps. For the perfect driving position, the binnacle is attached not to the dashboard but to the steering column itself, and moves with the wheel when the latter is adjusted for reach and rake.
The G37 GT version adds extra comfort with leather upholstery, a 10-way power driver's seat with lumbar support and memory and an 8-way powered passenger front seat. Heated front seats are also standard and the I-key incorporates memory positions for driver's seat, steering wheel column and door mirrors.
High levels of passive safety were a priority at the design stage. As a result, the Infiniti G37 Coupe has a full complement of six airbags, with dual-stage front airbags, seat belt sensors and passenger seat occupancy sensor. The front seats incorporate hip and thorax bags, while there are front-to-rear curtain airbags for protection in a side impact.
Testing every Infiniti in the harshest of conditions ensures the durability and peace of mind that buyers can expect from the products.
Vancouver B.C. Car Info
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Wpg Auto Dealer
By continually altering valve lift and therefore the quantity of air in the combustion chamber it provides a more powerful combustion phase to increase torque and power. Best of all, as the valves control the intake rather than a conventional butterfly, response to throttle inputs is immediate. WEL improves fuel economy and lowers emissions compared to standard valve lift systems.
In keeping with the performance profile of the Coupe, infiniti engineers have developed a special aural soundtrack for the car. Equal length tubular exhaust manifolds and a symmetrical exhaust and silencer system have allowed the engineers to create a linear sound with a good balance between low and high frequency notes.
Infiniti G37 Coupe uses the second-generation version of Infiniti's FM platform. The 'front midship' engine location sees the compact V6 mounted in the front of the car, but as low and as far back as possible, with most of the block behind the front axle line. The result lowers the centre of gravity and helps to deliver the optimum front to rear weight distribution.
The fully independent suspension uses lightweight aluminum components to reduce weight as much as possible. A double wishbone set up at the front and a subframe-mounted multi-link arrangement at the rear allied to an extremely rigid body shell, gives the Infiniti G37 Coupe agile handling perfectly in keeping with its performance potential.
Standard features include the intelligent I-key with smart access and push button starter, a six-disc, seven speaker audio system with an RCA AUX-in jack socket for MP3 players. Bluetooth phone connectivity and cruise control with speed limiter can all be operated via switches on the leather-trimmed multi-function steering wheel.
Other standard features include power seats, aluminum pedals and footrest, auto-dimming rear view mirror, front and rear parking sensors, automatic lights and wipers, 18-inch alloy wheels, six airbags and integrated fog lamps. For the perfect driving position, the binnacle is attached not to the dashboard but to the steering column itself, and moves with the wheel when the latter is adjusted for reach and rake.
The G37 GT version adds extra comfort with leather upholstery, a 10-way power driver's seat with lumbar support and memory and an 8-way powered passenger front seat. Heated front seats are also standard and the I-key incorporates memory positions for driver's seat, steering wheel column and door mirrors.
High levels of passive safety were a priority at the design stage. As a result, the Infiniti G37 Coupe has a full complement of six airbags, with dual-stage front airbags, seat belt sensors and passenger seat occupancy sensor. The front seats incorporate hip and thorax bags, while there are front-to-rear curtain airbags for protection in a side impact.
Testing every Infiniti in the harshest of conditions ensures the durability and peace of mind that buyers can expect from the products.
Vancouver B.C. Car Info
vancouvercarinfo.com/
Wpg Auto Dealer
miércoles, 25 de noviembre de 2009
Dramatic performance in a thoroughly seductive shape
From Netcarshow.com.
The Infiniti G37 Coupe offers dramatic performance in a thoroughly seductive shape. Although sharing a great deal of hardware with the Infiniti G37 Sedan, the Coupe is designed to appeal to different buyer.
There are three versions of the Infiniti G37 Coupe on offer - the well equipped G37 Coupe, the more luxurious GT version with leather upholstery, and the sport oriented S version with 4-Wheel Active Steer system, a Viscous Limited Slip Differential (VLSD) and sports suspension settings among other changes.
A long bonnet, short overhangs and dramatically raked roof line give the Infiniti G37 Coupe a silhouette that sets it apart from rival products based more heavily on their saloon counterparts.
Designed as a modern sports car without compromise, the Infiniti G37 Coupe has elegant and sophisticated proportions allied to an expressive, curving shoulder-line to give a feeling of movement even when stationary. The shorter and lower roofline also helps accentuate the Coupe's low centre of gravity and gives a clear indication that this is essentially a rear-wheel-drive car.
Vancouver B.C. Car Info
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Wpg Auto Dealer
From Netcarshow.com.
The Infiniti G37 Coupe offers dramatic performance in a thoroughly seductive shape. Although sharing a great deal of hardware with the Infiniti G37 Sedan, the Coupe is designed to appeal to different buyer.
There are three versions of the Infiniti G37 Coupe on offer - the well equipped G37 Coupe, the more luxurious GT version with leather upholstery, and the sport oriented S version with 4-Wheel Active Steer system, a Viscous Limited Slip Differential (VLSD) and sports suspension settings among other changes.
A long bonnet, short overhangs and dramatically raked roof line give the Infiniti G37 Coupe a silhouette that sets it apart from rival products based more heavily on their saloon counterparts.
Designed as a modern sports car without compromise, the Infiniti G37 Coupe has elegant and sophisticated proportions allied to an expressive, curving shoulder-line to give a feeling of movement even when stationary. The shorter and lower roofline also helps accentuate the Coupe's low centre of gravity and gives a clear indication that this is essentially a rear-wheel-drive car.
Vancouver B.C. Car Info
vancouvercarinfo.com/
Wpg Auto Dealer
domingo, 22 de noviembre de 2009
Type of vehicle: All-wheel-drive compact SUV
Engine: 3.5L DOHC V6
Power: 268 h.p. 6,800 r.p.m.; 258 ft-lbs. of torque 2,400 r.p.m.
Transmission: Seven-speed manumatic
Brakes: Four-wheel disc with ABS
Tires: P235/50R19
Price: base/as tested: $41,800/$51,800
Destination charge: $1,995
Transport Canada fuel economy L/100 km: 13.3 city, 9.6 hwy.
Standard features: Power door locks, windows and mirrors, Thermatic dual-zone climate control air conditioning with micron air filter, AM/FM/CD/MP3 player with in-dash CD player, steering wheel mounted audio controls, DVD navigation system, cruise control, power glass sunroof, information display, tilt and telescopic steering wheel, leather seats, 10-way power front seats, heated front seats, split-folding rear seats, auto headlights, dual front air bags, side curtain air bags, side air bags, crash-responsive Neck-Pro front head restraints, First Aid kit, Tire Pressure Loss Warning system.
Vancouver B.C. Car Info
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Wpg Auto Dealer
Engine: 3.5L DOHC V6
Power: 268 h.p. 6,800 r.p.m.; 258 ft-lbs. of torque 2,400 r.p.m.
Transmission: Seven-speed manumatic
Brakes: Four-wheel disc with ABS
Tires: P235/50R19
Price: base/as tested: $41,800/$51,800
Destination charge: $1,995
Transport Canada fuel economy L/100 km: 13.3 city, 9.6 hwy.
Standard features: Power door locks, windows and mirrors, Thermatic dual-zone climate control air conditioning with micron air filter, AM/FM/CD/MP3 player with in-dash CD player, steering wheel mounted audio controls, DVD navigation system, cruise control, power glass sunroof, information display, tilt and telescopic steering wheel, leather seats, 10-way power front seats, heated front seats, split-folding rear seats, auto headlights, dual front air bags, side curtain air bags, side air bags, crash-responsive Neck-Pro front head restraints, First Aid kit, Tire Pressure Loss Warning system.
Vancouver B.C. Car Info
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Wpg Auto Dealer
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