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
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Wpg Auto Dealer
sábado, 9 de enero de 2010
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.
Vancouver B.C. Car Info
vancouvercarinfo.com/
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).
Vancouver B.C. Car Info
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Wpg Auto Dealer
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
vancouvercarinfo.com/
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.
Vancouver B.C. Car Info
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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
vancouvercarinfo.com/
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
vancouvercarinfo.com/
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
vancouvercarinfo.com/
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
vancouvercarinfo.com/
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.
Vancouver B.C. Car Info
vancouvercarinfo.com/
Wpg Auto Dealer
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