Press Release
FOR IMMEDIATE RELEASE
Colorado River Ford Lincoln Mercury Of Kingman Receives 2008 Best of Kingman Award
U.S. Local Business Association’s Award Plaque Honors the Achievement
WASHINGTON D.C., October 24, 2008 -- Colorado River Ford Lincoln Mercury Of Kingman has been selected for the 2008 Best of Kingman Award in the Auto Repair category by the U.S. Local Business Association (USLBA).
The USLBA "Best of Local Business" Award Program recognizes outstanding local businesses throughout the country. Each year, the USLBA identifies companies that they believe have achieved exceptional marketing success in their local community and business category. These are local companies that enhance the positive image of small business through service to their customers and community.
Various sources of information were gathered and analyzed to choose the winners in each category. The 2008 USLBA Award Program focused on quality, not quantity. Winners are determined based on the information gathered both internally by the USLBA and data provided by third parties.
About U.S. Local Business Association (USLBA)
U.S. Local Business Association (USLBA) is a Washington D.C. based organization funded by local businesses operating in towns, large and small, across America. The purpose of USLBA is to promote local business through public relations, marketing and advertising.
The USLBA was established to recognize the best of local businesses in their community. Our organization works exclusively with local business owners, trade groups, professional associations, chambers of commerce and other business advertising and marketing groups. Our mission is to be an advocate for small and medium size businesses and business entrepreneurs across America.
SOURCE: U.S. Local Business Association
CONTACT:
U.S. Local Business Association
Email: PublicRelations@USLBA.net
URL: http://www.USLBA.net
###
Friday, October 24, 2008
Wednesday, October 22, 2008
2009 Ford F-150 Pickup Truck
First Drive: 2009 Ford F-150 Pickup Truck
Monday October 20, 2008
I headed north last week to spend a couple of days driving the new F-150 at Ford's Michigan Proving Ground, not too far from Detroit. Ford set up four varied courses, and each was designed to test different systems and components. And it wasn't all F-150's -- Tundra trucks, Silverados and Rams were put into the mix for one-on-one comparisons. Ford designed the routes, so it won't be a surprise to hear that the F-150 did well in every category, but the tests were fair, and a few of the other trucks had issues that surprised me.
My first drive in the newly designed F-150 truck took place during a couple of days at Ford's Michigan Proving Ground, a test facility with over 100 miles of road spread out on about 3,880 acres.
Ford set up four different tracks to test the F-150's capabilities, and brought in 2009 Silverado, Tundra and Ram trucks for drive comparisons.
A few of the test courses simulate exaggerated conditions that probably do not represent roads you'll encounter every day.
Tests with a 700 Pound Load
The load course was set up with orange cones that took drivers through curves, straightaways, a short slalum and a quick lane-change maneuver -- all designed to let us experience what it might be like to handle a loaded truck in a panic situation.
The F-150 handled the course better than the other brands, with minimal body roll and less push in the corners. Don't get me wrong, you could make it push by driving at higher speeds, but the object was to compare all of the trucks under similar conditions, and the F-150 excelled.
The Ram displayed a lot of body roll during the drive, and on quick direction changes it felt loose and unstable. It took excessive steering corrections to maneuver the truck, taking away any confidence I had of of being in control.
Body roll was an issue with the Tundra, too, but the Silverado performed well in that department.
The Tundra and Silverado both had a tendency to slide on faster tight turns. Excessive slide wasn't an issue with the Ram.
All of the trucks were available with each model's standard tires and with optional (18" or 20") tires -- they all performed better when equipped with the tire upgrade.
Suspension and Vibration
A section of road with large, rock-like bumps of various heights gave suspension systems a workout. A washboard segment (similar to the strips you hit if you wander off the pavement of some roads) revealed vibrations (and how those vibrations affect noise levels).
Remember that when vibrations are strong enough to pass into the cab cause squeaks and rattles and will eventually create fatigue in bushings and frame joints.
· The F-150 truck crossed the bumps with a good bit of bounce and shake, but stayed straight on the road. The washboard area created rattles in the dash and other components, but the noise wasn't excessive.
· The Silverado stayed straight over the bumps, but with harsh jarring. The cab was noisy and a rear door rattled. Cab noise increased during the washboard test, and was accompanied by a great deal of dash vibration.
· The Dodge Ram's rear end bounced and moved sideways. The washboard track produced minimal noise and interior vibrations.
· The Tundra traveled in a straight path, but was the only vehicle that transmitted bounce through the steering and the rear of the truck. The washboard drive produced a lot of vibration and noise inside the truck, and the hood shook.
Frame Differences
· The Ram and Tundra frames are C-shaped, (when viewed from the rear) a setup that allows more flex.
· The F-150 and Silverado have rigid frames that are fully boxed to the rear of the truck.
A suspension system works best when the frame is rigid enough to hold the components in place. The Ram and Tundra's frame-flex kept their suspension systems from compressing to absorb the bumps. Driving behind them on the track, I watched both trucks bounce off the road, their beds and rear frames shaking violently.
Ford designed the F-150 with a stiff frame to provide support, but its suspension is flexible enough to absorb most bumps, even when the truck isn't carrying cargo to help hold down its rear end.
Towing Abilities
For this test, the trucks were hooked to trailers that weighed 7,000 pounds (the Ram's limit is 7,300 pounds). Curves and uphill/downhill grades provided a good feel for each truck's power, handling and transmission performance.
The F-150's tow-package comes with a built-in trailer brake control (integrated into the truck's stability control system), 7-pin trailer wiring plug, transmission tow mode, a rear vision camera and tow mirrors.
Going uphill, the F-150's 6-speed transmission and tow-mode setting let the truck pull the trailer up a long grade without excessive gear shifts. The 4.6L engine had more than enough power to handle the trailer.
On a downhill grade, lightly applying the brake downshifted the transmission, slowing the truck without excessive brake use. Below about 2,800 rpm, another touch of the brakes shifted it down one more gear.
The F-150's stability control system kept the trailer from pushing the truck when it entered a curve.
This demo was definitely designed to showcase the F-150's towing abilities. The Tundra and Silverado performed well, but the wide spacing of the gear ratios in the Ram's 5-speed automatic hurt its chances of competing with the other trucks. The Silverado had a 4-speed automatic -- a 6-speed would have been better matched to the group.
Off-Road Driving
Ford trucks were alone on the off-road track; all were equipped with shift-on-the-fly 4WD HI range.
· In LO range (a lower gear ratio than most 4WD trucks), shift the transmission into first gear and you enter what Ford calls a crawl speed, where the truck uses the engine and gearing to hold itself back in a similar way as hill descent on other vehicles (but without using the anti-lock brake system).
· Pull out on the transfer cases shift knob to electronically lock the rear differential (can be done while moving).
· A button on the dash turns off traction control; hold the button down to turn off the stability control system for more versatility off-road (it turns itself back on if you exceed 35mph).
I had a chance to test all of the systems -- they worked flawlessly. I got stuck in a mud pit at one point, but that was my fault, not the truck's.
Bottom Line
I always try to look carefully at comparison set-ups, to determine if they are weighted towards a particular brand. And while Ford wanted its trucks to excel, the tests in Michigan seemed pretty level, with (mostly) evenly matched equipment.
The F-150's enhanced abilities are a good indication that Ford is intent on keeping its best selling truck ranking.
http://trucks.about.com/od/2007fordtrucks/a/2009_ford_f50.htm?nl=1
Monday October 20, 2008
I headed north last week to spend a couple of days driving the new F-150 at Ford's Michigan Proving Ground, not too far from Detroit. Ford set up four varied courses, and each was designed to test different systems and components. And it wasn't all F-150's -- Tundra trucks, Silverados and Rams were put into the mix for one-on-one comparisons. Ford designed the routes, so it won't be a surprise to hear that the F-150 did well in every category, but the tests were fair, and a few of the other trucks had issues that surprised me.
My first drive in the newly designed F-150 truck took place during a couple of days at Ford's Michigan Proving Ground, a test facility with over 100 miles of road spread out on about 3,880 acres.
Ford set up four different tracks to test the F-150's capabilities, and brought in 2009 Silverado, Tundra and Ram trucks for drive comparisons.
A few of the test courses simulate exaggerated conditions that probably do not represent roads you'll encounter every day.
Tests with a 700 Pound Load
The load course was set up with orange cones that took drivers through curves, straightaways, a short slalum and a quick lane-change maneuver -- all designed to let us experience what it might be like to handle a loaded truck in a panic situation.
The F-150 handled the course better than the other brands, with minimal body roll and less push in the corners. Don't get me wrong, you could make it push by driving at higher speeds, but the object was to compare all of the trucks under similar conditions, and the F-150 excelled.
The Ram displayed a lot of body roll during the drive, and on quick direction changes it felt loose and unstable. It took excessive steering corrections to maneuver the truck, taking away any confidence I had of of being in control.
Body roll was an issue with the Tundra, too, but the Silverado performed well in that department.
The Tundra and Silverado both had a tendency to slide on faster tight turns. Excessive slide wasn't an issue with the Ram.
All of the trucks were available with each model's standard tires and with optional (18" or 20") tires -- they all performed better when equipped with the tire upgrade.
Suspension and Vibration
A section of road with large, rock-like bumps of various heights gave suspension systems a workout. A washboard segment (similar to the strips you hit if you wander off the pavement of some roads) revealed vibrations (and how those vibrations affect noise levels).
Remember that when vibrations are strong enough to pass into the cab cause squeaks and rattles and will eventually create fatigue in bushings and frame joints.
· The F-150 truck crossed the bumps with a good bit of bounce and shake, but stayed straight on the road. The washboard area created rattles in the dash and other components, but the noise wasn't excessive.
· The Silverado stayed straight over the bumps, but with harsh jarring. The cab was noisy and a rear door rattled. Cab noise increased during the washboard test, and was accompanied by a great deal of dash vibration.
· The Dodge Ram's rear end bounced and moved sideways. The washboard track produced minimal noise and interior vibrations.
· The Tundra traveled in a straight path, but was the only vehicle that transmitted bounce through the steering and the rear of the truck. The washboard drive produced a lot of vibration and noise inside the truck, and the hood shook.
Frame Differences
· The Ram and Tundra frames are C-shaped, (when viewed from the rear) a setup that allows more flex.
· The F-150 and Silverado have rigid frames that are fully boxed to the rear of the truck.
A suspension system works best when the frame is rigid enough to hold the components in place. The Ram and Tundra's frame-flex kept their suspension systems from compressing to absorb the bumps. Driving behind them on the track, I watched both trucks bounce off the road, their beds and rear frames shaking violently.
Ford designed the F-150 with a stiff frame to provide support, but its suspension is flexible enough to absorb most bumps, even when the truck isn't carrying cargo to help hold down its rear end.
Towing Abilities
For this test, the trucks were hooked to trailers that weighed 7,000 pounds (the Ram's limit is 7,300 pounds). Curves and uphill/downhill grades provided a good feel for each truck's power, handling and transmission performance.
The F-150's tow-package comes with a built-in trailer brake control (integrated into the truck's stability control system), 7-pin trailer wiring plug, transmission tow mode, a rear vision camera and tow mirrors.
Going uphill, the F-150's 6-speed transmission and tow-mode setting let the truck pull the trailer up a long grade without excessive gear shifts. The 4.6L engine had more than enough power to handle the trailer.
On a downhill grade, lightly applying the brake downshifted the transmission, slowing the truck without excessive brake use. Below about 2,800 rpm, another touch of the brakes shifted it down one more gear.
The F-150's stability control system kept the trailer from pushing the truck when it entered a curve.
This demo was definitely designed to showcase the F-150's towing abilities. The Tundra and Silverado performed well, but the wide spacing of the gear ratios in the Ram's 5-speed automatic hurt its chances of competing with the other trucks. The Silverado had a 4-speed automatic -- a 6-speed would have been better matched to the group.
Off-Road Driving
Ford trucks were alone on the off-road track; all were equipped with shift-on-the-fly 4WD HI range.
· In LO range (a lower gear ratio than most 4WD trucks), shift the transmission into first gear and you enter what Ford calls a crawl speed, where the truck uses the engine and gearing to hold itself back in a similar way as hill descent on other vehicles (but without using the anti-lock brake system).
· Pull out on the transfer cases shift knob to electronically lock the rear differential (can be done while moving).
· A button on the dash turns off traction control; hold the button down to turn off the stability control system for more versatility off-road (it turns itself back on if you exceed 35mph).
I had a chance to test all of the systems -- they worked flawlessly. I got stuck in a mud pit at one point, but that was my fault, not the truck's.
Bottom Line
I always try to look carefully at comparison set-ups, to determine if they are weighted towards a particular brand. And while Ford wanted its trucks to excel, the tests in Michigan seemed pretty level, with (mostly) evenly matched equipment.
The F-150's enhanced abilities are a good indication that Ford is intent on keeping its best selling truck ranking.
http://trucks.about.com/od/2007fordtrucks/a/2009_ford_f50.htm?nl=1
Monday, October 20, 2008
Ford's Domestic Brand Quality = Toyota and Honda
In the News…
FORD’S DOMESTIC BRAND QUALITY IN STATISTICAL DEAD HEAT WITH TOYOTA AND HONDA FOR 2008 MODEL YEAR
Ford Motor Company’s surging domestic quality is now equal to the best in the industry for the 2008 model year, according to the latest U.S. Global Quality Research System (GQRS) study.
Ford, Lincoln and Mercury vehicles collectively reduced “things gone wrong” (TGW) by 7.7 percent compared to last year and are now statistically equivalent with Honda (including Acura) and Toyota (including Lexus and Scion) atop the list of seven major automakers in the survey.
From 2004 to 2008, Ford, Lincoln and Mercury vehicle quality, as measured by a reduction in TGW, has improved by 33 percent.
”This is One Ford at its best. It's taken thousands of people continuously working together with laser-like focus every day to boost vehicle quality for our customers to the top of the pack,” said Bennie Fowler, Ford group vice president, Global Quality. “But this is a never-ending journey. The goal now is to distance ourselves from our top competitors. We want to be the sole quality leader."
The 2008-launched Ford F-Series Super Duty and the Lincoln Mark LT ranked first in their respective segments in both TGW and customer satisfaction. Ford Mustang GT 500 topped the sports car category in TGW.
Overall, 18 of 24 Ford, Lincoln and Mercury vehicles recorded TGW improvements. Ford's newly launched Focus improved significantly in TGW and customer satisfaction, now equaling the Toyota Corolla in both categories. The Ford Fusion and Mercury Milan are significantly better in TGW than the Toyota Camry, which they tied in customer satisfaction.
"We are consistently delivering improved quality by following standardized, disciplined processes throughout Ford," said Fowler. "This is particularly impressive considering the difficult challenges we've had to overcome."
Ford also ranked best in class for TGW performance in the functional areas of Vehicle Engineering and Electrical among major manufacturers. Ford, Lincoln and Mercury vehicles averaged 1,287 TGW per 1,000 vehicles, a reduction of 108 versus a year ago. Customer satisfaction with the company's vehicles reached its highest level ever, improving one point to 77 percent.
The 2008 model-year GQRS survey, conducted for Ford by RDA Group of Bloomfield Hills, Mich., solicits feedback on vehicle trouble and customer satisfaction from owners of all major makes and models after three months in service.
FORD’S DOMESTIC BRAND QUALITY IN STATISTICAL DEAD HEAT WITH TOYOTA AND HONDA FOR 2008 MODEL YEAR
Ford Motor Company’s surging domestic quality is now equal to the best in the industry for the 2008 model year, according to the latest U.S. Global Quality Research System (GQRS) study.
Ford, Lincoln and Mercury vehicles collectively reduced “things gone wrong” (TGW) by 7.7 percent compared to last year and are now statistically equivalent with Honda (including Acura) and Toyota (including Lexus and Scion) atop the list of seven major automakers in the survey.
From 2004 to 2008, Ford, Lincoln and Mercury vehicle quality, as measured by a reduction in TGW, has improved by 33 percent.
”This is One Ford at its best. It's taken thousands of people continuously working together with laser-like focus every day to boost vehicle quality for our customers to the top of the pack,” said Bennie Fowler, Ford group vice president, Global Quality. “But this is a never-ending journey. The goal now is to distance ourselves from our top competitors. We want to be the sole quality leader."
The 2008-launched Ford F-Series Super Duty and the Lincoln Mark LT ranked first in their respective segments in both TGW and customer satisfaction. Ford Mustang GT 500 topped the sports car category in TGW.
Overall, 18 of 24 Ford, Lincoln and Mercury vehicles recorded TGW improvements. Ford's newly launched Focus improved significantly in TGW and customer satisfaction, now equaling the Toyota Corolla in both categories. The Ford Fusion and Mercury Milan are significantly better in TGW than the Toyota Camry, which they tied in customer satisfaction.
"We are consistently delivering improved quality by following standardized, disciplined processes throughout Ford," said Fowler. "This is particularly impressive considering the difficult challenges we've had to overcome."
Ford also ranked best in class for TGW performance in the functional areas of Vehicle Engineering and Electrical among major manufacturers. Ford, Lincoln and Mercury vehicles averaged 1,287 TGW per 1,000 vehicles, a reduction of 108 versus a year ago. Customer satisfaction with the company's vehicles reached its highest level ever, improving one point to 77 percent.
The 2008 model-year GQRS survey, conducted for Ford by RDA Group of Bloomfield Hills, Mich., solicits feedback on vehicle trouble and customer satisfaction from owners of all major makes and models after three months in service.
F-150 Named One and only Truck of Texas
F-150 NAMED ONE AND ONLY TRUCK OF TEXAS
The new 2009 F-150 has been recognized as the one and only “Truck of Texas” by the Texas Auto Writers Association (TAWA) – the sixth consecutive year a Ford truck has won top honors.
Ford’s lineup of trucks also was named Truck Line of Texas, while the Ford Flex and Expedition King Ranch received top honors as CUV and SUV of Texas, respectively. Sweeping all four vehicle-centered top honors, Ford emerged the clear winner at this year’s TAWA Texas Truck Rodeo.
Other Ford Motor Company vehicles winning top honors in their categories at the TAWA Rodeo include:
Best Luxury Pickup: 2009 Ford F-150 King Ranch
Best Full-Size CUV: 2009 Ford Flex
Best Mid-Size CUV: 2009 Mazda CX9
Best Luxury CUV: 2009 Lincoln MKX
Best Mid-Size SUV: 2009 Ford Explorer
Best Heavy Duty Pickup: 2009 Ford F-350 Super Duty Cabela’s Edition
The new 2009 F-150 has been recognized as the one and only “Truck of Texas” by the Texas Auto Writers Association (TAWA) – the sixth consecutive year a Ford truck has won top honors.
Ford’s lineup of trucks also was named Truck Line of Texas, while the Ford Flex and Expedition King Ranch received top honors as CUV and SUV of Texas, respectively. Sweeping all four vehicle-centered top honors, Ford emerged the clear winner at this year’s TAWA Texas Truck Rodeo.
Other Ford Motor Company vehicles winning top honors in their categories at the TAWA Rodeo include:
Best Luxury Pickup: 2009 Ford F-150 King Ranch
Best Full-Size CUV: 2009 Ford Flex
Best Mid-Size CUV: 2009 Mazda CX9
Best Luxury CUV: 2009 Lincoln MKX
Best Mid-Size SUV: 2009 Ford Explorer
Best Heavy Duty Pickup: 2009 Ford F-350 Super Duty Cabela’s Edition
Tuesday, October 14, 2008
2009 Cadillac CTS Vehicle Overview
Introduction
Much like a ruffian attending a ritzy summer camp, the original Cadillac CTS found itself in an awkward situation. Sure, this Caddy won respect, thanks to its decent athletic ability, but it lacked refinement -- a droopy-jeaned, scruffy-bearded interloper among the Polo-outfitted, impeccably groomed class.
Being larger than the typical entry-level luxury sport sedan, that first CTS offered more cabin space than its rivals and wrapped it all up in edgy styling. The latter, however, was considered too busy by some critics due to its excessive number of character lines and oversized lights. But it was the cabin that hurt this "upscale" model the most, as its style and materials quality were far behind those found in Audi's A4 or BMW's 3 Series.
Last year's rebirth saw a determined effort to bring the CTS into the Polo-wearing crowd of guys named Chip. Not only is this one Caddy that actually zigs -- to pinch an old tag line -- by adding more power and improved driving dynamics, it also dons a new set of clothes via neatly tailored sheet metal and a much-improved cabin. The latter was not merely a leap over its predecessor but a complete moon shot, with a handsome design, state-of-the-art technology and top-notch materials fitted throughout. In the span of one generation, Cadillac has gone from a segment also-ran in this regard to arguably class-leading. Wisely, the company left the 2009 Cadillac CTS well enough alone, adding only Bluetooth connectivity to the car's impressive list of features.
In this case, "well enough" means a tuned suspension that graduated with honors from the Nürburging school of handling etiquette. It also means a pair of willing V6s -- the base 258-horsepower engine as well as the optional high-output version that features direct-fuel-injection technology and makes an impressive 304 hp. Furthering its appeal, the CTS can also be had with all-wheel drive.
Now, with a legitimate player in the sport sedan game, Cadillac's boastful old tagline "The Standard of the World" might actually be believable by those who don't have firsthand knowledge of the Eisenhower years. Certainly, the 2009 Cadillac CTS, with its dashing style, fine road manners and classy cabin, can more than hold its own against rivals from Audi, BMW, Infiniti, Lexus and Mercedes-Benz. If you're shopping for an entry-level luxury sport sedan, the CTS is worthy of serious consideration.
Body Styles, Trim Levels, and Options
The 2009 Cadillac CTS is a midsize luxury sport sedan. Two trim levels are offered, which differ chiefly in the engine fitted. Both come with 17-inch wheels, leatherette seating, an eight-way power driver seat, dual-zone automatic climate control, OnStar and a CD/MP3 player with an auxiliary audio jack and satellite radio.
There are plenty of additional luxury features available, either stand-alone or grouped in packages. The Luxury Collection adds rain-sensing wipers, different alloy wheels, leather trim, upgraded power/heated front seats and a Bose audio system with CD changer. The oddly named Performance Luxury Package does without the leather but adds a split-folding rear seat, keyless entry/ignition, a power tilt/telescoping steering wheel and rear parking assist.
The Performance Collection features adaptive xenon headlights, foglights, a sport-tuned suspension (with 18-inch high-performance tires), a limited-slip rear differential, leather seating, heated front seats (with power passenger and lumbar adjustments) and driver memory settings. The Premium Luxury Collection includes pretty much all the previous plus a 40GB hard-drive-based navigation system with real-time traffic, a premium Bose surround-sound audio system with iPod integration, a large sunroof and additional wood trim.
The navigation and surround-sound systems can be added individually on top of the other packages. Bluetooth connectivity is also included when you order one of the major packages.
Powertrains and Performance
The 2009 Cadillac CTS is available with one of two V6 engines. Standard power comes from a 3.6-liter V6 generating 258 hp and 252 pound-feet of torque, while the available 3.6-liter direct-injection (DI) V6 puts out 304 hp and 273 lb-ft of torque. A six-speed manual transmission is standard with the base engine, and a six-speed automatic is available. The DI engine has the automatic as standard and the manual as optional. A V6 DI CTS with the automatic that we tested accelerated from zero to 60 mph in 6.5 seconds.
The CTS is offered in both rear-wheel-drive and AWD configurations. The latter is only available with the six-speed automatic. Both engines get virtually the same gas mileage, with 18 mpg city/26 mpg highway and 21 mpg combined for the base engine and 17/26/20 mpg for the DI engine.
Safety
The CTS's standard safety features include antilock disc brakes, traction control, stability control, front-seat side airbags, full-length side curtain airbags and GM's OnStar emergency communications system.
In Insurance Institute for Highway Safety crash tests, the CTS earned scores of "Good" (the highest possible) for both frontal-offset and side-impact tests. In government crash testing, the CTS earned four out of five stars for driver protection in head-on collisions. Front passengers received five-star protection. The CTS also received five stars for the side-impact protection of front and rear passengers.
Interior Design and Special Features
The cabin of the Cadillac CTS is impressive both in design and in the quality of materials used. A pleasing mix of available wood accents, tasteful alloy trim and stitched soft-touch dash make the CTS interior one of the most elegant designs in its class. A telescoping steering column gives the driver a bit more space, while those in back enjoy a roomy backseat.
The screen of the optional navigation system retracts into the dash, but leaves the top inch visible as the touchscreen display for the audio system -- a slick touch. Another is the 40GB hard drive included with the premium Bose surround-sound audio system (which stores digital music) that also includes a well-designed iPod integration interface. With this setup, AM/FM and satellite radio can also be rewound, paused and resumed. TiVo junkies, rejoice. There are a few quibbles, however. Rear-seat entry and exit can be a bit tricky due to a low rear roof line, outward visibility to the rear is very poor and loading bulky items into the 13.6-cubic-foot trunk is hampered by a very short deck. Also, some have found the front seatbacks to be on the hard side, and several CTS test cars have all featured a driver seat bottom that squeaked in turns.
Driving Impressions
On the road, the 2009 Cadillac CTS is very stable and copes well with quick directional changes and weight transfer. The steering is still a bit too light for a sport sedan, but it's pleasingly precise. Overall, this Cadillac offers an excellent ride and handling balance that gives the Europeans a run for their money, especially when equipped with the sport-tuned suspension. That said, the CTS is larger than its like-priced competitors, and with a curb weight of almost 4,000 pounds, lacks the nimbleness of cars like the BMW 3 Series and Infiniti G35.
The new 304-hp direct-injection V6 certainly feels strong, but thanks to that hefty mass, acceleration isn't quite as quick as other 300-plus-hp cars in its class. The 258-hp base V6 and automatic transmission should still be very adequate for most consumers. The automatic is quick-shifting and can be manually controlled with a console-mounted shifter. The standard sport mode automatically holds onto revs longer during spirited driving and will downshift while braking. A major enhancement to the CTS lineup is its AWD option, which makes this Cadillac a viable option even in places with plenty of rain and snow.
Much like a ruffian attending a ritzy summer camp, the original Cadillac CTS found itself in an awkward situation. Sure, this Caddy won respect, thanks to its decent athletic ability, but it lacked refinement -- a droopy-jeaned, scruffy-bearded interloper among the Polo-outfitted, impeccably groomed class.
Being larger than the typical entry-level luxury sport sedan, that first CTS offered more cabin space than its rivals and wrapped it all up in edgy styling. The latter, however, was considered too busy by some critics due to its excessive number of character lines and oversized lights. But it was the cabin that hurt this "upscale" model the most, as its style and materials quality were far behind those found in Audi's A4 or BMW's 3 Series.
Last year's rebirth saw a determined effort to bring the CTS into the Polo-wearing crowd of guys named Chip. Not only is this one Caddy that actually zigs -- to pinch an old tag line -- by adding more power and improved driving dynamics, it also dons a new set of clothes via neatly tailored sheet metal and a much-improved cabin. The latter was not merely a leap over its predecessor but a complete moon shot, with a handsome design, state-of-the-art technology and top-notch materials fitted throughout. In the span of one generation, Cadillac has gone from a segment also-ran in this regard to arguably class-leading. Wisely, the company left the 2009 Cadillac CTS well enough alone, adding only Bluetooth connectivity to the car's impressive list of features.
In this case, "well enough" means a tuned suspension that graduated with honors from the Nürburging school of handling etiquette. It also means a pair of willing V6s -- the base 258-horsepower engine as well as the optional high-output version that features direct-fuel-injection technology and makes an impressive 304 hp. Furthering its appeal, the CTS can also be had with all-wheel drive.
Now, with a legitimate player in the sport sedan game, Cadillac's boastful old tagline "The Standard of the World" might actually be believable by those who don't have firsthand knowledge of the Eisenhower years. Certainly, the 2009 Cadillac CTS, with its dashing style, fine road manners and classy cabin, can more than hold its own against rivals from Audi, BMW, Infiniti, Lexus and Mercedes-Benz. If you're shopping for an entry-level luxury sport sedan, the CTS is worthy of serious consideration.
Body Styles, Trim Levels, and Options
The 2009 Cadillac CTS is a midsize luxury sport sedan. Two trim levels are offered, which differ chiefly in the engine fitted. Both come with 17-inch wheels, leatherette seating, an eight-way power driver seat, dual-zone automatic climate control, OnStar and a CD/MP3 player with an auxiliary audio jack and satellite radio.
There are plenty of additional luxury features available, either stand-alone or grouped in packages. The Luxury Collection adds rain-sensing wipers, different alloy wheels, leather trim, upgraded power/heated front seats and a Bose audio system with CD changer. The oddly named Performance Luxury Package does without the leather but adds a split-folding rear seat, keyless entry/ignition, a power tilt/telescoping steering wheel and rear parking assist.
The Performance Collection features adaptive xenon headlights, foglights, a sport-tuned suspension (with 18-inch high-performance tires), a limited-slip rear differential, leather seating, heated front seats (with power passenger and lumbar adjustments) and driver memory settings. The Premium Luxury Collection includes pretty much all the previous plus a 40GB hard-drive-based navigation system with real-time traffic, a premium Bose surround-sound audio system with iPod integration, a large sunroof and additional wood trim.
The navigation and surround-sound systems can be added individually on top of the other packages. Bluetooth connectivity is also included when you order one of the major packages.
Powertrains and Performance
The 2009 Cadillac CTS is available with one of two V6 engines. Standard power comes from a 3.6-liter V6 generating 258 hp and 252 pound-feet of torque, while the available 3.6-liter direct-injection (DI) V6 puts out 304 hp and 273 lb-ft of torque. A six-speed manual transmission is standard with the base engine, and a six-speed automatic is available. The DI engine has the automatic as standard and the manual as optional. A V6 DI CTS with the automatic that we tested accelerated from zero to 60 mph in 6.5 seconds.
The CTS is offered in both rear-wheel-drive and AWD configurations. The latter is only available with the six-speed automatic. Both engines get virtually the same gas mileage, with 18 mpg city/26 mpg highway and 21 mpg combined for the base engine and 17/26/20 mpg for the DI engine.
Safety
The CTS's standard safety features include antilock disc brakes, traction control, stability control, front-seat side airbags, full-length side curtain airbags and GM's OnStar emergency communications system.
In Insurance Institute for Highway Safety crash tests, the CTS earned scores of "Good" (the highest possible) for both frontal-offset and side-impact tests. In government crash testing, the CTS earned four out of five stars for driver protection in head-on collisions. Front passengers received five-star protection. The CTS also received five stars for the side-impact protection of front and rear passengers.
Interior Design and Special Features
The cabin of the Cadillac CTS is impressive both in design and in the quality of materials used. A pleasing mix of available wood accents, tasteful alloy trim and stitched soft-touch dash make the CTS interior one of the most elegant designs in its class. A telescoping steering column gives the driver a bit more space, while those in back enjoy a roomy backseat.
The screen of the optional navigation system retracts into the dash, but leaves the top inch visible as the touchscreen display for the audio system -- a slick touch. Another is the 40GB hard drive included with the premium Bose surround-sound audio system (which stores digital music) that also includes a well-designed iPod integration interface. With this setup, AM/FM and satellite radio can also be rewound, paused and resumed. TiVo junkies, rejoice. There are a few quibbles, however. Rear-seat entry and exit can be a bit tricky due to a low rear roof line, outward visibility to the rear is very poor and loading bulky items into the 13.6-cubic-foot trunk is hampered by a very short deck. Also, some have found the front seatbacks to be on the hard side, and several CTS test cars have all featured a driver seat bottom that squeaked in turns.
Driving Impressions
On the road, the 2009 Cadillac CTS is very stable and copes well with quick directional changes and weight transfer. The steering is still a bit too light for a sport sedan, but it's pleasingly precise. Overall, this Cadillac offers an excellent ride and handling balance that gives the Europeans a run for their money, especially when equipped with the sport-tuned suspension. That said, the CTS is larger than its like-priced competitors, and with a curb weight of almost 4,000 pounds, lacks the nimbleness of cars like the BMW 3 Series and Infiniti G35.
The new 304-hp direct-injection V6 certainly feels strong, but thanks to that hefty mass, acceleration isn't quite as quick as other 300-plus-hp cars in its class. The 258-hp base V6 and automatic transmission should still be very adequate for most consumers. The automatic is quick-shifting and can be manually controlled with a console-mounted shifter. The standard sport mode automatically holds onto revs longer during spirited driving and will downshift while braking. A major enhancement to the CTS lineup is its AWD option, which makes this Cadillac a viable option even in places with plenty of rain and snow.
2009 Lincoln MKS’s
Experts from TheCarConnection.com were among the first journalists to drive the Lincoln MKS. These experiences, plus our reviews of other trusted opinions from the Web, enable TheCarConnection.com team to offer you a definitive opinion on this luxurious sedan from Detroit. This review also compares the 2009 Lincoln MKS with other vehicles in its class in order to give you the best advice, even when other reviews present conflicting opinions.
The 2009 Lincoln MKS is new for Ford’s upscale brand, though its basic running gear links it to a large family of Ford products, including the new Volvo S80, as well as the current Ford Taurus, Ford Flex, and Volvo XC90.
The 2009 Lincoln MKS's distinctive styling sets it apart from its close kin. The MKS is the first production Lincoln to use the division's new grille design, which the company previewed on the MKS and MKT auto show concept vehicles. The winged design reaches back to Edsel Ford's 1941 Continental and gives the newest Lincoln a welcome bit of character that's grounded in something other than a designer's imagination. Inside, the MKS’s combination of clean lines, luxurious materials, and lighter trim colors plants it squarely in the Lexus idiom of luxury, instead of the darker, more somber German sphere.
A new 275-horsepower, 3.7-liter V-6 powers the MKS. The engine performs adequately, with a high degree of smoothness and little noise or fuss. While premium fuel is required to hit the 275-hp mark, using regular fuel delivers a still healthy helping of horsepower with no change in fuel economy (17/24 mpg for front-wheel drive and 16/23 mpg for all-wheel drive).
The new Lincoln's six-speed automatic is seen in other Ford products such as the Edge, but has been thoroughly recalibrated for this upscale installation. In the MKS, the transmission includes a sport mode as well as manual shift capabilities. Throughout the hills of Virginia just outside of Washington, D.C., with the transmission in the sport setting, the gearbox shifted aggressively. Its performance was close to anticipatory and did an excellent job of keeping the Lincoln in the right gear at the right time—just what an automatic transmission should do.
Another bright spot for the 2009 MKS is its chassis. The MKS features a totally new multilink rear suspension (not shared with the Ford Taurus or any Volvo) with coil-over shocks and a retuned front strut suspension, then bolts them both to a reinforced chassis that is 35 percent stiffer than that of the current Taurus. The resulting ride is Goldilocks taut: not too soft and not too hard, even with the optional 20-inch wheels. Steering response is quick, and when driving at street speeds, the understeer one expects from a largish front-wheel-drive sedan is totally absent. The MKS is also available with all-wheel drive.
The safety equipment you'd expect to see in a car of this caliber is all present and accounted for: multiple airbags, stability control, and so on. While the 2009 Lincoln MKS has not been tested, the related Ford Taurus scored very well in government crash testing.
Pricing starts at around $38,000 for a front-wheel-drive MKS without any fancy options—but including standard features as heated and cooled front seats, heated rear seats, Ford’s SYNC entertainment system, and HID headlamps—and runs up to $46,000 for a decked-out, all-wheel-drive edition.
The Lexus GS was the bogie for Lincoln, and the 2009 Lincoln MKS certainly hits the mark in terms of quietness. Lincoln claims to be even quieter than the Lexus in certain important frequency ranges. The Lincoln MKS is also on the mark in terms of performance. Like the Lexus GS and the Acura RL, the MKS is powered by a six-cylinder (in addition, Lexus offers a V-8 and a hybrid). The car targets a more luxury- and technology-minded audience with its myriad of features. The rear-wheel-drive Cadillac CTS and STS have a more sporting demeanor, and you could shop either against the MKS, depending on how much room you're looking for. The Cadillac STS offers a V-8 for those who want more power.
The Bottom Line:
The 2009 Lincoln MKS’s smart performance, subdued good looks, and roomy interior put the brand back in full-size, luxury-sedan territory.
The 2009 Lincoln MKS is new for Ford’s upscale brand, though its basic running gear links it to a large family of Ford products, including the new Volvo S80, as well as the current Ford Taurus, Ford Flex, and Volvo XC90.
The 2009 Lincoln MKS's distinctive styling sets it apart from its close kin. The MKS is the first production Lincoln to use the division's new grille design, which the company previewed on the MKS and MKT auto show concept vehicles. The winged design reaches back to Edsel Ford's 1941 Continental and gives the newest Lincoln a welcome bit of character that's grounded in something other than a designer's imagination. Inside, the MKS’s combination of clean lines, luxurious materials, and lighter trim colors plants it squarely in the Lexus idiom of luxury, instead of the darker, more somber German sphere.
A new 275-horsepower, 3.7-liter V-6 powers the MKS. The engine performs adequately, with a high degree of smoothness and little noise or fuss. While premium fuel is required to hit the 275-hp mark, using regular fuel delivers a still healthy helping of horsepower with no change in fuel economy (17/24 mpg for front-wheel drive and 16/23 mpg for all-wheel drive).
The new Lincoln's six-speed automatic is seen in other Ford products such as the Edge, but has been thoroughly recalibrated for this upscale installation. In the MKS, the transmission includes a sport mode as well as manual shift capabilities. Throughout the hills of Virginia just outside of Washington, D.C., with the transmission in the sport setting, the gearbox shifted aggressively. Its performance was close to anticipatory and did an excellent job of keeping the Lincoln in the right gear at the right time—just what an automatic transmission should do.
Another bright spot for the 2009 MKS is its chassis. The MKS features a totally new multilink rear suspension (not shared with the Ford Taurus or any Volvo) with coil-over shocks and a retuned front strut suspension, then bolts them both to a reinforced chassis that is 35 percent stiffer than that of the current Taurus. The resulting ride is Goldilocks taut: not too soft and not too hard, even with the optional 20-inch wheels. Steering response is quick, and when driving at street speeds, the understeer one expects from a largish front-wheel-drive sedan is totally absent. The MKS is also available with all-wheel drive.
The safety equipment you'd expect to see in a car of this caliber is all present and accounted for: multiple airbags, stability control, and so on. While the 2009 Lincoln MKS has not been tested, the related Ford Taurus scored very well in government crash testing.
Pricing starts at around $38,000 for a front-wheel-drive MKS without any fancy options—but including standard features as heated and cooled front seats, heated rear seats, Ford’s SYNC entertainment system, and HID headlamps—and runs up to $46,000 for a decked-out, all-wheel-drive edition.
The Lexus GS was the bogie for Lincoln, and the 2009 Lincoln MKS certainly hits the mark in terms of quietness. Lincoln claims to be even quieter than the Lexus in certain important frequency ranges. The Lincoln MKS is also on the mark in terms of performance. Like the Lexus GS and the Acura RL, the MKS is powered by a six-cylinder (in addition, Lexus offers a V-8 and a hybrid). The car targets a more luxury- and technology-minded audience with its myriad of features. The rear-wheel-drive Cadillac CTS and STS have a more sporting demeanor, and you could shop either against the MKS, depending on how much room you're looking for. The Cadillac STS offers a V-8 for those who want more power.
The Bottom Line:
The 2009 Lincoln MKS’s smart performance, subdued good looks, and roomy interior put the brand back in full-size, luxury-sedan territory.
Thursday, October 9, 2008
Hyundai Genesis
You have to check out the beautiful 2009 Hyundai Genesis at www.hyundaigenesis.com. Then please come to our website http://www.whmps.com and schedule your test drive.
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