Tuesday, October 27, 2009

Ford Mustang 2010



The 2010 Mustang GT is better than ever because it had to be. But competition for the V-6 Stang is also intensifying, so we set out to determine if the V-6 similarly leads the herd.

Entry-level Mustangs start at $21,845, which undercuts the V-6 rear-drive coupes from Chevrolet, Dodge, and Hyundai, as well as comparable front-drive two-doors such as the Honda Accord and Nissan Altima. But we upgraded to the V-6 Premium steed, which adds $3000 to the sticker and 17-inch wheels, leather seating and steering wheel, aluminum pedals, and upgraded audio to the options sheet. Mix in $300 for the Red Candy metallic paint and $395 for the Security package — wheel locks and an alarm — and our Mustang V-6 rang up at $25,540.

A Comfortable Cruiser and Quiet, Too
If you're not driving a Mustang GT, odds are you aren't driving a Mustang for all-out fun. Whereas last year's Bullitt suspension and tuning forms the basis for the 2010 GT, V-6 Mustangs carry on with a more relaxed setup. It's ideal for freeway slogs, where the cushy ride keeps occupants isolated from most road imperfections, although abrupt bumps punch through the soft springs and deliver a solid jolt to the structure. As an added bonus, the high-frequency resonance emitted by the GT's V-8 at highway speeds is absent with the V-6, making for more serene cruising.

Although 210 hp isn't much, neither is the V-6 Mustang's 3421-pound curb weight. Acceleration is decent, at 6.6 seconds to 60 mph and the quarter-mile in 15.3 at 93 mph, but in a recent comparison test of the V-6 Hyundai Genesis and Chevrolet Camaro, both beat the Mustang through the quarter by about a second. And the Genesis's base turbocharged inline-four matches the horsepower number of the Mustang's six.

Around town, the Mustang's tall gearing minimizes shifting, which is good because the five-speed manual is as satisfying as a lukewarm pile of Kraft Easy Mac. If you're buying a V-6 Mustang, get the auto. At even 30 mph, anything higher than third lugs the engine. We'd guess the reason is fuel economy — the EPA rates it at 18 city/26 highway, and our observed 19 mpg matches our comparo Camaro and trails the Genesis by 1 mpg.

No Steeplechaser
Venture onto your favorite back road, though, and the V-6 Mustang is as disappointing as Hootie and the Blowfish's sophomore album. It feels as though the suspension bushings are made from the stuff inside Stretch Armstrong, and a heavy foot on the brake pedal induces extreme dive, which might be useful in the winter if drivers hope to employ their Mustang's front valance as a snow plow. Stops of 182 feet from 70 mph trail not only the Camaro and Genesis but also all four competitors in our recent mid-size hybrid-sedan comparo.

Although the steering is quick and direct, feedback through the wheel is a solid zilch. Still, even with the Deadliest Catch-grade rolling and pitching, the car is surprisingly balanced, with the slightest understeer on turn-in. The six lacks the gusto for power-on oversteer, but the throttle can dial the initial understeer into neutrality, and we herded the Ford around the skidpad for 0.85 g. That trails the stick we got out of the V-6 Camaro and Genesis by a marginal amount (0.02 g and 0.03 g, respectively), but the difference in feel is vastly more pronounced. The Mustang just doesn't raise the pulse.

That's the problem with Ford's pony car. There are a lot of reasons people buy cars, but when it comes to coupes, there are really only two — style and fun — and both are emotional. The Camaro looks worlds better in our opinion, and it and the Genesis are more fun to drive. But rumor has the 2011 Mustang getting a vastly more powerful version of one of Ford's newer V-6s, and that — mixed with a little more body control — would put the six-pot Mustang right on par with all threats, foreign and domestic.

Performance Data

C/D TEST RESULTS:
Zero to 60 mph: 6.6 sec
Zero to 100 mph: 17.7 sec
Street start, 5-60 mph: 7.3 sec
Standing ¼-mile: 15.3 sec @ 93 mph
Top speed (governor limited): 114 mph
Braking, 70-0 mph: 182 ft
Roadholding, 300-ft-dia skidpad: 0.85 g

FUEL ECONOMY:
EPA city/highway driving: 18/26 mpg
C/D observed: 19 mpg



2010 BMW X5 M


BMW X5 M

While a tall SUV with more power than a BMW M5 may not be the most ideal vehicle, if a company was going to create one, at least its BMW. At this week’s New York Auto Show the BMW X5 M will make its first public appearance. The superfast SUV will share the stage with its mechanically similar stalemate, the X6M.

13.

The X5 M is powered by BMW’s twin-turbo 4.4-liter V8 engine. The new turbos combined with a revised exhaust manifold creates 555 hp in this application. THis is a 205 hp step up from the next most powerful X5, the 350 hp X5 xDrive48i. It’s mated to a six-speed M Sports Automatic transmission, and both the engine and transmission are shared with the X6 M.

As we’ve seen from the lightly covered spy shots, the X5 M gets new front bumpers with large jowls to help with air intake. The M package also includes 20-inch alloy wheels and a full body kit.