To prove our point, we've chosen to start with a 2009 Dodge Challenger R/T. Why a Challenger? Well, it's an inexpensive full-size, rear-drive V8 muscle car, something Detroit car companies know how to build better than anybody in the world. It's also beautifully reminiscent of the classic 1970 Challenger, clean and enticing to a wide cross-section of American drivers.
This month, we're improving the already impressive performance of our Challenger, using a variety of inexpensive parts and some clever ideas we've learned at the racetrack. Our goal is a world-class muscle car that out-runs, out-stops and out-corners superexotics that cost ten times as much. That's the "Muscle" half of our project.
Next month, we'll add the "Eco." With inexpensive aerodynamic aids, a state-of-the-art electric drive system and some other helpful bits, we'll turn our potent Challenger into a parallel hybrid plug-in/solar/electric that burns no fuel at all in everyday driving. We think this is a spectacular way to please both environmentalists and enthusiasts. Eco+Muscle. What's not to like?
You'll be able to examine the Eco+Muscle Challenger in our display at the NASCAR Pocono 500 race in June, at the San Bernardino Route 66 Rendezvous in September and at the Las Vegas SEMA Show in November. Next January, we'll auction it off in Scottsdale. Here's your chance to own one of the most innovative vehicles ever built. Eco+Muscle!
วันพุธที่ 5 สิงหาคม พ.ศ. 2552
2009 Ford Focus
A low base-price, quiet demeanor, solid structure, respectable power, a roomy interior, and the voice-activated SYNC infotainment system makes the Focus worth a look. For those who look for sportiness in their small cars, however, the soft chassis will leave you wanting.
2009 Volkswagen Rabbit
The Rabbit replaced the Golf in 2007, thus reviving the name it wore when it made its debut back in the mid-'70s. Essentially a hatchback version of the Jetta sedan, it's solid, roomy, versatile, and responsive. Power is modest from the 170-hp five-cylinder engine, but it's still a driver's car
2009 Honda Fit
Redesigned from road to roof, the '09 Fit offers more space for five people and their stuff and more oomph from its 1.5-liter four, all in a more aggressively styled package. There are also plenty of safety items, a choice of five-speed transmissions, and paddle shifters on the auto Sport models.
2009 Chevrolet Cobalt
The Cobalt family is a serious presence in the compact-sedan segment, although the interior could be a bit nicer. With solid chassis, respectable powertrains, and attractive pricing, the basic Cobalt lineup covers three models: LS, LT, and high-performance SS.
2010 Mazda Mazda 3
Mazda's bestseller gets all new sheetmetal for 2010, upgraded interior trim, and more power. Dimensions stay static, as does the athletic suspension, but power in the available 2.0- and 2.5-liter engines rises. Option choices also expand. One of the most fun small cars out there.
Question: Is it true that you can unlock a car door over a cell phone?
Answer: No.
Okay, before you think I’m an idiot for doing this piece, check out this video. Convincing, no? Search the Web and you’ll find a lot of posts from people swearing that this works. And believe it or not, I had an “OMG! moment” when I thought it might work, too.
To begin, I backed the trusty Sequoia down to the curb, just like in the last Everyday Tech Myths test of the “chin boost” effect on car alarm remotes. Chirp-chirp. A push of the button confirms that the alarm and remote both work fine.
Okay, before you think I’m an idiot for doing this piece, check out this video. Convincing, no? Search the Web and you’ll find a lot of posts from people swearing that this works. And believe it or not, I had an “OMG! moment” when I thought it might work, too.
To begin, I backed the trusty Sequoia down to the curb, just like in the last Everyday Tech Myths test of the “chin boost” effect on car alarm remotes. Chirp-chirp. A push of the button confirms that the alarm and remote both work fine.
2008 Buick Lucerne Super: Luxury, Quietness and Portholes cars
The “Super” badge has been returned to the Buick stable for the first time in 50 years and it has been placed on the body of the 2008 Lucerne. Buick brought the Lucerne into the automotive world in 2006 as a replacement for the LeSabre and Park Avenue and it became the fourth Buick vehicle to begin with the letter “L”, joining LeSabre (1959-2005), Limited (1936-1942, 1958) and LaCrosse (2005 - Current). The Lucerne Super represents the third version of Lucerne in only three years.Assembled in Detroit, Lucerne is a two-ton (4004-lb. curb weight) luxury sedan that lives up to the Buick credo of a quiet, smooth ride with superior fit and finish. Others may have coined the phrase: “entry luxury”, but at $43,775, this is one luxurious automobile at an entry-level price for the genre.Looking lavish all the way, the exterior is pure Buick, from its White Diamond TriCoat paint to its chrome portholes—V-6 models get three portholes on each side and V-8 versions get four per side — which hearken back to 1949 and the Roadmaster. The V-8-powered Super is also facelifted with a new grille that borrows from earlier north-south bar grillework of ‘30s and ‘40s Buicks, Super badge on the decklid, aluminum wheels and premium all-season tires.Lucerne is sturdy and steady on a 115.6-inch wheelbase that attractively handles a vehicle length of 203.2 inches, height of 58 inches and width of 73.8 inches. A hallmark of Buick is its quiet ride, and Lucerne lives up to that reputation as my test ride exhibited a quiet cabin that felt no vibration from the 4.6-liter V-8 dual overhead cam engine with sequential fuel-injection. The front-drive, front-engine V-8 quietly gallops out 292 horses and 288 lbs.-ft. of torque in a set-up that was EPA rated at 15mpg in city driving and 22mpg on the highway. After 490 miles of road tests with this vehicle, of which Interstate miles made up about two-thirds of the test (township, borough and city driving accounted for the rest), the Lucerne averaged 20.7 mpg.The two-ton luxury car is not a speed-burner, but I was able to quietly move from zero to 60mph in under 7 seconds, en route to a hushed quarter-mile in about 14 seconds.During my tests on autocross tracks, Pennsylvania highways, township streets and country roads, Lucerne handled confidently, hugging the road with little sway and better-than-average response. Magnetic Ride Control provides instant response and tire stickiness while the traction control system, Stabilitrak stability control and specific suspension calibration provide a sporty and secure ride. Independent MacPherson strut coil-over front suspension with stabilizer bar and a multi-link rear with stabilizer bar make for the smooth experience one would expect from a luxury automobile.Lucerne safety features include front and side impact air bags for driver and front passenger, head curtain side airbags front and rear, tire pressure monitor, content theft alarm, rain-sensing wipers, rear park assist, heated windshield washer fluid and one-year On-Star with turn-by-turn directions.The turn-by-turn service allows OnStar customers to talk to an advisor, who can then download complete step-by-step directions to the vehicle through the OnStar system. Audio directions are then automatically played through the vehicle’s stereo as they are needed, triggered by the OnStar system’s GPS capabilities. Turn-by-turn navigation allows drivers to be led to their destination while keeping their hands on the wheel and eyes on the road. Inside the roomy Ebony cabin (headroom: 39.5 inches in front and 37.6 in the rear; leg room of 42.5 and 41.0 and shoulder room of 58.0 and 57.0) are lavish appointments including suede-appointed heated/cooled front seats, eight-way power driver and front passenger seats, four-way power lumbar, memory for driver seat and outside mirrors, heated wood steering wheel, power tilt and telescoping steering column; dual-zone automatic air conditioning, factory-installed remote start, 9-speaker, 280-watt Harman Kardon audio system, and six-disc in-dash CD, XM Satellite radio and air particulate filter. Base-priced at $38,630, my test Lucerne stickered out at $43,775, including a destination charge of $765.The Super trim was standard, but add-ons included a touchscreen navigation system ($1995), White Diamond Tricoat exterior pant ($995), 18-inch aluminum chrome wheels ($750) and two “Must-have” safety options – side blind zone alert ($395) and Lane Departure Warning system ($295). The Lane Departure Warning uses a camera-based lane detection system to warn drivers of inadvertent lane changes and can raise the alertness of slightly drowsy drivers.Rumors persist that the Lucerne marque might be replaced in 2010 by a rear-wheel-drive Buick – the Tri-Shield’s first rear-wheeler since Roadmaster in 1996. If this occurs, it appears as though the Lucerne name will be eliminated from the line-up. In the meantime, Lucerne enjoys its status as a quiet, good-handling entry-luxury car that combines 21st century technology, with interior comfort and old-school design cues, including those Buick portholes.Visit www.CarlisleEvents.com for more on the automotive hobby.Mike Blake, former editor of KIT CAR magazine, joined Carlisle Events as senior automotive journalist in 2004. He's been a "car guy" since the 1960s and has been writing professionally for about 30 years.
San Antonio Express-News All About Cars Column
By G. Chambers Williams III, San Antonio Express-News
Nov. 5--Imitation, they say, is the sincerest form of flattery.
It's also a good way to make money, especially if what you're imitating is already a great success in the marketplace.
And that brings us to the latest product from Ford Motor Co.'s Lincoln brand, the 2007 Aviator.
Last week, Ford released the first photo of the production vehicle, an all-new, car-based premium crossover SUV that replaces the truck-based Aviator that has been on the market the past two years.
Guess what? In a side-by-side photo comparison of the new Aviator with the current Lexus RX 330, it's hard to tell them apart.
I saw the resemblance immediately when I got my first look at Ford's photo of the Aviator last week. But just how similar the two are didn't strike me completely until I saw photos of both in the industry weekly Automotive News.
Copying a popular Japanese design isn't a new thing for the automakers, though. In fact, the Japanese automakers do it to each other all the time, and apparently it's not considered a bad thing to do in the Japanese culture.
I remember a few years ago seeing a popular Honda sedan parked next to another Japanese automaker's similar-sized sedan in a mall parking lot and marveling over how much they looked alike. In fact, the taillights were so similar that I believe their lenses might have been interchangeable.
Some auto industry folks will tell you that most cars look alike these days because of computer-aided design and wind tunnel testing, which have largely taken the element of creativity out of the designing of automobile exteriors.
Computers can't think for themselves, but when told to create something that has the least resistance to air, it makes sense that most computers will draw the same shape, which just happens to be the same general shape of most cars these days.
When the design is honed to perfection by the computer after getting input from wind tunnel testing, any remaining differences begin to fade away.
So it goes that if you're designing a car-based crossover SUV, you might get the shape of the Lexus RX 330, even if you're working on a computer owned by Ford Motor Co.
And it can't be a bad thing to have a vehicle similar to the Lexus RX in one's stable of new vehicles.
Just a few months after the first RX model, then called the RX 300, was introduced, that vehicle has been the best-selling model in the Lexus lineup.
Toyota, the parent of Lexus, didn't plan it that way and probably never envisioned such success for the RX. The company just knew that it needed a carlike SUV in its lineup to complement its very nice line of cars and that dealers were weary of losing potential customers to other premium brands that offered SUVs.
GA_googleFillSlotWithSize("ca-pub-5440138744487553", "News_Main_300x250", 300, 250);
But for the RX to become the best-selling Lexus had to be a great surprise, although a very pleasant one.
Volvo had the same thing happen when it rolled out the car-based XC-90 sport utility three years ago; it quickly became the best-selling Volvo.
Ford officials probably are hoping that this will happen for Lincoln with the Aviator that will be introduced in January at the Detroit auto show and will go on sale probably by early summer.
Lincoln needs such a hit, and this could very well be it. The previous Aviator never caught on with consumers for a variety of reasons, the biggest of which probably was that the vehicle was based on a body-on-frame truck platform. In this case, it was the platform of the Ford Explorer SUV -- and it came at a time when consumer tastes for SUVs clearly were shifting to the car-based crossover models.
The original Aviator also had little to differentiate it from another SUV that was already being sold in Lincoln Mercury stores -- the Mercury Mountaineer.
The Mountaineer itself was already just a gussied-up version of the Explorer, and it was hard to explain to customers why the ever-so-slightly-more-gussied-up Aviator was a good value with a price tag $10,000 or more higher.
Industry insiders knew from the start that Ford quickly added the original Aviator to the Lincoln line only as a temporary measure until a crossover could be readied. Ford executives knew as they rolled out the original Aviator that it really wasn't the vehicle that Lincoln Mercury dealers wanted.
That is being fixed now, however, and dealers no doubt will be happy to have a Lincoln SUV that looks like a Lexus. And consumers who prefer to buy "American" probably will feel better choosing the new Aviator over the Lexus RX 330, as long as the quality is there. After all, quality is the hallmark of Lexus vehicles, and the attribute that most automakers would prefer to emulate.
The production version of the 2007 Aviator that Ford showed in the photo last week looks much more like the RX 330 than did the Aviator concept vehicle Ford introduced at last year's Detroit auto show.
But it's very similar to the concept, at any rate, so the production model doesn't really come as a surprise. We've had a good idea of what it would look like for nearly two years now.
No further details of the production model have been released, and they won't be until Ford introduces the car at the Detroit show in early January.
No on-sale date or price has been announced, either, nor have any EPA fuel-economy figures.
The new Aviator is derived from the chassis of the current Mazda6 midsize sedan, which also was the basis for three new Ford vehicles on the market this fall: the Ford Fusion, Mercury Milan and Lincoln Zephyr sedans.
Ford uses a 221-horsepower 3.0-liter V-6 engine in the Fusion, Milan and Zephyr, but it's working on an uplevel engine option for the Zephyr for next year. And it probably would be that engine, or a variation of it, that would be used in the Aviator.
Because Lexus uses a 3.3-liter V-6 with 223 horsepower in the current RX 330, the engine from this year's Fusion, Milan and Zephyr probably would work in the Aviator.
HYUNDAI WILL HAVE MINIVAN FOR U.S. DRIVERS, AFTER ALL: Hyundai has bowed to pressure from its U.S. dealers and decided to carry through with its earlier plans to add a minivan to its mix of models for the North American market.
In August, the South Korean automaker canceled plans to bring a Hyundai-badged version of its Kia Sedona minivan to the United States, saying at the time that it would instead develop a crossover sport wagon-SUV for American consumers.
The company had said just two months earlier that the new minivan, to be called the Entourage, would arrive next spring.
Most recently, the company informed its dealers during a meeting in Las Vegas that the minivan plan had been revived.
Company officials said they were able to make a strong business case for the Entourage, which was canceled in part because Hyundai felt that it would be hard to distinguish it sufficiently from the Sedona.
Dealers have been clamoring for the van because the company has no vehicles in its lineup that will seat more than five people.
The Entourage now is back on track to arrive in the spring and will have seating for up to seven. It will have a different look from the Sedona, with unique front and rear styling, and will come only in a long-wheelbase version.
Hyundai still plans to introduce the crossover sport wagon, which will seat up to six people, probably as a 2008 model. It will be similar in concept to the Chrysler Pacifica.
Meanwhile, Hyundai said last week that it also will bring a stretched version of its popular Santa Fe crossover sport utility to market later this model year, with a third row of seating. It will be able to accommodate up to seven passengers.
That's probably in response to Toyota's impending introduction of the third-generation RAV4 compact SUV, coming late next month as a 2006 model.
That vehicle, whose European version was introduced at the Frankfurt Motor Show in Germany in September, will be nearly 2 feet longer than the current RAV4 and will have an optional third row of seating.
Send your car questions or news of your club events to G. Chambers Williams III, San Antonio Express-News, P.O. Box 2171, San Antonio, TX 78297-2171; telephone (210) 250-3236; e-mail chambers@express-news.net.
-----
To see more of the San Antonio Express-News, or to subscribe to the newspaper, go to http://www.mysanantonio.com.
Copyright (c) 2005, San Antonio Express-News
Distributed by Knight Ridder/Tribune Business News.
For information on republishing this content, contact us at (800) 661-2511 (U.S.), (213) 237-4914 (worldwide), fax (213) 237-6515, or e-mail reprints@krtinfo.com.
F, TM, MZDAF, 7261, HYMTF,
Source: San Antonio Express-News
Nov. 5--Imitation, they say, is the sincerest form of flattery.
It's also a good way to make money, especially if what you're imitating is already a great success in the marketplace.
And that brings us to the latest product from Ford Motor Co.'s Lincoln brand, the 2007 Aviator.
Last week, Ford released the first photo of the production vehicle, an all-new, car-based premium crossover SUV that replaces the truck-based Aviator that has been on the market the past two years.
Guess what? In a side-by-side photo comparison of the new Aviator with the current Lexus RX 330, it's hard to tell them apart.
I saw the resemblance immediately when I got my first look at Ford's photo of the Aviator last week. But just how similar the two are didn't strike me completely until I saw photos of both in the industry weekly Automotive News.
Copying a popular Japanese design isn't a new thing for the automakers, though. In fact, the Japanese automakers do it to each other all the time, and apparently it's not considered a bad thing to do in the Japanese culture.
I remember a few years ago seeing a popular Honda sedan parked next to another Japanese automaker's similar-sized sedan in a mall parking lot and marveling over how much they looked alike. In fact, the taillights were so similar that I believe their lenses might have been interchangeable.
Some auto industry folks will tell you that most cars look alike these days because of computer-aided design and wind tunnel testing, which have largely taken the element of creativity out of the designing of automobile exteriors.
Computers can't think for themselves, but when told to create something that has the least resistance to air, it makes sense that most computers will draw the same shape, which just happens to be the same general shape of most cars these days.
When the design is honed to perfection by the computer after getting input from wind tunnel testing, any remaining differences begin to fade away.
So it goes that if you're designing a car-based crossover SUV, you might get the shape of the Lexus RX 330, even if you're working on a computer owned by Ford Motor Co.
And it can't be a bad thing to have a vehicle similar to the Lexus RX in one's stable of new vehicles.
Just a few months after the first RX model, then called the RX 300, was introduced, that vehicle has been the best-selling model in the Lexus lineup.
Toyota, the parent of Lexus, didn't plan it that way and probably never envisioned such success for the RX. The company just knew that it needed a carlike SUV in its lineup to complement its very nice line of cars and that dealers were weary of losing potential customers to other premium brands that offered SUVs.
GA_googleFillSlotWithSize("ca-pub-5440138744487553", "News_Main_300x250", 300, 250);
But for the RX to become the best-selling Lexus had to be a great surprise, although a very pleasant one.
Volvo had the same thing happen when it rolled out the car-based XC-90 sport utility three years ago; it quickly became the best-selling Volvo.
Ford officials probably are hoping that this will happen for Lincoln with the Aviator that will be introduced in January at the Detroit auto show and will go on sale probably by early summer.
Lincoln needs such a hit, and this could very well be it. The previous Aviator never caught on with consumers for a variety of reasons, the biggest of which probably was that the vehicle was based on a body-on-frame truck platform. In this case, it was the platform of the Ford Explorer SUV -- and it came at a time when consumer tastes for SUVs clearly were shifting to the car-based crossover models.
The original Aviator also had little to differentiate it from another SUV that was already being sold in Lincoln Mercury stores -- the Mercury Mountaineer.
The Mountaineer itself was already just a gussied-up version of the Explorer, and it was hard to explain to customers why the ever-so-slightly-more-gussied-up Aviator was a good value with a price tag $10,000 or more higher.
Industry insiders knew from the start that Ford quickly added the original Aviator to the Lincoln line only as a temporary measure until a crossover could be readied. Ford executives knew as they rolled out the original Aviator that it really wasn't the vehicle that Lincoln Mercury dealers wanted.
That is being fixed now, however, and dealers no doubt will be happy to have a Lincoln SUV that looks like a Lexus. And consumers who prefer to buy "American" probably will feel better choosing the new Aviator over the Lexus RX 330, as long as the quality is there. After all, quality is the hallmark of Lexus vehicles, and the attribute that most automakers would prefer to emulate.
The production version of the 2007 Aviator that Ford showed in the photo last week looks much more like the RX 330 than did the Aviator concept vehicle Ford introduced at last year's Detroit auto show.
But it's very similar to the concept, at any rate, so the production model doesn't really come as a surprise. We've had a good idea of what it would look like for nearly two years now.
No further details of the production model have been released, and they won't be until Ford introduces the car at the Detroit show in early January.
No on-sale date or price has been announced, either, nor have any EPA fuel-economy figures.
The new Aviator is derived from the chassis of the current Mazda6 midsize sedan, which also was the basis for three new Ford vehicles on the market this fall: the Ford Fusion, Mercury Milan and Lincoln Zephyr sedans.
Ford uses a 221-horsepower 3.0-liter V-6 engine in the Fusion, Milan and Zephyr, but it's working on an uplevel engine option for the Zephyr for next year. And it probably would be that engine, or a variation of it, that would be used in the Aviator.
Because Lexus uses a 3.3-liter V-6 with 223 horsepower in the current RX 330, the engine from this year's Fusion, Milan and Zephyr probably would work in the Aviator.
HYUNDAI WILL HAVE MINIVAN FOR U.S. DRIVERS, AFTER ALL: Hyundai has bowed to pressure from its U.S. dealers and decided to carry through with its earlier plans to add a minivan to its mix of models for the North American market.
In August, the South Korean automaker canceled plans to bring a Hyundai-badged version of its Kia Sedona minivan to the United States, saying at the time that it would instead develop a crossover sport wagon-SUV for American consumers.
The company had said just two months earlier that the new minivan, to be called the Entourage, would arrive next spring.
Most recently, the company informed its dealers during a meeting in Las Vegas that the minivan plan had been revived.
Company officials said they were able to make a strong business case for the Entourage, which was canceled in part because Hyundai felt that it would be hard to distinguish it sufficiently from the Sedona.
Dealers have been clamoring for the van because the company has no vehicles in its lineup that will seat more than five people.
The Entourage now is back on track to arrive in the spring and will have seating for up to seven. It will have a different look from the Sedona, with unique front and rear styling, and will come only in a long-wheelbase version.
Hyundai still plans to introduce the crossover sport wagon, which will seat up to six people, probably as a 2008 model. It will be similar in concept to the Chrysler Pacifica.
Meanwhile, Hyundai said last week that it also will bring a stretched version of its popular Santa Fe crossover sport utility to market later this model year, with a third row of seating. It will be able to accommodate up to seven passengers.
That's probably in response to Toyota's impending introduction of the third-generation RAV4 compact SUV, coming late next month as a 2006 model.
That vehicle, whose European version was introduced at the Frankfurt Motor Show in Germany in September, will be nearly 2 feet longer than the current RAV4 and will have an optional third row of seating.
Send your car questions or news of your club events to G. Chambers Williams III, San Antonio Express-News, P.O. Box 2171, San Antonio, TX 78297-2171; telephone (210) 250-3236; e-mail chambers@express-news.net.
-----
To see more of the San Antonio Express-News, or to subscribe to the newspaper, go to http://www.mysanantonio.com.
Copyright (c) 2005, San Antonio Express-News
Distributed by Knight Ridder/Tribune Business News.
For information on republishing this content, contact us at (800) 661-2511 (U.S.), (213) 237-4914 (worldwide), fax (213) 237-6515, or e-mail reprints@krtinfo.com.
F, TM, MZDAF, 7261, HYMTF,
Source: San Antonio Express-News
May New Cars Column: Reports From Around The World
2000 Toyota MR-2 Spyder
The MR-2 Spyder is Toyota's first two-seat roadster, and priced at $23,098, the midengine MR-2 Spyder is the first real alternative to Mazda's Miata. Dimensionally, the Toyota is a bit shorter, a bit lower and a bit wider than a Miata, but its wheelbase is 7 in. longer than the Mazda's. That added wheelbase, not to mention a brick-house chassis and finely tuned suspension, gives the Toyota a far superior highway ride than its rival provides. It also makes the Toyota easier to handle in the turns. Plus the MR-2 is far less demonic when pushed hard, understeering when the Miata gets tail happy. The Toyota is fun to drive with its four-wheel independent suspension, standard four-wheel disc ABS and its aluminum 138-hp 1.8-liter four-cylinder. The car gets up and goes to 60 mph in under 7 seconds. For now, only a five-speed manual is available. Inside, top up or down, there's a surprising amount of leg- and headroom, the seats are comfy, the leather-wrapped steering wheel wouldn't look out of place in an Indycar and the manual top couldn't be simpler to operate. --Scott Oldham
Click to enlarge
2001 Nissan Pathfinder
If you just bought a Nissan Pathfinder, you might not want to read this. However, if you're in the market for an SUV, don't stop here. You may remember that the Pathfinder got a new look, a wider stance, and larger wheels and tires for 2000. Well, for 2001 the SUV's transformation is complete. Now a 250-hp (240-hp with the automatic transmission) 3.5-liter V6 is standard. The result is a two-wheel-drive SUV with a manual transmission that can blast from 0 to 60 mph in a sport sedan-like 7.6 seconds. A four-wheel-drive model with an automatic is about 1 second slower. On the road, all that newfound horsepower, not to mention the 65 more ft.-lb. of torque, transforms the Pathfinder into one of the quickest trucks you can buy. Nissan restyled the dash and console, added an in-dash CD changer, steering wheel audio controls, one-touch up/down windows and a one-touch sunroof. But they didn't touch the price. --S.O.
Click to enlarge
2000 Yamaha V Star 1100 Classic And Custom
Aimed squarely at a market dominated by Milwaukee-built iron, Yamaha is adding a retro-styled cruiser variant to the already successful V Star 1100 introduced last year. Both bikes share the 65-cu.-in. 75 degrees OHV engine, boasting Mikuni carbs, 8.3:1 compression and shaft drive. Modern touches include a digital electronic ignition system and ceramic composite cylinder liners. The Classic sports deeply valanced fenders and a smaller, wider 130/90-16 tire/rim combo to complement the wide bars and low seating position for a true retro style. The V Star 1100 Custom has more contemporary styling, a 100/90-19 tire and a second front disc. The Classic lists for $8099, the Custom for $7899. --Mike Allen
Click to enlarge
2000 BMW Z8
Without a doubt, the new Z8 roadster is BMW's flagship vehicle. Aluminum is the metal of choice throughout the passenger cabin, chassis and body. A new aluminum space frame holds the body rigid on all types of roads, with nary a shiver nor shake in the cowl or windshield. But sports cars are mostly about performance, and in this realm the Z8 proves its muscle. Its 5.0-liter 400-hp V8 and six-speed manual transmission jump the car to 60 mph in 4.5 seconds. Even more impressive behind the wheel is the feeling of control the driver assumes. Seats are molded to hold with comfort--you won't pop a spasm when climbing in or out. Your $128,000 also gets you a GPS navigation system, handsfree phone, four airbags, 10-speaker sound system, run-flat tires, stability control and more. --Jim Dunne
The MR-2 Spyder is Toyota's first two-seat roadster, and priced at $23,098, the midengine MR-2 Spyder is the first real alternative to Mazda's Miata. Dimensionally, the Toyota is a bit shorter, a bit lower and a bit wider than a Miata, but its wheelbase is 7 in. longer than the Mazda's. That added wheelbase, not to mention a brick-house chassis and finely tuned suspension, gives the Toyota a far superior highway ride than its rival provides. It also makes the Toyota easier to handle in the turns. Plus the MR-2 is far less demonic when pushed hard, understeering when the Miata gets tail happy. The Toyota is fun to drive with its four-wheel independent suspension, standard four-wheel disc ABS and its aluminum 138-hp 1.8-liter four-cylinder. The car gets up and goes to 60 mph in under 7 seconds. For now, only a five-speed manual is available. Inside, top up or down, there's a surprising amount of leg- and headroom, the seats are comfy, the leather-wrapped steering wheel wouldn't look out of place in an Indycar and the manual top couldn't be simpler to operate. --Scott Oldham
Click to enlarge
2001 Nissan Pathfinder
If you just bought a Nissan Pathfinder, you might not want to read this. However, if you're in the market for an SUV, don't stop here. You may remember that the Pathfinder got a new look, a wider stance, and larger wheels and tires for 2000. Well, for 2001 the SUV's transformation is complete. Now a 250-hp (240-hp with the automatic transmission) 3.5-liter V6 is standard. The result is a two-wheel-drive SUV with a manual transmission that can blast from 0 to 60 mph in a sport sedan-like 7.6 seconds. A four-wheel-drive model with an automatic is about 1 second slower. On the road, all that newfound horsepower, not to mention the 65 more ft.-lb. of torque, transforms the Pathfinder into one of the quickest trucks you can buy. Nissan restyled the dash and console, added an in-dash CD changer, steering wheel audio controls, one-touch up/down windows and a one-touch sunroof. But they didn't touch the price. --S.O.
Click to enlarge
2000 Yamaha V Star 1100 Classic And Custom
Aimed squarely at a market dominated by Milwaukee-built iron, Yamaha is adding a retro-styled cruiser variant to the already successful V Star 1100 introduced last year. Both bikes share the 65-cu.-in. 75 degrees OHV engine, boasting Mikuni carbs, 8.3:1 compression and shaft drive. Modern touches include a digital electronic ignition system and ceramic composite cylinder liners. The Classic sports deeply valanced fenders and a smaller, wider 130/90-16 tire/rim combo to complement the wide bars and low seating position for a true retro style. The V Star 1100 Custom has more contemporary styling, a 100/90-19 tire and a second front disc. The Classic lists for $8099, the Custom for $7899. --Mike Allen
Click to enlarge
2000 BMW Z8
Without a doubt, the new Z8 roadster is BMW's flagship vehicle. Aluminum is the metal of choice throughout the passenger cabin, chassis and body. A new aluminum space frame holds the body rigid on all types of roads, with nary a shiver nor shake in the cowl or windshield. But sports cars are mostly about performance, and in this realm the Z8 proves its muscle. Its 5.0-liter 400-hp V8 and six-speed manual transmission jump the car to 60 mph in 4.5 seconds. Even more impressive behind the wheel is the feeling of control the driver assumes. Seats are molded to hold with comfort--you won't pop a spasm when climbing in or out. Your $128,000 also gets you a GPS navigation system, handsfree phone, four airbags, 10-speaker sound system, run-flat tires, stability control and more. --Jim Dunne
Make way for today's muscle cars.
I note that General Motors reintroduced the Pontiac GTO with a mite more horsepower and a look that is a bit more muscular. If you own a muscle car, you want everyone to know it.
Ford still can't build Mustangs fast enough to suit all its customers. They're selling right off the haulaways in some places.
Now the Chrysler group plans to get into the muscle car race with a new edition of the Challenger from Dodge.
Let's not forget there is a whole new breed of muscle cars, the 2-liter front-wheel-drive muscle cars that would blow the socks off any of the rear-drive muscle cars from the 1970s. They're almost exclusively from Asia, though not completely because you'll even see the odd Saturn muscle car from time to...
Read the rest of this article with a Free Trial at HighBeam Research.
Ford still can't build Mustangs fast enough to suit all its customers. They're selling right off the haulaways in some places.
Now the Chrysler group plans to get into the muscle car race with a new edition of the Challenger from Dodge.
Let's not forget there is a whole new breed of muscle cars, the 2-liter front-wheel-drive muscle cars that would blow the socks off any of the rear-drive muscle cars from the 1970s. They're almost exclusively from Asia, though not completely because you'll even see the odd Saturn muscle car from time to...
Read the rest of this article with a Free Trial at HighBeam Research.
Beware of Katrina cars.
We all know of the tragedy of Hurricane Katrina, which hit Mississippi and Louisiana. It did billions of dollars in damage.
It also damaged thousands of new and used automobiles at dealerships, as well as privately owned vehicles.
Plenty of cars and trucks have been under water - and that's salt water.
Soon somebody will try to sell those vehicles or trade them as if they were normal cars and trucks without any damage.
A lot of those vehicles will end up at auctions across the nation.
You wouldn't think those vehicles would show up outside the Gulf area, but you can bet they'll be all over the United States in a heartbeat. After all, who would think that Katrina-damaged vehicles would appear in...
Read the rest of this article with a Free Trial at HighBeam Research.
It also damaged thousands of new and used automobiles at dealerships, as well as privately owned vehicles.
Plenty of cars and trucks have been under water - and that's salt water.
Soon somebody will try to sell those vehicles or trade them as if they were normal cars and trucks without any damage.
A lot of those vehicles will end up at auctions across the nation.
You wouldn't think those vehicles would show up outside the Gulf area, but you can bet they'll be all over the United States in a heartbeat. After all, who would think that Katrina-damaged vehicles would appear in...
Read the rest of this article with a Free Trial at HighBeam Research.
Car-Free Vancouver Day
Having grown up skating in Winnipeg with the Green Apple crew, Frank migrated over to Vancouver 10 years ago to session the parks, bomb the hills, and hit the sushi spots. During that time he’s also become a full-time writer and editor who contributes to Concrete Skateboarding and SBC Skateboard magazines. Well, add "Push.ca skate-columnist" to that list.
Ditching The Whip: Car-Free Vancouver Day
Posted On Jun 30 2008, 01:16 PM
Something was different besides the fact that it was Father’s Day and I forgot to call my Dad. With my mind in a very numbed state from the weekend’s celebrations (it had finally become summer in Vancouver at this point in mid-June), I rolled around my ‘hood in cruiser board mode to feel the much missed rays.
Prior to this lazy Sunday, I had received a few emails about “Car-Free Vancouver Day” and sort of shrugged it off as one of those hippy ho-down bohemian Vancouver specials. Even though my mind was closed on this particular day for reasons other than being close-minded, I rolled up and realized that the usually traffic heavy Main Street strip between 12th and 16th was closed down—there was music, thousands of people milling about, and a mini ramp in the middle of the street. I looked up, and the nearby Chevron station had regular unleaded posted at a staggering $1.48 per litre. “Ditching the whip makes sense to me,” I self-mumbled before navigating across the traffic diverted and congested corner of 12th and Main to join the thousands of foot soldiers.
Car-Free Vancouver Day was founded in 2005 by Matt Hern and Carmen Mills, and began solely as the “Commercial Drive Festival.” Attendance quickly grew annually and the success led to it becoming a multi-destination Car-Free festival this year. An estimated 125,000 people attended the 20 simultaneous block parties in Kitsilano, as well as the Commercial Drive, Denman Street and Main Street events throughout the day.
“There were almost too many people at the original Commercial Drive festivals. So Matt [Hern] had the idea of spreading it around the city, with a subversive idea behind it to start closing major streets all over the city,” explains Main Street event organizer, Billy Collins. “We think we’re very progressive in Vancouver, but as far as ‘Car-Free’ goes, we’re way behind the curve. Places like London, New York, Amsterdam, and Copenhagen are way ahead of us in terms of bike and pedestrian priority over cars. In a lot of ways, we have a long way to go in Vancouver.”
The whole premise behind the events is to provide free non-corporate fun for the people on automobile-free streets around the city. The Main Street event went from 4 until 10pm and included two music stages, the ramp, a fire show, and Vancouver-made short films being projected outside at Happy Bats Cinema.
“It’s a hundred percent volunteer driven; it’s a non-profit organization, and all proceeds go back into building the event itself. Part of the fun is going to these festivals and witnessing the different feel each of these neighbourhoods has,” says Collins. “Commercial Drive has a lot of hippies and a very eclectic East end crowd. The character of Main is a lot of hipsters and young families. That’s why this event was really cool because it gives you a sense of place; how you perceive your community and how others perceive it.”
I high-fived my way up to 14th and Main where Sebastian Templer’s 5 foot high by 16 foot wide mini-ramp-for-rent was located, quickly realizing that the only time I ever stand in the middle of this section of Main, and only for a few seconds, is to cross the street to get a coffee at JJ Bean.
“A few months ago, I emailed Michelle [Pezel] at Antisocial with what we were trying to accomplish; she got back to me immediately and said: ‘I’m in.’ She called and mentioned she was bringing a ramp and I think the Mount Pleasant BIA (Business Improvement Association) gave her $200 to pay for costs associated with getting the ramp to the event,” Collins mentions.
Templer later adds, “Without that ramp, it would’ve been a whole different scene there. It was sick to have all the skaters out—a good skate vibe goin’ on.”
On my way home, my mind felt renewed and I looked up at the fluctuating and inflated gas prices again: $1.45 this time. My wallet thanked me for not owning a whip.
From. http://www.push.ca/blogs/franksk/archive/2008/06/30/ditching-the-whip-car-free-vancouver-day.aspx
Ditching The Whip: Car-Free Vancouver Day
Posted On Jun 30 2008, 01:16 PM
Something was different besides the fact that it was Father’s Day and I forgot to call my Dad. With my mind in a very numbed state from the weekend’s celebrations (it had finally become summer in Vancouver at this point in mid-June), I rolled around my ‘hood in cruiser board mode to feel the much missed rays.
Prior to this lazy Sunday, I had received a few emails about “Car-Free Vancouver Day” and sort of shrugged it off as one of those hippy ho-down bohemian Vancouver specials. Even though my mind was closed on this particular day for reasons other than being close-minded, I rolled up and realized that the usually traffic heavy Main Street strip between 12th and 16th was closed down—there was music, thousands of people milling about, and a mini ramp in the middle of the street. I looked up, and the nearby Chevron station had regular unleaded posted at a staggering $1.48 per litre. “Ditching the whip makes sense to me,” I self-mumbled before navigating across the traffic diverted and congested corner of 12th and Main to join the thousands of foot soldiers.
Car-Free Vancouver Day was founded in 2005 by Matt Hern and Carmen Mills, and began solely as the “Commercial Drive Festival.” Attendance quickly grew annually and the success led to it becoming a multi-destination Car-Free festival this year. An estimated 125,000 people attended the 20 simultaneous block parties in Kitsilano, as well as the Commercial Drive, Denman Street and Main Street events throughout the day.
“There were almost too many people at the original Commercial Drive festivals. So Matt [Hern] had the idea of spreading it around the city, with a subversive idea behind it to start closing major streets all over the city,” explains Main Street event organizer, Billy Collins. “We think we’re very progressive in Vancouver, but as far as ‘Car-Free’ goes, we’re way behind the curve. Places like London, New York, Amsterdam, and Copenhagen are way ahead of us in terms of bike and pedestrian priority over cars. In a lot of ways, we have a long way to go in Vancouver.”
The whole premise behind the events is to provide free non-corporate fun for the people on automobile-free streets around the city. The Main Street event went from 4 until 10pm and included two music stages, the ramp, a fire show, and Vancouver-made short films being projected outside at Happy Bats Cinema.
“It’s a hundred percent volunteer driven; it’s a non-profit organization, and all proceeds go back into building the event itself. Part of the fun is going to these festivals and witnessing the different feel each of these neighbourhoods has,” says Collins. “Commercial Drive has a lot of hippies and a very eclectic East end crowd. The character of Main is a lot of hipsters and young families. That’s why this event was really cool because it gives you a sense of place; how you perceive your community and how others perceive it.”
I high-fived my way up to 14th and Main where Sebastian Templer’s 5 foot high by 16 foot wide mini-ramp-for-rent was located, quickly realizing that the only time I ever stand in the middle of this section of Main, and only for a few seconds, is to cross the street to get a coffee at JJ Bean.
“A few months ago, I emailed Michelle [Pezel] at Antisocial with what we were trying to accomplish; she got back to me immediately and said: ‘I’m in.’ She called and mentioned she was bringing a ramp and I think the Mount Pleasant BIA (Business Improvement Association) gave her $200 to pay for costs associated with getting the ramp to the event,” Collins mentions.
Templer later adds, “Without that ramp, it would’ve been a whole different scene there. It was sick to have all the skaters out—a good skate vibe goin’ on.”
On my way home, my mind felt renewed and I looked up at the fluctuating and inflated gas prices again: $1.45 this time. My wallet thanked me for not owning a whip.
From. http://www.push.ca/blogs/franksk/archive/2008/06/30/ditching-the-whip-car-free-vancouver-day.aspx
A Car Free London
I believe that this newly introduced scheme is illegal because (i) it discriminates against that doesn’t have a mobile phone; (ii) the cost of parking is not displayed; (iii) there is no warning of the additional charges that are incurred by having to ring a premium rate number; (iv) you don’t get immediate confirmation of the transaction and therefore you may have left the scene before the charge has been confirmed (if, for example, you jumped on an underground train, you might not discover for some time and a penalty would automatically be incurred). Even if the above are not all illegal, it is extremely badly thought out and the whole scheme is engineered solely for Westminster making even more money, without any consideration being given to members of the public that are not completely at home with electronic communications.
Urgent changes are required!
About this entry
You’re currently reading “Guest Column Maurice Bennett Westminster Telephone Parking,” an entry on A Car Free London
Published:
11.15.07 / 10am
Category:
London, Telephone Parking
From. http://acarfreelondon.org/?p=19
Urgent changes are required!
About this entry
You’re currently reading “Guest Column Maurice Bennett Westminster Telephone Parking,” an entry on A Car Free London
Published:
11.15.07 / 10am
Category:
London, Telephone Parking
From. http://acarfreelondon.org/?p=19
Car-Less Families — a new column on BikePortland.org
Editor’s note: I am excited to introduce Marion Rice (you might remember her from this story back in November). Marion is a mother of two (ages 5 and 2), is married to “the coolest guy ever who bikes as much as he can and is into Xtracycle dating”. She’s full of ideas and tips about how to be a confident and capable carfree mom or dad. She’ll be writing regular stories on everything from exploring family bike options, to cycling with babies and toddlers.
Take it away Marion!…
Marion and her 2 year-old daughter Gleneden on their daily commute down N. Interstate Ave.(Photos © J. Maus)
Last summer I had an awakening; I became a carfree mom. I chose to ride my bike almost everywhere, almost all the time. On average, I ride between 15-20 miles a day Monday through Friday with my two kids (and sometimes four bags of groceries).
Marion’s daughter Gleneden.
One of the main reasons I woke up to biking as a viable way to get around with my family was because I feel it’s safer to be on a bike. With a growing critical mass of cyclists around town, I feel more confident that car drviers are seeing us on the roads and that they’re learning (albeit slowly) how to share the road. In fact, while the number of cyclists has grown, the crash rate has not kept pace, meaning it is actually getting safer to be on a bike in Portland.
And besides that, I just love it!
I never have to waste time looking for parking, my kids see me model a healthy lifestyle, and in turn they are invested in helping do our part to be carbon neutral. My son expects to go to school by bike even in the cold. He dons his “ninja bike stuff”, and my daughter routinely sings “Twinkle Twinkle Little Star” all the way home, entertaining even the most ardent cyclists in the pack at stoplights.
Instead of driving by neighborhoods, we are really in neighborhoods, saying “hi” to our neighbors and noticing interesting things about the place we live in.
In the past year, I’ve met many parents who are on some point of the carfree continuum — some want to be car-free, others are on their way, and other still have already taken the plunge. Wherever you fit in that spectrum, I hope this column gives you great ideas and inspires you and your family to bike more and drive less.
I look forward to sharing my experiences with you, and those of other carfree moms and families, on a regular basis. Upcoming stories include profiles of carfree moms and dads, a rundown of good, family bike options, and much more.
If you have something on your mind, or have specific information you’d like to see covered, drop me a line at marionrice [at] mac [dot] com or just leave a comment below.
See you out there!
From. http://bikeportland.org/2008/04/03/carfree-families-a-new-column-on-bikeportlandorg/
Take it away Marion!…
Marion and her 2 year-old daughter Gleneden on their daily commute down N. Interstate Ave.(Photos © J. Maus)
Last summer I had an awakening; I became a carfree mom. I chose to ride my bike almost everywhere, almost all the time. On average, I ride between 15-20 miles a day Monday through Friday with my two kids (and sometimes four bags of groceries).
Marion’s daughter Gleneden.
One of the main reasons I woke up to biking as a viable way to get around with my family was because I feel it’s safer to be on a bike. With a growing critical mass of cyclists around town, I feel more confident that car drviers are seeing us on the roads and that they’re learning (albeit slowly) how to share the road. In fact, while the number of cyclists has grown, the crash rate has not kept pace, meaning it is actually getting safer to be on a bike in Portland.
And besides that, I just love it!
I never have to waste time looking for parking, my kids see me model a healthy lifestyle, and in turn they are invested in helping do our part to be carbon neutral. My son expects to go to school by bike even in the cold. He dons his “ninja bike stuff”, and my daughter routinely sings “Twinkle Twinkle Little Star” all the way home, entertaining even the most ardent cyclists in the pack at stoplights.
Instead of driving by neighborhoods, we are really in neighborhoods, saying “hi” to our neighbors and noticing interesting things about the place we live in.
In the past year, I’ve met many parents who are on some point of the carfree continuum — some want to be car-free, others are on their way, and other still have already taken the plunge. Wherever you fit in that spectrum, I hope this column gives you great ideas and inspires you and your family to bike more and drive less.
I look forward to sharing my experiences with you, and those of other carfree moms and families, on a regular basis. Upcoming stories include profiles of carfree moms and dads, a rundown of good, family bike options, and much more.
If you have something on your mind, or have specific information you’d like to see covered, drop me a line at marionrice [at] mac [dot] com or just leave a comment below.
See you out there!
From. http://bikeportland.org/2008/04/03/carfree-families-a-new-column-on-bikeportlandorg/
COLUMN: Councillor shares his car-free week experience
New Westminster city councillor Jonathan Cote recently took up a car free challenge issued by the blog City Caucus, which asked Metro Vancouver mayors and councillors to give up their car keys for a week. Cote was one of only a few to take up the challenge.
I started off my car-free challenge by handing over my keys to the acting city manager, Rick Page.
I wasn’t really sure what to expect in the week ahead.
When I had signed up for this challenge in June, I thought I would be working that week.
I am fortunate to live within a 30 minute walk (10-20 minute bike ride) to my regular work and only a 10 minute walk to city hall. So I wasn’t that concerned about being able to complete this challenge. Yet as it turns out, I had this week off, and with two young daughters and many family outings planned, the challenge became that much more difficult.
With New Westminster being the geographical centre of Metro Vancouver, transportation issues are always front and center. As a city, we have one of the highest percentage of transit users, but we also have the distinction of being one of the most congested cities in the region. New Westminster City Council frequently discusses transportation issues and tries to promote alternative forms of transportation such as transit, cycling and walking.
This is one of the main reasons that I felt it was important to sign up for this challenge.
My first real test for the car free challenge came with the opening of the Moody Park Pool—about a 25 minute walk from my house. Nothing too staggering, but with my two daughters Renee (21 months) and Leah (four months) along, I had a few more logistics to plan out. Definitely a trip that I would normally have used a car for. The first thing I noticed was how nice it was to not have to load everything into our sweltering hot car. Yet, we were now faced with the task of walking in that same heat. Luckily my wife is an expert at planning walking trips in the shade. We found some beautiful tree cover on St. Patrick Street which was pleasant. The second thing I noticed was the lack of curb cuts in my neighbourhood. I am sure anyone who has pushed a double stroller on sidewalks without curb cuts knows how annoying this is. Despite this annoyance, we arrived five minutes early for the grand opening of the Moody Park Pool.
After being invited over to the in-laws for dinner, my wife and I thought it might be interesting to compare a car trip vs. transit. We both left the house at the exact same time. I knew right away as she blew by me in the car at 30 km/hour that this would be a tough race for me to win. Once I got onto the SkyTrain though, I knew I was gaining on her. Before leaving I had looked up the route to Surrey on TransLink’s website, a very useful way to plan a trip anywhere on transit. After getting off the SkyTrain at the King George station. Although I had missed my connection, another bus came almost right away. The next major obstacle came when I arrived in Fleetwood. The neighbourhood has a lot relatively new townhouse developments. My issue is that all of these developments seem to only have one entrance/exit. Not a problem if you are traveling by car, but if you are walking, finding a direct route can be almost impossible. I found it very frustrating being able to almost see the complex where my in-laws live and then being forced to walk all the way around a mega block just to get to it. The final result: Car: 26 minutes, Transit: 49 minutes.
Although the transit trip definitely took me longer, I was pleased by the frequency of buses in Surrey on a Sunday night.
Given that I live about a 15 minute walk from a SkyTrain station, heading to downtown Vancouver is a trip that I normally take by transit. Since having kids though, we go downtown far less frequently. So when we got invited to a BBQ in the big city, I thought this would be a great chance to try public transit with the kids. The elevators on the Expo line are a major deterrent for young families to use SkyTrain. After holding our breath, we made it to the platform and began our trip downtown. Renee was fascinated by all the people and the interesting scenery out the window. Definitely more exciting than a boring old car ride. Leah slept through her entire first trip on SkyTrain. On the way home, we took a bus up the hill. I haven’t regularly taken the bus since university and I'd say buses have improved significantly. The at-grade entry was perfect for being able to get the stroller on and off the bus.
One of the most interesting things about this challenge has been how people have reacted to me upon finding out that I would be going car free for a week. Generally everyone has been supportive and interested. Yet I have also been faced with some shock and skepticism.
We had planned to go for lunch with my grandparents at Lonsdale Quay, but when I told my grandma about the challenge, her reaction was that we would have no choice but to reschedule.
As it turns out the SeaBus was one of the highlights on transit for the week, although it was difficult keeping Renee in her seat.
I was also surprised about the genuine concern by some about our personal safety on transit. At no point in the entire week did we ever feel unsafe while traveling on transit, yet there is definitely a perception issue out there.
In sum, living car-free for a week was interesting. Although alternative forms of transportation may not be as convenient, I found our trips much more enjoyable. You experience a street differently if you walk or cycle through it compared to driving. On our walk home from the Moody Park Pool, we made an unplanned stop at the library and took out a couple of books.
These unplanned and spontaneous stops ended up being common on our trips around town. Sometimes I think we are so focused on getting to where we are going that we forget that getting there can be half the fun.
From. http://www.bclocalnews.com/greater_vancouver/newwestminsternewsleader/opinion/52529092.html
I started off my car-free challenge by handing over my keys to the acting city manager, Rick Page.
I wasn’t really sure what to expect in the week ahead.
When I had signed up for this challenge in June, I thought I would be working that week.
I am fortunate to live within a 30 minute walk (10-20 minute bike ride) to my regular work and only a 10 minute walk to city hall. So I wasn’t that concerned about being able to complete this challenge. Yet as it turns out, I had this week off, and with two young daughters and many family outings planned, the challenge became that much more difficult.
With New Westminster being the geographical centre of Metro Vancouver, transportation issues are always front and center. As a city, we have one of the highest percentage of transit users, but we also have the distinction of being one of the most congested cities in the region. New Westminster City Council frequently discusses transportation issues and tries to promote alternative forms of transportation such as transit, cycling and walking.
This is one of the main reasons that I felt it was important to sign up for this challenge.
My first real test for the car free challenge came with the opening of the Moody Park Pool—about a 25 minute walk from my house. Nothing too staggering, but with my two daughters Renee (21 months) and Leah (four months) along, I had a few more logistics to plan out. Definitely a trip that I would normally have used a car for. The first thing I noticed was how nice it was to not have to load everything into our sweltering hot car. Yet, we were now faced with the task of walking in that same heat. Luckily my wife is an expert at planning walking trips in the shade. We found some beautiful tree cover on St. Patrick Street which was pleasant. The second thing I noticed was the lack of curb cuts in my neighbourhood. I am sure anyone who has pushed a double stroller on sidewalks without curb cuts knows how annoying this is. Despite this annoyance, we arrived five minutes early for the grand opening of the Moody Park Pool.
After being invited over to the in-laws for dinner, my wife and I thought it might be interesting to compare a car trip vs. transit. We both left the house at the exact same time. I knew right away as she blew by me in the car at 30 km/hour that this would be a tough race for me to win. Once I got onto the SkyTrain though, I knew I was gaining on her. Before leaving I had looked up the route to Surrey on TransLink’s website, a very useful way to plan a trip anywhere on transit. After getting off the SkyTrain at the King George station. Although I had missed my connection, another bus came almost right away. The next major obstacle came when I arrived in Fleetwood. The neighbourhood has a lot relatively new townhouse developments. My issue is that all of these developments seem to only have one entrance/exit. Not a problem if you are traveling by car, but if you are walking, finding a direct route can be almost impossible. I found it very frustrating being able to almost see the complex where my in-laws live and then being forced to walk all the way around a mega block just to get to it. The final result: Car: 26 minutes, Transit: 49 minutes.
Although the transit trip definitely took me longer, I was pleased by the frequency of buses in Surrey on a Sunday night.
Given that I live about a 15 minute walk from a SkyTrain station, heading to downtown Vancouver is a trip that I normally take by transit. Since having kids though, we go downtown far less frequently. So when we got invited to a BBQ in the big city, I thought this would be a great chance to try public transit with the kids. The elevators on the Expo line are a major deterrent for young families to use SkyTrain. After holding our breath, we made it to the platform and began our trip downtown. Renee was fascinated by all the people and the interesting scenery out the window. Definitely more exciting than a boring old car ride. Leah slept through her entire first trip on SkyTrain. On the way home, we took a bus up the hill. I haven’t regularly taken the bus since university and I'd say buses have improved significantly. The at-grade entry was perfect for being able to get the stroller on and off the bus.
One of the most interesting things about this challenge has been how people have reacted to me upon finding out that I would be going car free for a week. Generally everyone has been supportive and interested. Yet I have also been faced with some shock and skepticism.
We had planned to go for lunch with my grandparents at Lonsdale Quay, but when I told my grandma about the challenge, her reaction was that we would have no choice but to reschedule.
As it turns out the SeaBus was one of the highlights on transit for the week, although it was difficult keeping Renee in her seat.
I was also surprised about the genuine concern by some about our personal safety on transit. At no point in the entire week did we ever feel unsafe while traveling on transit, yet there is definitely a perception issue out there.
In sum, living car-free for a week was interesting. Although alternative forms of transportation may not be as convenient, I found our trips much more enjoyable. You experience a street differently if you walk or cycle through it compared to driving. On our walk home from the Moody Park Pool, we made an unplanned stop at the library and took out a couple of books.
These unplanned and spontaneous stops ended up being common on our trips around town. Sometimes I think we are so focused on getting to where we are going that we forget that getting there can be half the fun.
From. http://www.bclocalnews.com/greater_vancouver/newwestminsternewsleader/opinion/52529092.html
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