Most notable, all new Rams now use a rear coil-spring suspension with trailing arms to locate the live axle, a la Jeep Grand Cherokee and Dodge Durango. This change saves about 40 pounds in weight and allows frame engineers to better control many of the typical harsh ride frequencies and vague handling issues endemic to leaf-sprung pickup trucks. The front end remains similar in architecture, but does use a liberal amount of high-strength steel and aluminum to save another 10 pounds at each corner. All that weight saving came in handy as Dodge has finally created a true Crew Cab model for its Ram. This cab length, which also requires a smaller bed box, allowed Dodge to incorporate two weatherproof, lockable storage bins into the bed’s fender sides. The storage areas are easily accessed from either side of the truck and offer enough room for tools, sports gear, or camping supplies.

All three engines remain the same and oddly offer similar fuel-economy numbers. The V-6 is rated at 215 horse power and 135 pound-feet of torque is standard on two-wheel-drive Regular and Quad Cab models and is rated at 15/20 mpg for the manual and 14/20 mpg for the automatic with a flex-fuel version available for fleet sales. The 4.7 liter V-8 has 310 horsepower and 330 pound feet of torque, is standard in all 4WD models and the Crew Cabs and is rated at 13/19 mpg for 2WD and 13/18 for 4WD. All 4.7 liter V-8s are flex-fuel capable. The new generation 5.7 liter Hemi V-8 has smarter variable valve timing, a two-stage intake and a more aggressive MDS calibration, all of which offers 13 percent more power with four per cent fuel efficiency. The big V-8 is rated at 390 horsepower and 407 pound feet of torque, is standard on all Sport and Laramie models and is EPA rated at 13/19 for 2WD and 13/18 for 4WD models. Its worth noting 89 octane fuel is recommended.

Maybe the most dramatic change to the new Ram is inside the cabin. Dodge interiors have long been at the bottom of the segment; however, material upgrades, design layout, and convenience details are sure to make the new Ram a stronger player. Dash surrounds look more like furniture-grade choice and gauge clusters and backings are well organized and clean. Seating configurations allow for a bucket seat/center console option on upper trim levels, as well as a more work-truck bench-seat option (it has bucket-type 40/20/40 seats) with a traditional column shifter that includes a convenient manual thumb shifter. Storage cubbies and slots abound, including two hidden six-pack floor doors at the rear passenger’s feet in Quad Cab and Crew Cab models.

Ralph Gilles, newly appointed vice president of Design for Chrysler and lead designer on the new Ram, worked with his team for more than two years to make the new truck look modern, yet still appealing to a typically traditional buyer.

The resulting slant-forward, head-tilted look of the new hood and grille gives the impression the truck is leaning toward you, as if it were putting a finger in your chest during an argument. This look, along with the smooth lines, wider wheel arches, and higher window heights (while keeping the bed height reasonable for an average man to reach into the bed) combine to give the new Ram a more sophisticated look, setting itself apart from the other competitors in the field. But does it work? We had the new Regular Cab 2WD R/T for a few days around Southern California, and if the reaction from the guys on the road is any indication, Dodge may have something here.

Our Inferno Red R/T had body-color bumpers with a few light chrome accents. Our test unit weighed only 4779 pounds, which gives it a strong power-to-weight ratio of 12.3 pounds per horsepower. The 4.10:1 axle gears and sticky Goodyear Wrangler HP tires don’t hurt, either. At the track, this translated to 5.7 seconds 0-to-60 mph, and gave us a nice thrill ride around the streets of L.A. Dodge didn’t ignore the stopping tech, either. Although essentially carryover technology from the previous gen, the stopping distance from 60 mph was a respectable 135 feet-10 feet shorter than comparably equipped Tundra. We found it easy to get 19 mpg on the instant computer fuel-economy readout and took note of when the MDS kicked into fuel-saving mode.

The R/T’s concerning abilities are especially impressive. Its figure-eight performance of 28.2 seconds at 0.61 g is among the best of the ilk, topping even the Range Rover Sport. Additionally, when under hard cornering loads, the Ram proved exceptional at absorbing and dissipating harsh inputs, with the coil springs performing far better than the previous leaf sprung setup. We ran with 1000 pounds in the Ram’s bed and aside from small amount of body roll, the truck held its ground. Manufacturer payloads range from 1400 to 1900 pounds with maximum trailer weights ranging from 2950 (V-6) to 9100 (Hemi) pounds. Dodge says it has as many as a dozen different single-stage coil springs that can selected in just about any combination to set at either rear corner to compensate for the varying forces that depend on cab configuration, axle ratios, option packages, wheel and tire choices and many other variables.

New Rams will offer five trim levels- ST, SLT (which will include the popular Lone Star and Big Horn Editions.) Sport (which includes the R/T), TRX-4 Off Road, and topline Laramie- and pricing will be aggressive, starting at $22,170 but moving close to $45,000 with all the options. We’ll have more in the month to come as we pit the new Ram against other new trucks for Motor Trend’s 2009 Truck of the Year.

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Never before has there been such a collection of thoroughly modern, great driving compacts from which to choose. The problem is which one do you choose?

Well, it seems a lot of buyers are choosing the new Focus— and why not? It’s an exceptional small car in a segment that offers levels of sophistication not found on luxury cars just a dozen years ago.

In fact, Focus is one of the main reasons Ford is selling more vehicles in Canada than anyone else. Focus sales in September were up 41% over the same month last year when the compay was selling off its old 2011 models. The new Focus didn’t go on sale here until March 2011, but accounted for 20,993 units by the end of September, more than one third of the 58,289 Ford passenger cars sold to that point in calendar year 2011.

Our tester is the ultimate Focus— a Titanum hatchback. While all trim levels are equipped with air conditioning power front windows, ABS, tilt and telescopic steeting, our test car is packed with everything else, including keyless entry and push button start.

However, our Titanium edition also sports an eye popping MSRP of almost $30,000. Base price for the S sedan is more reasonable. Sure, it’s nice to have optional parking assist and all that other technology, but if you really need a compact car to park itself, you’re in big trouble.

Do Focus buyers really care more about all the hightech features they can add to the car? There certainly are enough for them, from MyTemp to the SYNC-powered MyFord Touch.

To those people, I suppose, a car is just an extension of their wireless worlds. But to some old drivers like me, a car is where you go to get away from it all. I still like to drive with everything turned off so I can hear the rush of the wind- what little of it there is in the Focus— and the rumble of the tires which seems a little loud from the optional 18 inch Michelins.

The only engine offered throughout the Focus line is a 2.0 litre inline four with direct injection and twin independent variable cam timing. A six-speed stick is standard except on Titanium models which get a six-speed automatic with manual mode. Maximum horsepower is 160 at 6,500 rpm, but nowhere does the Focus sales brochure list maximum torque. With automatic, acceleration from 0-100 km/h is in the range of 8.5 seconds- a little quicker than the turbo charged Chevy Cruze.

Focus is nimnle, especially with the sport suspension that comes with the bigger tires and steering feel is good— but quick to the point of being twitchy.

Instrument panel layout is straightforward, although the design is a bit too busy for my taste. Ergonomics also are good, but the chrome surround on the left outband airvent reflects in the side mirror and is a distraction. The edge of the centre armrest partially covers the front cupholders.

Interestingly, the specs say cargo space is the same 374 litres for both sedan and hatchback models.

Either way, it’s a great looking car and comes in a wonderful range of bright exterior colours, including Race Red, Blue Candy and Yellow Blaze— the color of our test car— which costs an extra $300 but just can’t be ignored.

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It won’t matter if you don’t like coupes or you don’t like North American cars in general, or Ford specifically or even if you think sports cars are supposed to have more supposed to have more substance than just raw power. You’re going to be impressed.

Impressed by the Mustang presentation, the legacy and the very car’s persona.

The Mustang is an impressive car.

Just about everybody knows the history of the Mustang and the indelible hoof-print it has left on the annals of automotibe history and even if you’ve never seen the original versin, you get a really good image of if from the present car.

The Mustang doesn’t pretend to be a sports car. Ford tried that in the early 80s and ended up with a Probe. Sports cars are nimble little creatures that can thrill drivers with acceptable power and quick, stable changes in direction.

The Mustang has more than acceptable power, especially in out test GT version, and though it can handle stable changes in direction, it is far more comfortable when it can put down its power while not deviating too far from a staight line. It is too big and bulky to offer any real competition to the likes of a Mazda MX-5 or Mercedes SLK in tight parking lot slaloms, but is will blow the doors off the like of a BMW M3 or Porsche Cayman on the wide pavement of a Motorsport or Road America.

And it will grab attention just as easily on the track as it does burbling down the neighbourhood boulevard, thanks to a sleeker more muscular sculpting for 2010.

Even before you jolt the Mustang to life, it broadcasts it power. The bulging hood reminiscent of a heart beating out of a muscleman’s chest and the broad muscular hauches pumpned for action combined to convey the image of an athlete primed for competition.

The GT for 2010 has become closer to the previous year’s Bullitt version, galloping along on the power 315 ponies. So, when you do fire it up, those ponies awake and ready themselves for stampede. Reigning them in is fairly easy with the standard five-speed manual transmission that offers enough elasticity to get the best sound out of the engine exhaust, without having to jump any jurisdictinal speed fences.

And the mechanical sounds of the Mustang just add to the ambience created by the semi-retro interior. Yes, you’re surrounded by all the technological trappings of the modern car, but by and large it’s presented in a comfortable, homey Mustang fashion. There probably should be some design flexibility with the centre control display to make it more Mustang and less 1990s Mercury Sablee (think Mini and how it Minimizes all switches and controls without losing the technological functionality.)

As with most coupes (even large ones such as the Mustang has become), rear seat room and access are directly tied to front-seat compromise, so smaller occupants will find it better back there than taller ones. And although the trunk is large, access is challenging due to a smaller opening (though Ford has done good job of geting the lid up and out of the way in order to facilitate access), but that’s just part of the style the Mustang mapped out in 1964.

If the pony car is all about style, then there is no doubt that the Mustang, inside and out, is still the king of the pony cars.

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Exterior style aside, one of the things the really defines the new Focus is its interior design and execution. The materials are soft to the touch and the layout is both logical and in the end intuitive.

The key functions sit together at the top of the centre stack along with a small screen displaying the appropriate information. The driver can scroll through the menus and functions using the main controller located within the centre stack or its miniaturized counterpart that sits on the right steering wheel spoke. It looks a little intimidating at first, but it’s easily mastered.

There’s a second controller on the left spoke that looks after the functions housed in a screen that’s neatly integrated within the instrumentation. Among other things, it looks after the warnings and trip computer and it allows the driver to set up the car- including Mykey. This last feature allows the ownder to customize one of the ignition keys- no music without seatbelt use and preset speed warnings, plus it prevents Junior from deactivating the traction control, which puts an end to smoky burnouts. It’s pretty heady stuff.

Move rearward and the hatch is equally well conceived. There is enough rear-seat space to accomodate two in complete comfort and there’s plenty of cargo capacity. The hatch cargo area provides 23.8 cubic feet with the seats upright and 44.8 cu. ft with them folded flat. It also features a tailgate release button and a much needed rear wiper/washer.

Another of the big improvements to the Focus is found in the powertrain. The car arrives with a completely new 2.0 litre, direct injection four cylinder that includes variable valve timing on both the intake and exhaust cams. The net result is 160 horsepower and 146 pound feet of torque.

The delivery of power is both linear and unflustered, which means it arrives without the usual four-banger thrashing and attendant noise. It also gives the Focus the wherewithal to hustle from rest to 100 kilometres an hour in 8.5 seconds.

Power is relayed to the front wheels through one of two available transmissions- a five speed manual or a six speed twin clutch. The tester arrived with the former. While the gate is defines, the shift action is refined and the clutch is suitably light, it pales in comparison with the uplevel twin clutch unit. The latter is a sophisticated piece that does everything well and benefits from its sixth gear. In the end, it makes the Focus feel crisper off the line and it delivers a quieter highway ride. It also brings better fuel economy.

In terms of ride and handling, the Focus walks a very fine line. The suspension is well damped and comfortale without sacrificing the handling characteristics in the least. Likewise, the steering is precise and just the right weight- light at low speed firming as speeds rise.

There are few electrically assisted systems that are as well sorted. More importantly, understeer stays at arm’s length, especially when the Focus is equipped with the optional tires. Push it through a looping on ramp and it handles everthing thrown at it without missing a beat.

Dynamically, the Focus is a remarkably accomplished car. However, there is a caveat- the sedan has a noticeably softer feel than does the hatch, so it tends to feel a little less sporty. A big part of the handling equation is the inclusion of torque vectoring along with the usual electronic stability control systmen. When the torque vectoring system senses understeer, it dabs the inside front brake, which tricks the differential into sending more power to the outside front wheel. This action physically turns the car into the corner.

At the same time, the stability control systen dabs the inside rear wheel, which, again, turns the car in. Rather than operating as two separate systems, the two work hand-in-glove to push under steer far enough out that it really is non-issue.

The Focus is a very well-conceived ride that has been equally well-executed. It has a solid chassis, tight handling, a sweet powertrain and a cabin that is a step above the entry level norm.

So what’s the hitch? It’s the pricing structure, especially for those shopping the lower trim levels such as the SE tested area. Bluetooth? Extra. Heated seats? Extra. Block heater? Extra. And if you want rear floor mats, pony up another $10.

Throw in the tester’s sort package, power sunroof, 17 inch alloy wheels, Sirius satellite radio, metallic paint and you’re staring down the barrel of a $30,000 car after the government takes its chunk.

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Moreover, it quickly became apparent that this engine was really an eight-cylinder whose pistons had been “welded” in pairs to meet, the rule prohibiting more than four cylinders in the 500cc class. In fact, the pistons and bores had a cross section like a rectangle with semicircular ends. This ploy allowed the engine to run at over 20,000 rpm, producing a power output equivalent to that of a two-stroke.

And that wasn’t the only original feature of the machine: its 16 inch wheels were something new at the time, as was its front radiators with external springs and its lateral radiators- which even as late as 1992 had not been adopted by others makers. Nothing like its streamlined light-alloy monocoque exoskeletal frame has been seen since. Despite all Honda’s efforts, the career of the NR was a fiasco, which led the company to create the NS, a two-stroke three cylinder that Spencer rode to the world title in 983. Nicknamed “Never Ready,” the NR continued as a test vehicle long after its racing days were over.

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One of the most notable feature of all new Rams now is the rear coil-spring suspension with trailing arms to locate the live axle. This change saves about 40 pounds in weight and allows frame engineers to better control many of the typical harsh ride frequencies and vague handling issues endemic to leaf-sprung pickup trucks.

The three engines stay the same and oddly offer similar fuel-economy numbers.

• The V-6 is rated at 215 horse power and 135 pound-feet of torque and is rated at 15/20 mpg for the manual and 14/20 mpg for the automatic with a flex-fuel version available for fleet sales.
• The 4.7 liter V-8 has 310 horsepower and 330 pound feet of torque and is rated at 13/19 mpg for 2WD and 13/18 for 4WD. All 4.7 liter V-8s are flex-fuel capable.
• The new generation 5.7 liter Hemi V-8 has smarter variable valve timing, a two-stage intake and a more aggressive MDS calibration, all of which offers 13 percent more power with four per cent fuel efficiency.

Maybe the most striking features of the new Ram are inside the cabin.The base ST cloth bench seats, as well as the top-grade Laramie leather buckets, have a sportier, well-supported character, with firmer seat bolsters in all the seatback and seat-bottom choices. Seating configurations allow for a bucket seat/center console option on upper trim levels, as well as a more work-truck bench-seat option (it has bucket-type 40/20/40 seats) with a traditional column shifter that includes a convenient manual thumb shifter. Storage cubbies and slots abound, including two hidden six-pack floor doors at the rear passenger’s feet in Quad Cab and Crew Cab models.

Still, outside is where many will feel the new Ram takes its most significant risk.  Now the Ram has a more polished and styled appearance, more balance between front and rear wheels (with none of that “butt in the air” look). Ralph Gilles, newly appointed vice president of Design for Chrysler and lead designer on the new Ram, worked with his team for more than two years to make the new truck look modern, yet still appealing to a typically traditional buyer.

The Dodge Ram  R/T’s cornering abilities are especially impressive. Its figure-eight performance of 28.2 seconds at 0.61 g is among the best of this ilk, topping even the Range Rover Sport (no doubt a result of the new rear suspension and big motor). Manufacturer payloads range from 1400 to 1900 pounds, with maximum trailer weights ranging from 2950 (V-6) to 9100 (Hemi) pounds. Dodge says it has as many as a dozen different single-stage coil springs that can be selected in just about any combination to set at either rear corner to compensate for the varying forces that depend on cab configuration, axle ratios, option packages, wheel and tire choices, and many other variables.

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Turner’s first new model for the revived company was the 500cc Speed Twin. Triumph planned to build a 350cc version for the British Army during World War II and the first batch of 50 was actually on the production line when Triumph’s factory was destroyed by German bombing in the 1940 blitz on Coventry. When production was resumed in a new factory at Meriden in 1942, the simpler 350cc single 3HW was built for the army.

But alongside the 3HW, Triumph built the AAPP (Airborne Auxiliary Power Plant), a lightweight version of the 500cc vertical twin intended to recharge the batteries of Royal Air Force bombers in flight. Its head and cylinder were cast in silicon-aluminum alloy. After the war, the Silumin engine was used on sports Triumphs, including the all-around competitions machines, the TR5 Trophy.

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In one last desperate effort, the leading British makers attempted to reestablish themselves, particularly in what had been their leading export market, the United States. One of the most spectacular ventures in this field by the Triumph-BSA group was the 1972 Hurricane. Starting with three-cylinder Triumph launched in 1968, the well-known American designer Craig Vetter proved remarkably successful in combining contemporary American styling with muscular British machinery.

The naked engine kept no secrets, with three separate exhaust systems on the right of the machine giving the Hurricane a fabulous sporting appearance. It’s said that its makers banned photos of the left side of the Hurricane, devoid of exhaust pipes, from being published. The tiny teardrop-shaped tank and the lengthened front forks placed the Hurricane firmly among the ranks of the then-fashionable choppers. Produced in limited numbers, the Triumph Hurricane is today highly collectible.

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Like the mythological Phoenix, one of the great English marques has risen from the ashes. Triumph, which built its first two-wheelers in 1902, went down with the parent BSA group in 1972 and was taken over by a government-backed workers’ cooperative that, unfortunately, ran out of money at the start of the Eighties.

But the British are proud of their traditions, and in 1983 John Bloor bought the rights to the Triumph name and made massive investments in new production facilities. It took seven years for the venture to bear fruit- a six model range was unveiled in 1990.

It is difficult to launch a marque with a single model (providing enough spare parts demands a colossal investment). Triumph has solved this problem with a very high level of standardization and with the modular design of its range. The range of power units includes 750cc and 900cc three-cylinder engines and 1000cc and 1200cc fours, with common crankcases. All the cylinders have the same bore; only the stroke is altered. The same principal is used for the cycle parts, tanks and trim panels. In addition to the unadorned Trident three-cylinder 750 and 900, Triumph offers the sports Daytona 750/3 and 1000/4 and the touring Trophy 900/3 and 1200/4.

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The family of off-road bikes is a large one, where each branch is based on a very different philosophy. There are bikes suitable for use off- and on-road, trail bikes, trials bikes, enduros, scramblers, and motocross machines.

Motocross has been called “mechanized steeple chasing.” It’s a more sophisticated form of the British sport of scrambling and is basically a speed trial held over a closed course. More recently, a spectacular variant called “Indoor Cross” has been developed, run on arena circuits.

The United States has long been part of the world of motocross scene. The 1990 champion, Donny Schmit, was an American, riding a Suzuki 125 RM. For 1991, the production 125 RM was improved on the lines of the 1990 “works” bikes. It now falls into the class of bike that is regarded as being the most consistent, with single-disc brakes front and rear, an incredibly powerful engine and a remarkably flexible and forgiving suspension- a must for motocross. The wheels are more than 12 inches of free movement a remarkable figure when you consider that a road going 125 will have about 4 inches of wheel travel! The RM Suzuki was once again the world champion’s ride in 1991, though this time the honors went to France’s remarkable 19-year-old rider Yves Demaria.

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• Should We Use Gift Cards on Everyday Items? Around this time of year, almost everyone gets a gift card or two. Sometimes it's to stores we don't visit and sometimes it's to places we love and would shop at anyway. Let's say you...
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• Weight Tracking (Last Attempt) Total Weight Lost: 58lbs Here is my weight tracking page... It will evolve as I get more accustomed to my new lifestyle, but for starters if you want to know about the Jumpstart Medicine weight...
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• 2010 Ford Shelby GT500 [The following is a guest post from Sean Cundal who writes many blog posts for the automotive industry.] At a MSRP $46,725, the 2010 Ford Shelby GT500 is available as a 2 door coupe and...