Used car ratings ford focus,check young thug remix,history of carnival in trinidad - Step 3

Cars like the RS are usually bought by people with a tendency to use the performance, often to its full extent.
NEW - Ford has always used performance as a selling tool, well, that is except for a few periods where it appeared to be trying to re-invent itself. So it was rather comforting to see the company launch the Focus RS, a genuine no-holds-barred performance version of the Focus in 2010. It wasn't cheap, but it could justify its lofty $59,990 price tag by its genuine claims of being able to compete with the likes of the VW Golf GTi and Subaru WRX STi, the benchmarks in the go-fast class. Ford said the RS was all about overt performance and it wasn't kidding. One look at it, with its vibrant colours, pumped guards filled with massive 19-inch alloy wheels, plunging front spoiler and twin-plane rear wing was enough to tell you it meant business.
A six-speed manual backed the engine, no autos here folks, and it fed a special Quaife limited-slip differential at the front. The suspension was tweaked to eliminate torque-steer, something that can ruin high-powered front-wheel drive cars, and it worked a treat. Huge alloy wheels and specially developed low-profile tyres, sharper steering and big brakes all chipped in to help the RS perform. Inside, it was suitably sporty with sports seats, a chunky steering wheel, short-throw shifter, alloy pedals and extra dials. Backing all of that up was a comprehensive array of safety systems, from ABS braking to ESP stability control and a full complement of airbags.
With only 315 RS models imported there aren't a lot around to choose from, nevertheless it's important to shop around and do your homework before plunging in. Cars like the RS are usually bought by people with a tendency to use the performance, often to its full extent, and sometimes on the track.
It can be hard to resist a race when you drive a hot looking and performing car like the RS, and many owners are willing to put them to the test when the chance comes up. With that in mind it's important to thoroughly check any car under consideration for purchase before handing over any cash. Look for any sign of hard use, from bumps and scrapes on the bodywork and wheels, wear on tyres and brakes, clutch wear, and certainly any modifications that might have been made. Modifications can present issues down the track because engines, clutches, gearboxes, brakes and suspensions are put under extra pressure they're not designed for. Servicing is critical with any car, but it's more critical with a performance car, especially one with a turbocharged engine like the RS.
MITSUBISHI LANCER EVO - 2010-2011 The EVO was an all-out go-fast machine with scintillating performance, enormous grip from its adjustable all-wheel system. SUBARU IMPREZA STI - 2010-2011 With its hard-charging turbo engine, ultra-sharp handling and driver-adjustable all-wheel drive system; the STI is a pure driver's car.
VW GOLF GTI - 2010-2011 The hot hatch benchmark continues to deliver great chassis dynamics, punchy performance, and driver involvement. Larger, more stylish, and more refined, the MA Mondeo was a much more appealing car than its predecessor. The first Mondeo was well regarded in Europe, but failed miserably here when it got lost in the turmoil that was Ford Australia in the wake of the tumultuous AU launch. But being larger, more stylish, and more refined, the MA Mondeo was quite a different and much more appealing car than its dismal predecessor. While the previous model was highly regarded for its on-road dynamics its looks were bland, but the new model corrected that deficiency with striking new styling to go with the rewarding drive. The base four-cylinder engine delivered respectable performance, but perhaps more importantly it boasted respectable fuel economy. The cabin was cavernous and the interior layout both practical and stylish; the switches and gauges were well placed and user-friendly, and the seats were comfortable and supportive. There is nothing to suggest the Mondeo is afflicted with any serious issues, the reports from the trade say it is a reliable and generally robust car. With seven airbags and electronic stability control in addition to the now expected ABS brakes and brake assist the Mondeo was well equipped to handle a crash. The minimum fuel requirement for the base four-cylinder engine is 91-  octane, but the hot five-cylinder turbo requires at least 95-octane. Honda Accord 07-09: One of the class benchmarks, the smart looking Accord is a rewarding drive with heaps of features, punchy engine, precise handling and supple ride.
Toyota Camry 07-09: Not very exciting, but the ever-reliable Camry is roomy, comfortable with good boot space and respectable fuel economy.
With minimal marketing it failed to excite the market, so there was plenty riding on the new model that arrived in 2005.
Ford was so focused on getting the BA Falcon to market it pushed the first Focus into the background. The lack of backing for the first Focus was a sign Ford was throwing everything at the locally produced Falcon at the expense of all else at a time the market was beginning to tune in to smaller cars. Cars like the Focus provided evidence that you didn't have to give up too much if you chose to downsize.
Sure, they were a little more squeezy if you tried to shoehorn your kids into the back seat, but, hey, they probably had their own cars and weren't interested in traveling with mom and dad anyway. On the upside this new generation of compact cars came with all of the features once reserved for full-sized models, they were refined, safe, and didn't break the bank when you pulled up at the pump. The arrival of European-sourced models like the Focus not only added some attractive new cars to the mix; they put the pressure on the Japanese, and Koreans, to lift their game as well.
One of their demands was that the cars had to be stylish, they shouldn't look downtrodden, and the Europeans were the style leaders.
It came in two body styles, a four-door sedan and a five-door hatch, so it covered the needs of buyers young and old. The range kicked off with the CL, which came with standard air and dual front airbags, but not antilock brakes.
Next in line was the LX, which did have antilock brakes as well as alloy wheels, side airbags and a host more gear. All models but the Ghia came standard with a five-speed manual, and had an option of a four-speed auto.
The handling was always a positive with the Focus and the new model didn't disappoint, although it appeared to be more tuned to the needs of a family than before.  On the road it was a pleasant driver, with a responsive engine and composed chassis.
Pay $8500-$12,500 for a CL, $10,000-$14,000 for an LX, $12,000-  $16,000 for a Zetec, and $12,500-$17,000 for a Ghia.
The Focus is generally appearing to be standing up quite well and owners are reporting few problems.  Those problems that are reported are of an individual nature rather than widespread.
Being a European car you can expect to be servicing the brakes more often than you're used to with cars from other parts of the world. Check for a service record, particularly on earlier cars to make they haven't been neglected.


Also check the operation of the auto, making sure it selects gears cleanly and without hesitation.  Make the usual checks for evidence of crash repairs, particularly any that have been poorly done.
The CL and LX had dual front airbags, but the Ghia and Zetec had the added protection of side airbags as well.  All models except the CL had the vital safety feature of ABS brakes, you had to sign up for an option to have them on the CL until 2008 when they became standard. Ron Bunn downsized from a Falcon to a Focus LX sedan five years ago and says it has excellent and satisfied his every need. The Mondeo’s arrival was heralded as a sign of things to come as Ford signed up for the company’s world-wide car program but like many models the company’s local arm has introduced here in recent times it fizzled rather than flew. It wasn’t a bad car, it was highly regarded in its European home territory, and was warmly praised by local road testers, but the Mondeo just didn’t get off the ground. Ford’s plan for the Mondeo, a replacement for the popular Telstar, was to tackle the mid-sized heavyweights, the four-cylinder Magna and Camry, but it was a new nameplate to a market comfortable with the rival badges and not willing to switch brands without good reason. Ford unveiled a range of four models and three body styles when it lifted the wraps on the car it dubbed “the affordable European”.
Ford hoped the Mondeo’s European chassis dynamics would prove to be the thing that swayed mid-sized car buyers to switch from the Japanese cars they were buying. It was a delight to drive on a winding road where the chassis balance and response could be fully appreciated.
Four-wheel disc brakes provided powerful stopping performance, and there was the option of ABS if you wanted added stopping safety. The LX sedan and wagon opened the bidding with wheel trims, colour-coded bumpers, velour trim, central locking, power steering, power mirrors, adjustable steering column, and a driver’s airbag. Add to that air-conditioning, upgraded trim, power windows and intermittent wipers, and you had a GLX sedan or hatch.
A restyled model brought a bright new look in 1996 along with an array of new standard features.
Air-conditioning became standard across the range, while the GLX got standard cruise control, power driver’s seat, and remote locking. Ford also retuned the 2.0-litre engine to extract more form the mid-range to make it more drivable for the average motorist who wasn’t interested in revving it into the next world to realise its performance. Another minor upgrade followed in 1999, before the final fling in 2000 that brought a new look, new model line-up, and a hot new sports sedan. Gone were the LX and GLX badges, in their place came the new Verona and Ghia nameplates respectively.
The ST24 came with sports suspension, a 125 kW 2.5-litre V6, five-speed manual gearbox and an aggressive body kit. The HE Verona sedan is priced at $14,500, the Ghia hatch at $16,500, and the hot ST24 at $18,000. With odos averaging close to 100,000 km the Mondeo motor is due for a cam belt change so carefully check for a service record to see that it has been changed when due. You can also expect to replace disc brake rotors at around the same distance if they haven’t already been replaced. Some owners are reporting problems with the auto trans at 100,000-plus km, which can mean a $2500 rebuild. Look for minor bumps and scrapes, particularly poorly repaired and painted bumpers, which are prone the damage. A nicely balanced chassis with four wheel disc brakes means good crash avoidance, and a driver’s airbag is standard if you can’t avoid the impact. Ken Dickson is the happy owner of a 1995 LX auto that has been trouble free over 82,000 km.
Forgettable styling means Mondeo has been forgotten, but with good chassis, brakes and steering, it’s worth a look.
The Fairlane is no longer at the top of the luxury car pile, but the nameplate that once defined local prestige motoring is still a revered one with many local prestige buyers.
In the years that have passed the Fairlane has lost much of its lustre, having been swamped by imported models seen to offer more prestige than the Falcon-bred Ford, but it still has a special place in the local market. The Fairlane concept as we know it today was introduced in 1967 with the launch of the first locally designed model. It was simple in that it was spun off the Falcon making use of the same mechanical package and much of the front-end sheet metal, but with the wheelbase and boot lengthened to create a larger sedan with heaps of rear legroom and a cavernous boot. The brilliance was that for such a small change Ford could offer a desirable model for those who wanted to step up from the Falcon. If the AU was canned for its perceived ugliness, the Fairlane was a much better looking car.
If the front was little changed the rear of the Fairlane was completely changed from its smaller sibling, and much the better for it. Inside there was the usual rear legroom associated with the Fairlane, the boot was enormous, and it boasted every feature Ford offered on its option list. Underneath the extended skin the Fairlane had independent suspension both front and rear, the double wishbone rear set-up a marked improvement over the compromise set-up under Holden’s Statesman. Inside the Ghia had standard leather trim, six-way power driver’s seat, air-conditioning, dual front airbags and a premium sound system with CD player.
Ford released the AUII upgrade in 2000 with a laminated firewall and hydraulic engine mounts for a quieter ride and improved brakes. Although Ford sold the Fairlane with a choice of six cylinder and V8 motors it is the V8 that is most prized by those who aspire to own the big Ford. A 1999-2000 six-cylinder AU can be bought for $15,000 to $18,000, a 2000-2002 AUII update can be had for an additional $5000. The more desirable V8 AU can be bought for $16,000 to $19,000, add $5000 to step up to the AUII update.
Continuous development over many years has seen the Falcon and Fairlane evolve into sturdy cars that generally don’t have a lot of faults, at least major ones. Mechanics report few problems with the AU, there doesn’t appear to be the same issue with cylinder head gasket failure as there was in earlier models. Brake wear is a problem with the Falcon and Fairlane, look for regular pad changes and disc machining. Build quality has been a lingering problem with the Falcon and Fairlane over the years, and Ford made a serious attempt to put those problems behind it with the BA.


With today’s fuel price concerns it should be remembered that the Fairlane is a large lump of a car, weighing almost 1700 kg so it will consume fuel at a high rate. Competent suspension design along with four-wheel discs, standard ABS and traction control give the AU Fairlane the dynamics to avoid a collision in the first place, but should the situation get to the point a crash is not avoidable the Fairlane’s strong body and dual front airbags come into play. If you value cars on a metal for money basis there’s lots of value in the Fairlane, but expect to pay for it at the pump.
Over the years the RS badge has been a major part of the company's go-fast image, only the RS500 has topped it. With that in mind check the service record of your potential purchase, and if it's been done by anyone but a Ford dealer check their bona fides so you have confidence in what has been done.
It faded from the market as fast as it appeared, and it wasn't missed, so with that humbling background the new Mondeo arrived without too much expectation of doing anything special. It offered sedan and hatch body styles, a wide choice of models, and a range of engines including a decent diesel and a hot turbocharged five. It was a front-driver, but plenty of work had gone into making it sharp and responsive and the result was excellent ride and well-balanced and nimble handling. For even more economy there was the option of a turbo diesel engine that had heaps of torque for a more flexible driving experience, while the five-cylinder turbo provided all the punch sporty types needed for a thrilling ride. The base LX boasted air, power front windows and mirrors, and CD sound; the Zetec had alloy wheels, parking radar, cruise, dual-zone air, six-stack CD sound, auto wipers and power driver's seat.
Those who failed to see the Focus missed out on a good car, one that deserved more attention than it was given. No longer could they get away with building conservative, boring cars, buyers in the segment now wanted more. It peaked at 107 kW at 6000 revs and 185 Nm at 4500 revs, which was quite competitive for the class. The Ghia came standard with the auto.  The suspension was independent all round, with Macpherson Struts at the front and Ford's 'Control Blade' system at the rear.
It is comfortable, pleasant to drive, handles well and has good performance, it is easy to get into for older owners, has a good-sized boot, and there have been no problems in the 100,000 km it has done to date. Even when its masters finally put it down it was still relatively unknown by the car buying public at large. With 97 kW at 6000 revs and 175 Nm at 4500 revs, the fuel injected Zetec four was relatively smooth and quiet, and a willing revver if you were prepared to bury the right foot in the cut-pile. While the manual ’box was well geared the shift was stiff and awkward, but improved when the shift was changed to a cable type in 1996. It wasn’t enough, but it has to be said that the Mondeo rode, steered, braked and handled well. The Ghia had alloys, plush velour trim, woodgrain, trip computer, traction control, dual front and side airbags. It had 120,000 km on the clock, had been serviced regularly and the cam timing belt had been changed at 100,000 as per service book. He rates the road holding terrific, the brakes great, the auto smooth and quiet, and the air-con perfect. When Ford first introduced the Fairlane back in 1959 it stood out like a shining beacon of luxury in a market starved of prestige models.
The down in the mouth front of the Falcon was much the same in the Fairlane, but with a neat styling makeover it took on a classier look. In standard form it was rated to tow 1600 kg, but could be fitted with a towing pack that pushed that up to 2300 kg. A design revision on AU has cleaned up the problem pretty well, although further improvements to the head gasket in the BA would tend to suggest that Ford didn’t think the problems were completely solved in AU. That doesn’t matter to anyone with an earlier AU and the problems that seem to pop up with the AU are more than likely due to production problems than basic design flaws.
Apart from a leaking power steering high pressure line and pump he says it has been good reliable transport. The XR5 got larger alloy wheels, a sporty body kit, heated front seats, keyless entry, and push-button start. As with all European cars expect a relatively high rate of wear on brakes, both pads and rotors, and tyres compared to cars coming from Asia. Shifting to a smaller car no longer signaled that you'd hit hard times; by 2005 it was beginning to be seen as a smart move.
On the downside Ron says the road noise is high and twice he's had to call in help to get it re-started.
Ian says the seats are firm but comfortable, great for long trips, the headlights are fine on low beam, but hopeless of high beam.
He says the engine is responsive, it handles like a dream, is economical, and there is no visible rust. It is still taut in the suspension and steering and has only required minimal repairs, including brake pads and tyres at 50,000 km. He adds that the Fairlane may not be as refined as the Statesman equivalent, but it makes up for it with better on road dynamics largely due to its more sophisticated and robust suspension componentry.
It handles well, the performance is adequate, the engine is noisy, but the auto gearbox is clunky and thumps into gear. In six-cylinder guise he says it out-points both V6 engine options in the Statesman offering greater refinement and just as much power as the supercharged unit. The Fairlane, especially the AU II models with better brakes, is underrated which makes it excellent value.
The looks may not appeal to everyone, but he reckons they look great lowered with a nice set of mags off an XR6, XR8 or T series car.
He chose this model because on paper the driveline and suspension set-up is superior to that of the Holden equivalents.



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