Discount Tire Warehouse

There are many Discount Tire Warehouse Locations across the country. At one time the best Discount Tire locations were geographically closest to the car manufacturing plants of the Big Three, Ford, Chrysler, Chevrolet in Michigan. Boy, how times have changed! Whether you are looking for a set of winter tires for the beat up pick-up you have or buy a nice new set of rubber for your new BMW, there are versatile, Discount Tire locations, which you can help with your individual needs tires.

I want you aware of the three types of Discount Tire locations for the general population in the United States. The first of the Discount Tire location is the local retailer. This is usually a small shop, which may or may not have an active and comprehensive website, and is usually only a relatively small geographic area achieved for its customers.

They usually have a place with local employees and a tire manufacturer, they once again for all their tires they sell to the public. This kind of situation, Discount Tire can always get a whole lot, but only in one or two tires of the brand that they sell to support their ability to develop a broader customer base boundaries.

Discount Tire will be located in all sizes and the second situation we are discussing, Discount Tire, the regional/franchise store model. Companies like Goodyear and Firestone are examples of this type of Discount Tire Warehouse Locations. Again, this type of store sells only one brand of tires, but by the volume of business they and their brand recognition, they can often give very competitive price on a quality tire for your vehicle. In addition, this type of Discount Tire’s locations also offer to do automotive repairs such as brakes, shock absorbers and struts and exhaust. This allows them often, a customer in the door that would not normally think of buying tires at this moment, however, because their vehicle is already in the workshop will always be other repairs, decides to fight on a fresh new tires for her car.

The third and final Discount Tire locations can be found throughout the country are seen mainly web-based. Often these places have only a huge hall with large inventories and few, if any brick and mortar shops for customers to go in. There are a few secrets remain how successful this type of Discount Tire locations. The first is that they are marketing geniuses. You have a great webmaster for their web sites, with a large sales force and excellent customer service via phone and e-mail. The second mystery of how this kind of Discount Tire locations offer have had great success in its lack of restriction in their products that support them. They sell as many brands as they want and they often sell them in circulation, inclusive. This Discount Tire locations often sell well to wheel and tire packages and other accessories in order to increase their profit margin.

The have a significant negative impact on web-based Discount Tire locations that lack a brick and mortar store is that if the buyer receives the tires on the sender, they still have a brick and mortar retailers to go the tires mounted affixed to the vehicle. This is often not by the buyer when they are purchasing makes thinking and thus makes the lower price of these tires in Web-based store sells in a position to look more attractive.
Source: Discount Tire Warehouse

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Portable GPS Unit vs In Dash GPS

"Technology has improved each and every sector in the world today. For those who have cars there are many navigation programs that help you to identify the right path while using GPS devices. You may decide to have an in dash GPS or even buy a portable unit. The bmw navigation system has gradually been improved which makes it extremely powerful in provision of directions. However, exactly what has benefit accrues some disadvantages too which may be damaging. It is therefore important to make sure that you're fully aware of all of the benefits and drawbacks associated with a navigation system that you choose.

The dynavin e46 is among the common navigation units that are installed in BMW cars. Many people argue that in dash GPS is better than the portable GPS unit. It is advisable to take a look at all of them critically to be able to establish which suits your needs well. Some of the main disadvantages which are associated in using the portable GPS unit include:
-They can be easily dropped or slip in the hand thus damaging them.
-Many of them is determined by their life of the battery which limits the usage. This can be quite dangerous since the battery can run out when you are stranded.
-You need to keep updating the maps in order to have the correct information.
-They fully rely on satellite systems. In the event that you're in a place where the satellite signals aren't so as, they can't be of any use.

Because the portable GPS unit has these cons, it also has some benefits that include;
-They are portable which makes them convenient to carry.
-Simple to update via the internet.
-They've features that provide alternative directions in the event that the original route isn't passable.
-The directions and coordinates which can be found are simple to follow.

You ought to look at their needs before deciding the very best Bmw navigation unit that they should use. The in dash system such as the dynavin e46 seems to work with many people who want to find directions when driving only. We can hardly operate without This stuff since the places we leave keep changing, new buildings come up and also some service providers relocate to other locations. You will have to look at your needs and when they aren't limited to the car, you should consider the portable system since you can use it anywhere even within buildings or in parking lots to find in which you parked your vehicle. If funds allow, you could have one installed in your vehicle and you will get another one that you can move around with easily."

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BMW 5 Series 530 ActiveHybrid

What is it?
BMW may have elected not to produce its first two petrol electric hybrid models, the Active Hybrid 7 and X6 Active Hybrid, in right-hand-drive form, but the firm has finally given British car buyers a reason to look beyond its traditional petrol and diesel-powered models with the new Active Hybrid 5, placing its steering wheel on the correct side.

When it arrives here later this month, the petrol electric Active Hybrid 5 will be priced £7920 above the highly rated 535i at £46,860 – a hefty premium, if would seem, given its moderate increase in performance, even if it is offset by improved levels of fuel economy.

The higher price also gets you greater standard equipment says BMW. Still, it remains to be seen whether the new petrol-electric hybrid, which will eventually count the upcoming Audi A6 Hybrid and Mercedes-Benz E400 Hybrid among its rivals, retains its value as well as its petrol engine sibling.

At the heart of the new car is BMW’s familiar turbocharged 3.0-litre straight six petrol engine, producing 302bhp and 295lb ft. It is supported by a brushless electric motor mounted in forward section of the new car’s standard eight-speed automatic gearbox and endowed with a nominal 54bhp and 155lb ft. Together, the combustion engine and electric motor provide a combined 335bhp and 332lb ft – some 33bhp and 37lb ft more than the 535i.

Energy for the electric motor is supplied by a 1.35kWh lithium ion battery produced in-house at BMW from cells purchased from US supplier A123. The 1.35kWh pack is mounted within the floor of the boot, robbing some 165 litres of nominal luggage capacity.

What’s it like?
Being a full hybrid, the Active Hybrid 5 is capable of travelling for almost 2.5 miles at speeds up to 37mph on electric power alone – albeit only on relatively flat roads and with light throttle loads only. At the slightest hint of an incline or a sharp movement of your right foot, the petrol engine kicks in to boost performance.

The whole process is achieved with reassuring smoothness and efficiency, and can even be linked to the topography feature of the Active Hybrid 5’s optional navigation system to see it provide even greater benefits, such as at the end of programmed journeys where, if the conditions permit, it automatically switches into electric mode for the final mile or so providing there is sufficient battery charge.

But while highly proficient around town, it is out on the open road where the Active Hybrid 5 really shines. Solid straight line stability, urgent in gear qualities, low levels of wind noise and excellent driveline refinement make it a consummate cruiser on the motorway.

Despite the added weight, the increased reserves ensure performance remains strong and the handling is also terrifically entertaining – something that in our experience is not always a given with hybrids. We’ve driven quite a few petrol-electric powered cars in recent years, but I can’t recall one that feels quite as well sorted and nearly as agile as this new BMW.

There’s an inherent balance and fluidity to the chassis that makes the Active Hybrid 5 a real joy to push over challenging roads. The ride is typically firm but there’s plenty of spring travel and tyre roar is exceptionally well suppressed even on extremely course surfaces – providing the Active Hybrid 5 with tremendous long-distance qualities.

Should I buy one?
The Active Hybrid 5 offers improved economy over the 535i. With a combined average of 44.1mpg, it improves on its petrol engine sibling by over 10mpg, extending its range to a theoretical 650 miles. Whether it’s enough to warrant the £7920 premium is largely dependent on your priorities, and that’s before you even consider the 535d, which returns as much as 52.3mpg.

As a sheer technology statement, though, the Active Hybrid 5 is very impressive. And that, for some, is all that will matter.

Greg Kable
BMW Active Hybrid 5
Price: £46,860; Top speed: 155mph (limited); 0-62mph: 6.4sec; Economy: 44.1mpg (combined); CO2 emissions: 149g/km; Kerb weight: 1850kg; Engine: 6 cyls in line, 2979cc, turbo, petrol, plus electric motor; Installation: front, longitudinal, RWD; Power: 335bhp (combined); Torque: 332lb ft (combined); Gearbox: 8-spd automatic.

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Motorcycle vs. Car Drift Battle 2 debuts, someone called the cops

We all know sideways is slow. Kicking the tail out and sending the rear tires blazing may take a heaping helping of skill, but it won't win you any races. That doesn't make it any less awesome, however.

Icon has gone through the trouble of crafting yet another drift battle between motorcycle and car, and this time, two specially built Triumph Speed Triple bikes throw down against a 550-horsepower Ford Mustang Cobra piloted by a fictional officer of the law. The trio commence tearing through the rolling hills of mythical High Plains County before facing off.

Admittedly, the drift scene isn't typically our bag of tricks, but this is one of the more entertaining videos we've seen in a good while. Between the bark of the FoMoCo V8 and the wail of the big-bore Triumph Triples, there's enough audio glory on hand to keep us up at night. Throw in some excellent tunes and better videography, and you've got us hooked. Watch the video all the way through to the end for some hair-raising outtakes, including at least one roll over. Hit the jump to check it out.

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Ford Mustang GT review

What is it?

This is the 2011-model of the Ford Mustang. This model-year sees a serious upgrade in power thanks to a comprehensively upgraded and re-designed all-aluminium V8 motor. As well as being lighter, the engine now also gets what Ford calls twin independent variable camshaft timing and a stainless steel tubular manifold. The upshot is a leap in output from 2010’s 315bhp to today’s 412bhp.

Also new for 2011 is the electrically-assisted power steering with three settings (comfort, standard and sport). The steering set-up also features something called ‘active nibble control’ which is designed to compensate for out-of-balance tyres and compensates for the road camber, keeping the car running in a straight line without the need for driver corrections.

The damper and spring rates have been revised (for both handling and NVH reasons) and the anti-roll bushes stiffened. The lower rear control arm has also been re-designed. There’s more high-strength steel in the body (which also means the cabrio Mustang is 12 per cent stiffer) and more sound proofing, including near door seals and rear arch liner, to kill road noise.

What’s it like?

Remarkably good. One of the most stand-out features - for the European driver, at least - is that fact that the Mustang still has a beam axle. When we’re talking about that axle having to deal with a meaty V8, it’s easy to dismiss the Mustang as a new-world crudity.

In fact, this Ford Mustang handles and rides like something of a thoroughbred. On the winding and dipping country roads above Los Angeles, the Mustang was impressively accurate and controlled.

It’s a very stable and level-riding car, with an impressive ride but the big surprise was the steering, which is very accurate indeed and makes the car very easy to place on the road, so reeling off a series of switchbacks is an undemanding, though satisfying, task. Adding to the ease of rapid progress is the excellent, closely-spaced, six-speed manual box.

The body control, steering accuracy and unflappable poise in bends provide an intriguing contrast to the sheer exuberance of the V8 engine in full-flow. This is a very quick car, but also one that delivers a classic, no-substitute-for-cubic-inches, sense of thrust. Although refined at part-throttle, the engine’s max-attack noise is now channelled directly to the cabin from the engine’s intake, and the driver gets an in-cabin soundtrack that you’d swear was sampled straight from Bullitt.

What really lifted this particular car as a driver’s device was the optional Brembo brake package (which comes as part of the Premium Package, including leather trim and a rear-view camera). These brakes were first-rate, picking up as soon as the driver touched the pedal and proving to be superbly controllable, making it easy to take the braking force right up to the point they were likely to lock. This might not strike you as immediately useful, but the sense of finely-tuned control offered by the Brembo brakes were a large part of making the Mustang such an impressive cross-country machine.

The only downsides were the crazy mix of instrument graphics (old-school, dowdy and blue dot-matrix) and the uninspired cockpit styling, It felt well-made, though.

Should I Buy One?

Even at £25k in the UK, this car would be worthy of serious consideration. But the chance of Ford ever producing a right-hand drive Mustang is very small. Understandably, the company probably thinks that European enthusiasts will not be able to look beyond the received wisdom about American performance cars: all grunt and not much finesse. Nothing could be further from the truth, however.

The 2011 Mustang combines the raw edge (and aggressive performance) of an old-fashioned muscle car with a surprising degree of refinement and poise. It delivers the satisfying feel of a classic with the refinements and control of a modern machine.

Hilton Holloway
Ford Mustang GT (2011)

Price: From £19,695, price as tested: £25,850; Top speed: 155mph (limit); 0-60mph: 4.9sec; Economy: 33.6mpg (highway); CO2: n/a; Kerb weight: 1655kg; Engine: 8 cyls, 4951cc, petrol; Power: 412bhp at 6500rpm; Torque: 390lb ft at 4250rpm; Gearbox: 6-spd manual.

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Toyota GT 86 review

What is it?

This is the Toyota GT 86, formerly known as the FT-86, and created to lure young, fun-loving drivers back to a Toyota brand that has become dominated by big-selling but ultimately bland models.

The front-engined, rear-drive 2+2 has been created in a close collaboration with Subaru, in which Toyota owns a 16.5 per cent share, and will spawn three mechanically identical but differently styled cars: the GT 86, the Subaru BRZ and, for the American market, the Scion FR-S.

All three will be powered by the same 197bhp, 151lb ft flat four engine. Based on the Subaru FB20 block but fitted with a Toyota-designed head, the 2.0-litre engine has been reworked with a shorter stroke and wider bores, allowing it to rev higher. Maximum power arrives at 7000rpm, while peak torque is at 6600rpm.

In total, 91 per cent of parts are bespoke to the GT 86 or its counterparts. Current estimates suggest it will cost from £28,000, a significantly higher amount than originally speculated, but still a relative bargain should it deliver on its promised fun.

What’s it like?

At this juncture it’s worth noting that our drive was conducted at a test track in Japan, where the silky smooth surface made any conclusions about the ride impossible to gauge accurately. Also, this is a pre-production car, set up to almost launch spec save for the fitment of details such as the audio system.

Sliding into the GT 86’s bucket seats – which are snug, grippy and positioned at a perfect, low-slung height – sets the tone. With all the controls close to hand, the cockpit is as cosseting as a Porsche’s, albeit not trimmed to the same standard.

At idle, the engine note is fairly subdued, but take it up to the 7500rpm redline and it sounds growly. However, this car is all about the corners. Its relatively low power means it’s no sprint champion, and the 0-62mph time is estimated at a modest 7.0sec.

But the key facets of an 1180kg kerb weight, rear-wheel drive, ESP that can be fully turned off, quick steering and a limited-slip differential make it a riot in the twisty stuff. Also, the tyres are the same 17in low-resistance versions as can be found on a Prius, all the better to make sure their grip can be overcome if the mood takes you.

Turn in to a corner and there is some roll, but it’s well contained. On a constant throttle and steady steering, it understeers slightly, but lift mid-corner or trail the brakes – or just throw it in – and it’ll either straighten its line or flick to oversteer as you choose.

Furthermore, it never catches you out when it does start to slide because the steering is so nicely weighted and the chassis so responsive that they telegraph exactly what’s happening at all times.

There are disappointments, but they are minor. The six-speed manual gearbox is a touch notchy, while the optional six-speed automatic changes smoothly and quickly but lacks the sharpness of its dual-clutch rivals. When it’s on, the stability control system also intervenes too harshly.

Should I buy one?

Despite this, at its best, the driving experience is a match for the likes of a Porsche Cayman, and accolades don’t come much higher than that. That it can’t reach those heights across as broad a range of conditions as the German-built car shouldn’t detract from its overall success, because the fact that it can even get close is a minor miracle.

Hidemitsu Hoshiga
Toyota GT 86

Price: £28,000 (est); Top speed: 143mph (est); 0-62mph: 7.0sec (est); Economy: 40.9mpg (est, combined); CO2: 160g/km (est); Kerb weight: 1180kg; Engine: 4 cyls horizontally opposed, 1998cc, petrol; Installation: Front, longitudinal, RWD; Power: 197bhp at 7000rpm; Torque: 151lb ft at 6600rpm; Gearbox: 6-spd manual; Length: 4240mm; Height: 1285mm; Wheelbase: 2570mm; Wheels: 7Jx17in; Tyres: 215/45 R17.

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Honda CR-Z Mugen to cost £23k

The Mugen-fettled, range-topping version of the Honda CR-Z will cost about £23,000 when it goes on sale next year.

The 197bhp Honda CR-Z Mugen is due to arrive in February. It retains the same 1.5-litre hybrid unit as the standard car but gets a supercharger, re-mapped ECU, wider tracks and stiffer springs.

The compact front-wheel drive coupé will be capable of covering the 0-62mph sprint in just 6.1sec (over 3sec faster than the 124bhp standard car). Autocar tested the car back in June and you can read our first impressions here.

Around 2000 CR-Zs have been sold in the UK over the last year, and Honda sources admit that part of the reason for the Mugen is to “satisfy Type-R enthusiasts whilst there are no other hot Honda models around”.

The arrival of the new hot CR-Z confirms a more solid relationship between the Northampton-based Mugen Euro performance tuning division and the Honda parent company, so expect to see more collaborations in future.

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