Boulder Tribute – Ryan Ford – (Colorado Parkour, APEX Movement, American Parkour, The Tribe)

The past 4 years of my life were spent going to college at CU Boulder in Boulder, Colorado. It was a fantastic experience living there, but I never filmed much of my training there. I spent the last few months of my stay in Boulder this summer filming this video for a couple reasons. I did not make this video to show all my biggest, best, crazy stuff to impress you. Rather, I wanted to show everyone how beautiful Boulder, Colorado is but more importantly, I wanted to remember all the great times I had training in Boulder during my college years. Every clip in this video is significant in some kind of way, whether it was a funny bail I had, a mental barrier I overcame, a favorite place I trained at, or some other crazy story I experienced. Ask me about some of them and I may (or may not) tell you! I hope you all enjoy! www.apexmovement.com http www.americanparkour.com http

Fisher Honda

Fisher Honda’s Contact Information:
6025 Arapahoe Road
Boulder, CO 80306
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Phone: 888-718-4679
Web site: http://www.fisherauto.com

More Information About Fisher Honda
Fisher Honda Family owned and operated in Boulder Colorado. Serving Denver, Westminster, Arvada, Thornton, Broonfield, and all the Denver Metro area. We offer great values on new Chevrolets and Hondas. We also offer fully inspected and certified pre-owned vehicles at value prices. Visit Fisher Honda today.

Review: Acura TSX

By Russ Heaps - MyCarData

You have to start somewhere. For luxury marques that usually means offering at least one automobile that is affordable enough to lure first-time luxury buyers into the brand. Often compromises are made to achieve that entry-level price point. Those compromises take many forms such as simply putting lipstick on a model from a sister division; using smaller, less sophisticated engines; or offering fewer standard amenities. No matter the avenue taken, an image problem often results. That’s where the last generation Acura TSX found itself. Although a perfectly capable automobile, it was never completely convincing as an Acura. Acura redesigned the TSX for 2009 with a goal of making it a better fit within the family. For the most part, it was successful.

Rare is the redesign that doesn’t involve upsizing. No doubt there is some psychological explanation for it, but typically we equate bigger with better. Why else would nearly every new generation of a vehicle be bigger than those that have gone before? In the case of the redesigned TSX, super sizing is a better description of its growth spurt than just upsizing. The distance between wheels on the same axle (track) is wider by 2.6 inches while the wheelbase stretches an extra 1.4 inches. Its exterior is 2.2 inches longer and 3 inches wider than last year’s version. It is also about half an inch taller at the roofline. Marginally larger, luggage capacity is up from 12.6 cu.-ft. to just over 13 cu.-ft. It should follow that such increases in iron would translate into a hefty weight gain, but not so much for the TSX. Curb weight is up less than 150 pounds to 3,486.

Gone are the rather vanilla styling cues, replaced by a more sculpted lines. The grille includes the familial chrome knife-blade. A defined beltline runs from the chiseled front fender blister along the side continuing up to the trunk lid and around to the other side. Generally creases replace the soft corners on the previous TSX. Reshaped tail lights play a part in adding to the more upscale appearance.

Inside, Acura retained the dual-pod layout up front. The basic flow of the dashboard remains as well; however, the new look relies less on bright accents. The mix of materials is more sophisticated and elegant. A dizzying array of buttons, knobs and controls clog up the center stack. Keep the owner’s manual handy. My test TSX was the $32,775 edition that includes the Technology Package. There is also a $29,675 base version. Both models feature dual-zone automatic climate control, tilt-telescoping steering wheel, eight-way power adjustable driver’s seat, four-way power passenger seat, leather seating, power accessories, and a seven-speaker audio system with CD player, auxiliary input jack and USB port.

Well bolstered, the front seats snug around their occupants. The 60/40 split rear seat folds down creating more cargo space. Overall the interior space is generous and all but the tallest rear-seat passengers should be quite comfortable.

For the $3,100 premium the Technology Package commands, comes not only the same navigation system as higher-priced Acuras with real-time traffic and weather, but it also includes an advanced Elliot Scheiner-designed 10-speaker surround sound system with a six-disc CD changer, eight-inch subwoofer and voice recognition. XM satellite radio is also included in the package. In this XM application there is a note feature that allows you to store the name, 10 seconds of the song, the XM station on which it appeared and a time stamp for up to 30 songs. So if you hear a song you want to remember, you just hit a button and it’s saved for future recall.

Despite its larger size, the new TSX retains its athleticism. Once again this is achieved through a superbly matched powertrain and a well-balanced suspension. A new four-banger powers the TSX. Displacement is the same 2.4-liters, but horsepower is down four ponies to 201. Peak torque is up a few pound feet, but it arrives earlier in the rpm band for improved mid-range power. Available for hustling engine output to the front wheels is either a six-speed manual or a no-extra-charge five-speed automatic transmission. The automatic has a manual mode with steering wheel-mounted shift paddles. Fuel economy is essentially unchanged with an EPA rating of 20 mpg in the city and 28 mpg on the highway for the manual. The automatic gains two additional mpg on the highway.

Acura has built more strength into the frame and body. The result is not only a quieter cabin, but enhanced control. This sedan responds well to the throttle, running true on the straights and cornering with a tenacious grip. The four-wheel independent suspension is tuned more toward the handling end of the spectrum, but ride quality is still very good. The steering is light and responsive. All in all, the last TSX was fun to drive and the 2009 is no disappointment.

Here’s the bottom line: If you liked the 2008 TSX, you will like the redesigned 2009. It is still priced right, fun to drive and shares the Acura cachet. And unlike the previous generation, it seems more at home in the Acura family.

Subaru Forester – Subaru Makes a Good Forester Even Better

Subaru is one of the auto manufacturers in the country that is blessed with a loyal following. They fill a particular niche in the market and consistently do it very well. As time passes, market forces demand updating and changes to models within the vehicle lineup to remain competitive. This time, it’s the Forester’s turn for modernization.

Subaru considers the Honda CR-V, Toyota RAV4 and Nissan Rogue as competitors. Though these position themselves as scaled down trucky types of vehicles, the Forester is often viewed as a ruggedized wagon. In reality, other than the shape of the sheet metal, they are very similar. In fact, Subaru went to great lengths to convince us that the Forester is significantly more rugged than the others.

The new Forester looks very similar to past models. It is a totally new vehicle that has been improved in many important areas. The body which was strong is now even stronger. The vehicle is slightly larger but, with clever packaging, rear seat leg room has been increased by over 4 inches, which is huge in the car world. The cargo area also benefits from a large unobstructed shape that leans to the functional side of the road rather than the stylish side. 2nd row seats fold flat and even the front seat back will fold flat, delivering a very large and very configurable interior space. The 2nd row seats also recline now for improved comfort.

The new forester has a quieter interior and the trim has been upgraded. The gauges have been modernized and a tilt/telescope steering column is now included in the upscale XT model. On the steering wheel, you’ll find both audio and cruise control buttons. New this year is a navigation system with a very wide 7.1 inch screen as well as satellite radio.

There are 3 trim levels, the base X, the X L.L.Bean Edition and the XT with turbo. Foresters continue with their powerful and reliable flat 4-cylinder engines. The naturally aspirated 2.5 liter version produces 170 horsepower and the turbo version of the 2.5 delivers 224 horsepower. Though a 5-speed manual is available, for my money the automatics are the way to go. Subaru engineers have really built excellent road manners and handling into the Forester and the turbo models have terrific acceleration.

All Forester models come with Subaru’s renowned AWD all-wheel drive system. It is an always-on technology which makes the Forester a favorite among those who live in places with winter weather or in the mountains. The Forester is also amazingly rugged. Our press introduction took us over mountainous terrain on the rugged side of Catalina Island that no sane Forester owner would ever take their vehicle on. We gutted our way up steep, rough, rock strewn paths that couldn’t be really described as a “road” and the Forester just got it done. Very impressive!

Regardless of where you live, the Forester is just a great all-around vehicle. It drives and handles like a car, is very tough, lasts a long time, is reliable, is versatile, performs well and starts at just a bit under $20,000. As good as the past model was, the new one is better, adds stability control and side curtain air bags standard and is $1,200 less than the old one…go buy one.

Review: Kia Borrego – a Big Brute in Brutish Times

By Jim Meachen and Ted Biederman - MyCarData

Ten years ago we would have been singing the praises of the new Kia Borrego, a body-on-frame mid-sized sport utility vehicle. Not that we aren’t going to do a little singing today, but there’s no chance our song will make the Top 40 or that the following review will be relevant for many current SUV/crossover shoppers what with the sagging economy and the tumultuous gasoline price situation.

The Borrego is designed to go head-to-head with the Chevrolet TrailBlazer, Ford Explorer, Nissan Pathfinder, Toyota 4-Runner and perhaps the Dodge Durango. And we know what’s happened to those models. Sales of the Chevy, the Ford, the Toyota and the Nissan have fallen off a cliff and the obituary is now being written for the Durango.

Comparisons can also be made to the car-based larger crossovers such as the Chevrolet Traverse, Mazda CX-9 and the Honda Pilot. The bigger crossovers, all powered by V-6 engines, are now the rage. The Kia has a thirsty V-8 option and a slightly less thirsty V-6. But the Kia’s gas mileage, even in six-cylinder guise (17 mpg city and 21 highway in rear-wheel drive), is no better and in several cases not as good as the crossovers.

So is it just bad timing that Kia has entered the shrinking truck- based full-size SUV segment with an all-new vehicle, or are the Kia folks arrogant enough to think that they can buck the trend toward more fuel- efficient car-based sport utilities?

Through the first four months of the calendar year only 1,673 trucks left Kia showrooms. In April only 498 Borrego sales were reported. Compare that to the April sales of Kia’s other body on frame utility vehicle, the mid-sized Sorrento which had over 2,400 units move off dealer lots.

All of this is not surprising because when the Borrego hit dealer lots last year gas was over $4 a gallon. And as gas prices dropped through the fall and early winter, the economy tanked. So the Borrego’s current average yearly sales of about 4,500 to 5,000 are to be expected. And perhaps Kia didn’t expect much more.

Anemic sales not withstanding, the Borrego is generally well done. Kia has done some decent home work.

Design wise Borrego has a conservative SUV look, but features a wide somewhat hunkered- down stance, that serves it well. Nothing offensive here, but it certainly doesn’t stand out in the crowd.

The Borrego is capable of hauling up to seven people and brings off- road four-wheel drive capability and prodigious towing — up to 7,500 pounds — that the crossovers aren’t capable of emulating. The Borrego also features a large 4.6-liter V-8 engine mated to a six-speed automatic transmission, a quiet interior that affords a modicum of luxury appointments and a full range of amenities that customers demand these days. The 3.8-liter V-6 is mated to a five-speed automatic. All this comes at what we consider fair pricing, although beware of available options that can quickly run a bargain price into “are you kidding?” territory. The Borrego also brings Kia’s 100,000-mile/10-year powertrain warranty to the ownership experience.

We found after spending a couple of weeks with both the V-8 and V-6 EX versions that the Borrego has a relatively soft well-damped ride over smooth road surfaces. That being said, the ride over a realistic variety of roads, the suspension proved less compliant and at times down right annoying. Borrego has a decent if somewhat over-boosted steering feel, excellent get-out-of-the-way performance especially from the 337-horsepower V-8 and an overall secure driving experience for a big truck.

One of its top handling traits is an amazingly tight 36.5-foot turning circle. This gives the Kia the ability to ease into a tight shopping mall parking lot on the first try.

Most Borrego buyers will make the purchase because they have several passengers to transport, and the Borrego is passenger friendly with generous second-row legroom, a 60/40 folding second row and a 50/50 folding third row.

Luggage capacity behind the third row seats is a rather meager 12.4 cubic feet. But the cargo area opens to a useable 43 cubic feet when the third row seatbacks are lowered and more than 90 cubic feet with both the second and third row seats down. The seatbacks come with a load-friendly hard-plastic floor surface.

The Borrego comes in three trim levels, LX, EX and Limited and with the aforementioned V-6 and V-8 engine choices.

A rear-wheel-drive V-6 LX is a relative bargain starting at $26,995 including destination charge. The V-6 engine is competitive making 276 horsepower and 267 pound-feet of torque. It also features a very competitive 5,000 pounds of towing capacity. If you need four-wheel drive add $2,050 to the base price.

Standard equipment in the LX and across the lineup includes 17-inch wheels, roof rails, a back-up warning system, full power accessories, cruise control, a tilt/telescoping steering wheel, six-speaker audio system with CD/MP3 player and USB port and auxiliary jack, integrated towing hitch. Standard safety includes antilock brakes, traction and stability control, full-length side-curtain airbags and downhill brake control and hill assist. The brake control and hill assist are terrific pieces of technology especially at these price points.

Move to the base V-8 edition, which comes in EX trim, and the price rises to $31,745. We admit the V-8 with its 0-to-60 7.1-second capability is enticing, but we think most people would be satisfied with the V-6.

We would opt for the rear-wheel drive configuration for slightly better fuel economy and a lower purchase price. But those people who need off-road capability or who live in severe winter climates surely can make a case for the four-wheel version. New England journalists liked its winter prowess — including its low-range gearing — naming it the winner of the 2009 Winter Vehicle Awards competition. One thing the writers cited was the standard hill control that we are found exceptional as noted above.

Keep the price under 30 grand and we think the Borrego is a good deal. But start piling on the options such as power seats, navigation, 18- inch chrome wheels, rear entertainment, leather upholstery, power tilt- telescoping steering wheel, upgraded 10-speaker audio system and running boards, and the price becomes less attractive. It’s easy to climb into $40,000 plus territory.

Our V-8-powered EX test truck with four-wheel drive and a handful of options including navigation, power and heated leather seating, and power tilt wheel came in at $39,295. The V-6 EX 4×4 we drove goes a long way in proving our point about extras. Bottom line the V-6 priced out at $36,295 and was loaded with navigation, the luxury and premium packages, rear-air conditioning and running boards – those by the way are one of the few options we really do recommend.

If you are still in the market for a rugged body-on-frame people hauler with good towing capacity then the new Kia is certainly worthy of consideration especially if you can keep the price down by avoiding the extras.

Review: 2011 Jeep Grand Cherokee – Busts Down Walls

By Casey Williams - MyCarData

Not two days after Jeep unveiled the next-generation 2011 Grand Cherokee at the New York Auto Show, the autorazzi are jumping all over themselves to criticize Chrysler’s supposed lack of timing given the pressure from Washington to build tiny little greenmobiles. OK, but when you’ve already spent a billion bucks to develop a great SUV that remains popular with Jeep customers, it makes more sense. Not everybody wants to drive a compact hybrid. If you’re going to drive an SUV, choose the original.

Although it pushes through the air with a smoother face and is more fetching with sculpted bodysides, you’ll instantly recognize the Grand Cherokee for what it is – whether it rides on standard 17” wheels or optional 18” and 20” alloys. Lights are flush-swept into the bodysides while chrome detailing around the windows, doorhandles, and mirrors adds class. Interiors were also completely re-designed to provide 4” more rear seat legroom with reclining seatbacks and a much more upscale ambience.
Said Ralph Gilles, V.P. of Design, at the vehicle’s introduction, “Following in the footsteps of our all-new 2009 Dodge Ram, our all-new Jeep Grand Cherokee is another proud graduate of our Advanced Interior Design Studio. We achieved a world-class interior by using fine materials and maintaining a laser-attention to details.”

Engineers paid attention to chassis and powertrain details. Thanks to an all-new “Pentastar” 3.6-litre V6 engine with variable valve timing that delivers 280 HP and 260 lb.-ft. of torque, fuel economy is up 11%. If even more power trips your equation, a 360-HP 5.7-litre HEMI V8 will remain. Properly equipped, the Grand Cherokee will be capable of towing 7,400 lbs.

QuadraLift™ air suspension rises 4.5” from park to maximum clearance for serious off-road adventures while a four-wheel independent suspension system provide the on-highway feel of a sport sedan. Activated by a console switch, the Selec-Terrain™ system pre-chooses five settings (Auto sand/mud, sport, snow, rock) for optimum traction and ground clearance (raises suspension as appropriate). Recent Grand Cherokees have been great all-around performers, but this is an entirely different level.

Eighteen years and over 4 million vehicles have passed since Jeep launched the original Grand Cherokee by busting through the front glass wall of Detroit’s Cobo Hall. Still built in Detroit, the 2011 Grand Cherokee will also bust down the walls between luxury sedan, rock-climbing pro, and those who wish to criticize it.