Lee Quinones and Tamara Warren played tag team with the 2010 Taurus for the annual holiday round trip trek on Rte 80. What made this bullish journey more interesting: They drove two different Tauruses — a dogged-out press car on the way out of rotation, and a brand spanking Taurus Limit back to NYC in the perils of likely lake effect wintertime. Read on to see how the bull took the horns of the 600-mile journey.
Lee says:
The new Ford 2010 Taurus smashes into the national and international stage with a lot of good news and a speck of nick. First and foremost, it comes with a firm comfortable split bucket 10-way power seat arrangement in what seems to be the new Ford stable comfortable leather interiors. I like the charcoal black leather color on this one.
The second notion for comfort during these times is a relief to the wallet itself when it comes to fuel economy. The 3.5l Duratec V6 coupled to the 6 speed automatic is humble on the highway trails and seems to do the same on the streets with its 263 horses. it still packs a decent punch when the go pedal is abused.
The projector automatic high beam feature is a nice touch during dark highway cruising. It even senses upcoming traffic and gives the courtesy shut off. The trunk is a much awaited treat that has eluded most cars in this platform. It has mad room and then some. Fold down the rear seats and you pretty much have the real estate luggage area of the legendary country squire station wagon.Handling manners on the long trek from Detroit to New York were exceptional.
The one draw back that I discovered had to do with the exterior design. The charcoal gray plastic ground panels that run along the kick sills, doors and quarter panels act as catchers smith for road salt and grime. When we arrived in New York after navigating through a nasty wintery mix, I had enough salt packed in between the plastic panels and the steel doors to spread all over New York itself. Maybe just a little design tweaking on the ground package may fix this potential rust menace. People on the road were seemingly happy to see the Taurus’s return. All in all, The Taurus charged in like a Bull.
Tamara Says:
We attracted admiring looks from our friends when we made a stop at their house in the Taurus on our journey back east. They happen to be highway cops who get to see just about everything, and Taurus stopped both of them in mid-sentence with it’s sophisticated angles- a new phenom for the jazzed-up Taurus exterior.
But the secret weapon of the 2010 Ford Taurus is in what’s not so obvious from the outside — solid confident handling, mad trunk space and a cool minimalist interior in both SL and Limited editions. (Of course, the SHO takes it a few steps further into cool territory.)
En route, our test vehicle was used to cart boxes for storage, while on the return boxes of gifts were packed into the cavernous space. (Spoiled, yes.) This modification is particularly significant for this segment as families and athletes with gear opt to move back into the sedan market.
The driver and passenger seats were quality — and on par with the Corollas and Accords of the segment. We switched in and out of the back seat during the journey, which were not so spacious for tall chics like me. While I missed the additional legroom, at times from previous gen Taurus, I preferred the extra trunk space. As a member of the car seat segment, I found the constructive proportions of the seats ideal for moving car seats in and out with little fuss.
In Car #1 the steering was solid, but the stitching used on the steering wheel was harsh on the hands. This issue was resolved in Car #2 — the Taurus Limited.
Ford touts Environmental Protection Agency’s rating is 18 miles a gallon in town and 27 on highway – and our numbers cleared those readings. Here’s the car for those looking to switch up — it’s a cozy winter sweater car, that seems to work just about anywhere, and goes with anything. It’s worth noting Taurus received the coveted 5-star safety rating earlier this month, and our vehicle handled like a champ on icy stretches of the Ohio turnpike. It was also named Urban Auto of the Year by OnWheels Magazine. It passed our New Yorker/Detroiters test with solid marks.
Next time around the coming additions of heated steering would be a bonus for a December trip in the 2011 model year.
(Ed. Note: * Thank you to the Motor City Solutions team who sent us home with holiday cookies, brownies and pistachio cake from their holiday party — that’s our kind of Holiday car exchange.)
Our artist/critic and muscle car fanatic Lee Quinones weighs in on a new book Motion Tales of a Muscle Car Builder.
Simply said, Martyn L. Schorr’s fantastic new book Motion Tales of a Muscle Car Builder is a refreshing read and visual window into a unique New York entrepreneur’s story set in the turbulent late 1960’s and 1970’s.
For some who may come to read it, it may also relapse an envy for the central cogs of the story — those pesky, nasty Chevrolet’s that stole onto the streets and into the hearts of America and beyond.
The black and white photo montage throughout the book lends a strong backbone to the many memoirs of Motion’s founder Joel Rosen and his partnership with Baldwin Chevrolet’s Ed Simonin. Both Rosen and Simonin created fast special order super cars that factories couldn’t legally deliver, they built a sense of camaraderie among two business heads flanked by a leap of faith and ballsy “in your face” tactics.
I especially was moved by the chapter of Charlie “Astoria Chass” Snyder. It managed to bring together the innocence, tragedy and lasting triumph of a young American and his iconic sidekick, a 1967 Motion prepped Corvette Stingray nicknamed Ko-Motion.
As a native New Yorker myself and a fanatic for details, I religiously studied the photos captured on Rte. 27 East in Baldwin where Motion’s creations were turned lose within the villages. I could see where the sun was setting in the sky, tattle telling what time of day Motion got it’s off-track test sessions going on Sunrise Highway. A sharper eye will catch the Stingray of Charlie Snyder taking off at the now defunct New York National Speedway, back when it boasted four side to side racing lanes.
All in all, a wild read with a nostalgic forward by Joe Oldham.
With an eye for art and a fancy for speed Lee Quinones gives the 2010 BMW 750 love:
For anyone seeking out a good handling car with endless ferocious torque and power, then look no further than this 750Li rocket. Pocket rocket it is not with its spacious interior and stretched rear passenger compartment doors lusting to de-thrown any stretch limo off its celebrity pose.
The tan leather interior was very firm and yet plush enough to grab you by the right body parts and morph you into its interior DNA. The color was just right to accent its white exterior. Any ladies with the right white brim sunglasses (like the ones my lovely Tamara was wearing when she picked me up on the Ave.) would look snazzy.
My pesky eyes never lurked under its hood, but only thought that a tricked injected cubic brawler was only a tap of the go pedal away. enough said. The electronic shifting transmission lever is still not my cup of tea, more like a cup of heed to problems down the road for both driver and technicians.
The big 4 wheel disc brakes brought it all to a halt on a stretch of hallmark card, an excellent brakinf system. The lane merge/drift warning feature was at first nerve rattling, but I got accustomed to it after realizing its true purpose. Stay in your lane, especially when you are sleeping. (Ha!)
The trunk is where a real party can happen at any time. With its cavernous depths and fold down rear seats, this cavern could accommodate a life size wax figure of Shaq O’neal you probably stole or borrowed from the town Museum. lol. This car simply does every thing for your driving skills or lack of and then some. —Lee Quinones
Tamara’s take:
Va-va-voom. The 750 means business, and here’s the juicier Li-edition. That’s why people drive them. That’s why people buy them. Here’s BMW definitive sedan that screams move over and make room. We move big, we move with power, and we we move fast – that’s long been the mantra of the 7 series. Seven was introduced in 1977, the flag waving sedan that defines the BMW creed. Now on it’s fifth generation, the 7-series hasn’t lost much of it’s inherited swagger, in-fact in a confident salt n’ pepper way, it’s gained back it’s youthful stride. Of course 7 is authoritative with a twin-turbo V8, also used in the X6, but it’s not a balking behometh, boasting a manageable formidable 400 hp and 450 lb ft of torque, and 22 mpg.
When you’re the big dog, sometimes it’s hard to decipher your finer points, but living with the 750 is an exercise in appreciation for the finer elements. While it’s voluminous, it’s also sleek, a canon cocked to unleash, that is best when zipping by on the highway.
The clean Germanic-instrument panel has a good-captain feel; the centered shifter is the focal point. iDrive has become more integrated in desktop positioning, giving the sense of funcitonal technology, a sore point that has long eluded BMW. Sport mode offers frisky, but here is a comfortable sedan to pilot. It’s bulk is downplayed by the vantage point of the driver and operation is smooth, effortlessly gliding on the rockiest of city roads. Here is a well-heeled comeback car. Come on redeemed Wall Streeter; you’re chariot is waiting. Cop one for $84,200 and up.
Our art-car critic Lee Quinones takes it from the wall to the streets.
At 84k, there better be a whole lot of turbo in this pup for that much coin. And Turbo with a capital T it has.
Bark or bite, take your pick behind door number four. Which one will it be?
Bite it has, indeed. Yet, there is no noticeable bark in this Bimmer. Initially, I was surprised that it was packing twin turbo screws in it because you’ll never hear that tattletale spooling and turbo lag common with an average turbo engine.
You have a quick stage left exit from trouble with the torque huffing out of the 4.4-liter 32 valve beast. The two color split interior of nevada beige and charcoal black are good enhancements that set off the rest of the creature comforts in true BMW style. I especially like the dark bamboo wood simulated panels peppered through out the interior. The multi- contoured leather seats are a living room oasis.
The audio system delivers pinnacle peak performance and once you pop the sunroof and slide all the windows down, the neighborhood is in full dance swing to your music. The handling is superb for such a high positioned vehicle (more on this later). The DSC brakes are on top of it all and will command a stop like NOW, and with all that rubber on all four 20″ corners to rival a Z06 Vette, what more would you want to feel?
Personally, I’d take off those stupid plastic lids with all their proclamations that hide the very thing many people want to see just like the old days — an honest-to-goodness engine. Get rid of that unnecessary electronic transmission shifter. (Yes, I’m old school) Nothing but electrical Gremlins await its fate later on down the mileage trail. It’s confusing even after you get a hang of its hang ups in a desperate situation.
The ride of this rocket would be even better if the whole package only rode another three inches closer to earth. Drop kit will probably be the first mod. This would almost captivate the public into not knowing if it is a SUV or car. All eyes on me. And last but not least, the rear window at its present slope, has no function at all. Big time blindspot. It belongs on a car that sits closer to tarmac.
Lee Quinones rides the 2009 Chevy Traverse through the March snowstorm in New York City. Here are his findings —
The interior compartment of the 2009 Chevrolet Traverse is super comfy and keeps the outside world decibels at bay. All control knobs which is what I first look for to be at a moments glance away are placed nicely in veiw. The Bose system booms appropriately. [click to continue…]
Our artistically-inclined Gotryke contributor/test driver Lee Quinones has some reflections after some time behind the wheel of the 2009 Nissan Maxima. Notes from Lee’s time in the field:
As soon as I get into a ride I can read off all its goods and bad like a Presidential speech. This coach read off swell and well to me. The interior was very manageable with all of the control buttons to stereos, heating, GPS etc reachable by your fingertips with one eye closed. The light beige leather seat were very firm and yet very comfortable. Paddle shifts and steering wheel are both positioned in the right place as to not obscure the view to the dash vitals. [click to continue…]
Lee Quinones is best known for his prowess with paint cans, but whenever Lee has a second to spare he’s all over Dodge, including his ‘65 Coronet and ‘83 Diplomat. He’s also President of the Brooklyn Dodge’s Car Club, a frequent poster on Moparts.com and a true quarter-miler. We think he’s a natural fit to give the proper and long waited assessment of the 2009 Dodge Challenger, possibly the last great piece of American muscle power to see model year light. Lee took the reigns in an exclusive New York press preview, with proper laps at Englishtown.
There aren’t many cars that I care to drive hard or even look harder under their respective hoods, but the new 2009 Dodge Challenger in any form whether it be a puny 3.5 liter or a snarlin’ 6.1 Hemi head, screams for attention and I mean ATTENTION!
As I call it, all soldiers allegiant to the battle of street supremacy need to take note and heed, these Dodges command respect one gear change and tire chirp at a time. I was given the liberty and awe to drive and rag on these new editions from mother Mopar via a gift invitation from a very excited and curious Tamara Warren. Thank you Miss Lady, may I have another. LOL.
I answered the invite faster than a hamster could power step its own wheel. After the speeches by Chrysler’s design and engineering staff at the test run, both Tamara and I raced with other journalist to get to one of the SRT’s. There were maybe 12 cars waiting and maybe six were SRTs. We lucked out by gripping the steering wheel of the last SRT in the line up.
Drive? Yeah right!
I wanted to race right there and then with no remorse. The growl of the 6.1 engine is the closest I’ve heard out of all the breeds that reflect those Muscle car nights of yore.
Power? Power to spare and dare anyone to come close unless their packing twin turbos. I’m sorry, but I love a car that has enough power to get you into trouble and also to save your life when you need to vacate a stop sign gobbler in a hurry — probably enough power to spread around to all of the rest of the hot pony cars at bat. The six speed manual, which is borrowed from the Viper, is precise and short in the throws with the pistol grip and all. The first gear in the tranny is re-geared to a lower ratio 2.97 coupled with a final drive of 391 in order to really pull this puppy out of any hole like NOW. I also suspect that the engineers had no choice but to gear up because of the hefty price of the Challenger’s weight.
SSShhhiiiiiiiiat, Bring that pup to my Jack-o Lee’s health spa and we’ll shed a few unwanted pounds and make it a feather to wear proudly on your hat. Check it, 3700lbs alone for the politically correct SE 3.5L, so imagine the hard to swallow pork of 4200LBS for the SRT. My personal note on this disadvantage is go exotic light weight metals to reflect its price and at the same time minimize bulk so as to rule the street with a less thirsty animal. The grille is sinisterly applied for the right reasons, Dominance. The rear taillight bar is nostalgically handsome and spartan like the 70’s original. No need to jazz it up since you’ll only see a blurred glimpse of it as the car passes you by like a rude teenager.
I’m personally over the Hemi orange versions that have lately flooded the senses. I’m sorry, Darth Vader wants his blackened, it’s the only way to role heads. Other colors that should grace these assassins are Chartreuse, Gold, Bronze, Kumquat Titanium. The already available B5 Blue option is a good call for the public with a conscience., and if accented with the right color sport stripes could rule the check off box on the dealer order sheet. Silver is a done, tired hue, plus its difficult to color match after a fender mender. Red is screaming for the cops.
Without a long thesis on its track manners, it just simply handles crazy well under power and on the big brakes. Though I was at fault, it tried to get away from me on a few over the top sprints to the corners but retrieved its civility on cue after a few adjusting steering/brake moves. Were these factory ringers? ( a term used to announce the presence of a specially tuned, rigged cheatin’ vehicle) maybe, but what the hell, make them all ringers right from the factory. This is war baby.
We drove a 5.7L burgundy hood/fender stripped RT version back to New York City and it too handled and ran like stink just under a hair notch of its SRT sibling. A great alternative bargain for a screaming demon. If I would to take the leap of faith for a new vehicle rather than my tried and true old Dodge, the Challenger would get the nod for the Mod squad.
Lee’s back from SEMA, and his Ford Flex will soon hit the road dropping in at various Automobile Magazine events. He caused quite a stir, with celebs like Funkmaster Flex and Nelly stopping by, all captured on Automobile’s exclusive coverage. (shout out to camera man James.) Lee signed limited edition posters of the car at the SEMA booth, and then the car traveled on to the Ford party. Lee worked around the clock to get the details and layers right on this car. Check back for his explanation.
Our very own contributor Lee Quinones takes on the Ford Flex. Jean Jennings, Automobile Magazine Editor In Chief, sought out Lee to construct an art car with a distinct NYC flavor.
While Lee is best known for his artwork and legendary status in the New York subway art movement, he’s also a die-hard car guy, who tinkers under the hood on 1960s Detroit muscle in his spare time. It was an organic fit when we asked Lee to test drive. This latest project is a match made for art car heaven, for an artist who takes auto body seriously, and the Flex, wrought with plenty of surfaces for interpretation.
Lee took delivery of the car on Sept. 3 at the Area Garage on Delancey Street in the heart of his native LES, blocks from the MTA layups he used to haunt in the 1970s and 80s, armed with spray cans and a poetic socio-politic visions. In an assignment of serendipity, the garage soon became his secret laboratory with consecutive all-night painting sessions. We’re convinced the finished product is indeed an art car for the future lane.
Stay tuned for the Nov. 4 election day unveiling at SEMA and Lee’s recap of his adventures.
By Lee Quinones. Who better knows NY transit issues than recovering 1970s subway grafitti artist Lee Quinones? That’s why we entrust him with the keys and an opinion on what’s hot on the New York City streets. Here’s his take on the 2009 Toyota Highlander.
This Toyota Highlander rides so cozy and quiet that you forget for a New York minute that it shares some kind of DNA with other SUV counterparts. The interior lends itself to be on the higher side of plush. I like the simple yet big control knobs and buttons to bring forth a good sounding JBL system. The sunroof controls are there within reach. You don’t even need to look to know which flip switch you are The only thing that flashes red to me was the flip-up/down compact disc screen that takes just a little to much time to give you the go ahead.
In the backseat, the kids love the flip down DVD screen for their Saturday leisure screenings. My eight year old got into the swing of things almost immediately. A great device to keep ‘em focused on their world while you drive around in the bigger one. The exterior shows off its wide track muscle stance with its bulged fender wheel openings and lower ride height. Gas mileage was moderate in city driving. The Highlander is a carryover from the 2008 redesign. Not bad, I have to say.
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