2003 Ford Ranger Xlt 4x4 Four Door Clean Loaded No Reserve Short 3 Day Auction!! on 2040-cars

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Toyota sells six of 10 of hybrids in California

In an apparent shot back at Ford's increasing market share of electrified vehicles and claim that it accepts more Prius trade-ins for its own hybrids than any other car, Toyota has flexed a muscle and played the numbers game to put the Blue Oval in its place.
Leaning on its hybrid market dominance in California, the Japanese automaker stated that six out of 10 hybrids sold in the Golden State are Toyota models. And it keeps coming: Year-to-date through May 2013, Toyota sold five times more hybrids than Ford. One of every two hybrids in California is a Prius model. In addition, Toyota notes that it has sold 1.5 million Prius vehicles in the US, 90-percent of which are still on the road today.
Want more? We'll let Bill Fay, Toyota's group vice president and general manager of sales lay the smack down:

2015 Ford Mustang EcoBoost Review

"It's just a V6 Mustang." That phrase, so often spoken with derision and disdain, has haunted owners of Ford's more affordable and economical pony car since roughly April of 1964. Even after Dearborn finally paid some attention to its entry-level muscle car by eliminating telltale V6 features – the company fit dual exhausts in place of the single-exit pipe in 2011, negating the budget offering's biggest visual giveaway – the car was still hard pressed to shake its reputation as a hairdresser's car and rental fleet queen. For the Mustang's 50th year in service, Ford went back to the drawing board, we think with the distinct goal of eliminating the stigma of the non-V8 Mustang. While the V6 is still being offered (your local Avis and Enterprise lots wouldn't be the same without them), it's best to think of the new, four-cylinder, turbocharged Mustang EcoBoost as the entry-level model. But will the addition of forced induction – from an engine that will see action in the upcoming, enthusiast-centric Focus RS, no less – be enough to appease those pony car fans that believe that only Mustangs with eight cylinders are worthy of the galloping stallion badge? After a week at the helm, we certainly think it is. The new Mustang's looks have been covered ad nauseam. Chances are good that you either love the fastback styling, or you think the original pony car now looks a lot like a Fusion Coupe. We'll ignore the bigger styling remarks for the 2015 Mustang, and instead, focus on what's done right with the EcoBoost model. Like the V6 before it, certain boxes are correctly ticked. Dual exhausts? Check. 18-inch alloys? Check. (Our EcoBoost Premium model even shares its wheels with the base GT). HID headlamps? Check. Up front, there's a surprisingly meaty chin spoiler while the muscular lines of the 'Stang's long hood tie in nicely with the fastback shape, which terminates in a neat rear spoiler. There's even a body-colored diffuser at the back, between the chromed exhaust tips. The bottom line is, unless you're a true Mustang aficionado, you'll be hard pressed to tell the difference between the turbocharged car and its 435-horsepower brother. Simply sitting in the redesigned cabin isn't enough to give the EcoBoost away, either. The leather-trimmed seats (standard on the Premium trim) are cozy and supportive, with plenty of bolstering to help keep both driver and passenger in place while the 'Stang exhibits its newly enhanced cornering abilities.

Junkyard Gem: 1991 Mercury Grand Marquis LS

Ford's now-defunct Mercury Division first began using the Marquis name in 1967, on a sporty full-size hardtop based on the Ford LTD, then began offering the Grand Marquis beginning in the 1979 model year. These big, boxy luxury sedans were replaced by big, curvy luxury sedans (on the same platform) starting with the 1992 model year, so today's Junkyard Gem is one of the very last squared-off Grand Marquises ever built. The 1991 Grand Marquis (or "Grandma Keith," as many refer to it today) looks nearly identical to its 1979 predecessor at a glance, just as the 2011 model doesn't differ much from the 1992 model. Ford saw no reason to follow short-lived fashion trends with its simple, sturdy rear-wheel-drive sedan. Only two Grand Marquis trim levels were available for 1991: the base GS and the (somewhat) upscale LS. The former listed at $18,741 and the latter at $19,241, which comes to about $41,494 and $42,601, respectively, in inflated 2022 dollars). This interior would have seemed comfortingly familiar to a 1968 (or even 1958) Mercury owner time-traveling to 1991.  This is the optional "full grain leather seating surface," which cost an extra $489 (about $1,083 today). Dig those opera lights! Air conditioning was standard equipment in the 1991 Grand Marquis and its wagon counterpart, the Colony Park. The engine is the good old pushrod 5.0-liter Windsor V8, which would be replaced by a far more modern 4.6-liter SOHC mill in the '92 Grand Marquis. This engine was rated at 180 horsepower. A four-speed automatic was the only transmission available. The early 1990s ended up being the last gasp for padded vinyl roofs being considered mainstream equipment on new Detroit cars; this one was called the "Formal Coach" roof and cost an additional 725 bucks ($1,605 now). Such roofs were still available on a few cars later in the decade, but their time had passed. Why would such a clean Grandma Keith end up in a place like this? That's easy: it got T-boned directly into the right front wheel, mangling the body and bending up the suspension. This damage might have been worth fixing when the car was five years old, but it's a write-off when it happens to a 31-year-old Ford Panther. 1991 Mercury Grand Marquis Commercial - Savings Ad The granddaddy of them all, and on sale in South Texas! Related video: 2008 Mercury Mariner Hybrid test drive Autoblog