Yearly Archives: 2014

Back then . . . ‘80 Oldsmobile Omega Coupe

1980 Oldsmobile Omega Coupe with front-wheel drive. (Bud Wells photo)
1980 Oldsmobile Omega Coupe with front-wheel drive. (Bud Wells photo)

Thirty-five years ago this month, when the movement to front-wheel-drive cars was beginning to really roll in Colorado, I reviewed in Denver the 1980 Oldsmobile Omega Brougham Coupe. Here are some excerpts from that column:

Oldsmobile, builder of the longtime hot-selling Cutlass, has another hit on its hands. The model name, Omega, isn’t new, but the car is, and what a reception it has had in the showroom. Some persons are waiting several months to get their hands on these ’80 models, which were introduced in late April.

What’s so different about the new one? It’s got the good-handling front-wheel-drive setup, for one thing, and offers a choice of transverse-mounted 4-cylinder of V-6 engines which produce gas mileage figures out of reach of the older Omegas.

Driving of a V-6-powered Omega Brougham Coupe with automatic transmission on a straight highway run recorded impressive fuel mileage of 32.2 miles per gallon. However, mileage took a sizable drop to 20.3 when air conditioning was used on a half-highway, half-town test.

The automatic transmission shifted smoother with the V-6 than in similar cars (Buick Skylark, Pontiac Phoenix, Chevrolet Citation) tested earlier with 4-cylinder engines. The Olds V-6 engine, 2.8-liter (173 cubic inches) in size, produced good power. It develops 115 horsepower, with compression ratio of 8.5 to 1.

Base price of the Brougham Coupe is $5,014, which includes such standard items as an AM radio, rack-and-pinion steering, maintenance-free wheel bearings, radial tires and inside hood release. Optional equipment, in addition to the V-6 and automatic transmission, included air conditioning for $527, vinyl landau roof $167, power steering $153, power front disc brakes $71, whitewall tires $39, dual horn $8, power antenna $44, power side windows $123 and electric rear-window defroster $93. Total window-sticker price was $8,105.

The 2,560-pound auto is 750 pounds lighter than last year’s Omega and is 6 inches shorter in wheelbase. The smaller engines, lighter bumpers and new front and rear suspension systems added to the weight reduction.

 

 

Volkswagen CC detours to bike path

The 2014 Volkswagen CC R-Line near finish of Pedal the Plains in Wiggins. (Bud Wells photos)
The 2014 Volkswagen CC R-Line near finish of Pedal the Plains in Wiggins. (Bud Wells photos)

Riders on bike brands such as Trek, Specialized, Giant, Felt and others rolled into Wiggins Sunday morning, concluding the three-day Pedal the Plains in northeastern Colorado.

My ride was the 2014 Volkswagen CC R-Line, a sleek, low-slung midsize sport sedan. It carried Jan and me to downtown Wiggins in time to see some of the early finishers in the bike festivities.

Fred Citta of Gering, Neb., on his Specialized Roubaix, covered the 66-mile route from Sterling to Wiggins in just over 4 hours. The weather was breezy and cooler on Sunday; he said he preferred to ride in the hotter 85 to 90-degree weather which the bicyclists experienced on Friday and Saturday.

Citta was among 1,000 riders from 26 states who participated in the three-day, 175-mile course. It began in Wiggins on Friday with stopover that night in Fort Morgan, then to Brush Saturday morning and on to Sterling, where the annual Sugar Beet Days drew large crowds to Logan County Courthouse Square.

Fred Citta, of Gering, Neb., rides Specialized Roubaix bike.
Fred Citta, of Gering, Neb., rides Specialized Roubaix bike.

The Volkswagen we were driving carries a price tag of $33,890, not bad for a well-equipped midsize model. Under its hood is a 200-horsepower, 2.0-liter 4-cylinder turbocharged engine and a 6-speed manual transmission. It is a smooth handler, of front-wheel-drive configuration. Engine refinement has overcome most turbo lag of the 4-cylinder.

The stylish CC originated six years ago as part of the VW Passat line. It is so coupelike that VW calls it a Comfort Coupe, from which the CC designation comes. It’s not a coupe, though, for it has four doors. Its overall height of only 55.8 inches is almost 3 inches lower than that of the Passat.

The CC is considered a separate model from the Passat. Though it retains the same platform, the Passat two years ago moved to a large architecture and is 3 inches longer in overall length than the CC.

A CC delight is its two-tone interior, highlighted by a desert beige finish, much brighter than the more-often-used dark interiors of German products. The contoured seats are cushioned very comfortably in leatherette.

The VW CC interior is attractive in light-color finish.
The VW CC interior is attractive in light-color finish.

The car’s center stack screen for navigation, audio and backup camera is far too small for comprehension-at-a-glance.

A sport bumper is part of the R-Line trim package, along with large lower air intake, projector-style foglights, side skirts, door sill logos and 18-inch alloy wheels.

The CC’s little turbocharged engine and manual transmission earned an EPA estimate of 32 miles per gallon in highway driving; premium fuel is recommended. I posted an overall average of 28.7 with it, benefited by a Friday night drive to the impressive, old Grant-Humphreys Mansion in Denver for a wedding ceremony for Kyle Lock and David Ruygrok, and the trip out northeast to view the Pedal the Plains finish.

Included in addition to the aforementioned amenities for the $33,000 CC are Bluetooth connectivity, bi-xenon headlights and LED daytime running lights, dual-zone climate control, heated front seats, cruise control, trip computer, automatic headlights and intermittent wipers with rain sense.

Few changes or upgrades will be made to the 2015 version of the VW CC.

Here are the ’14 Volkswagen CC R-Line specifications:

  • Wheelbase 106.7 inches
  • Length 188.9 inches
  • Width 73 inches
  • Height 55.8 inches
  • Curb Weight 3,358 pounds
  • Track 61.1 inches front, 61.4 rear
  • Ground Clearance 5 inches
  • Turn Circle 37.4 feet
  • Drivetrain Front-wheel-drive
  • Engine 2.0-liter turbocharged 4-cylinder
  • Horsepower/Torque 200/207
  • Transmission 6-speed manual
  • Steering electromechanical power
  • Fuel mileage estimate 21/32
  • Fuel mileage average 28.7
  • Fuel Tank 18.5 gallons
  • Wheels 18-inch
  • Cargo Volume 13.2 cubic feet
  • Warranty 3 years/36,000 miles basic, 5/60,000 powertrain

Competitors Nissan Maxima, Toyota Avalon, Volvo S60, Ford Fusion, Chrysler 200

Assembly Plant Emden, Germany

Parts Content Germany 62%, U.S./Canadian 1%

Base Price of Lowest Model $31,795; Base Pice of Review Model $33,025; Destination Charge $865; Sticker Price $33,890.

Bike riders at finish of Pedal the Plains in Wiggins.
Bike riders at finish of Pedal the Plains in Wiggins.

 

Owen Faricy dies; onetime Nash dealer

Owen Faricy
Owen Faricy

Owen Faricy of Colorado Springs, an award-winning Nash dealer in Pueblo almost 70 years ago, died Saturday, Sept. 13. He would have been 93 next month.

Owen Faricy, born and reared at Florence, went to work for Jackson Chevrolet in Pueblo as an 18-year-old kid in 1940. He opened a used-car lot at Pueblo on Jan. 2, 1942, and obtained the Nash franchise there in 1945. Two years after opening, Faricy had earned the Nash 10 Point Award.

Faricy, whose brother Roland worked with him, later opened a Hudson dealership in another building. Owen Faricy was a member of National Dealer Councils for both Nash and Hudson, and in 1954 was one of 27 dealers to meet in California with George Romney and Roy Abernathy to plan the merger of Nash and Hudson into American Motors.

In 1955, he bought out a Packard dealership in Colorado Springs and turned the building into an American Motors store. Faricy had moved to Colorado Springs and sold the Pueblo business to his brother, Roland.

Owen Faricy stayed active in the Colorado Springs business, which became a Chrysler Jeep store, until retiring in 1990, when sons Mike and Joe assumed leadership. Second and third-generations of the Faricy family today operate the Chrysler/Jeep business at Colorado Springs and Ford/Lincoln at Canon City.

Nash’s top award presented to Owen Faricy Motor Co. in Pueblo in 1947.
Nash’s top award presented to Owen Faricy Motor Co. in Pueblo in 1947.

 

 

 

Honda’s 2015 subcompact is excellent Fit

The 2015 Honda Fit, in mystic yellow, shone brightly at Shanahan’s Steakhouse. (Bud Wells photos)
The 2015 Honda Fit, in mystic yellow, shone brightly at Shanahan’s Steakhouse. (Bud Wells photos)

The little Honda Fit was a standout among the Lincolns and Audis and Chryslers on Sunday evening at Shanahan’s Steakhouse in southeast Denver.

Standout for the fact it was finished in mystic yellow, brighter than the others, and, also, it appeared to be the only 2015 model in the valet parking area. It’s no misfit.

For the ’15 model year, the Fit EX five-door hatchback rolls with increased power and efficiency and its interior is more spacious (measured in fractions of inches). The rake of its windshield has been lengthened to line up with the sloped hood for a better profile.

Parking the Fit is no problem, for the subcompact is one of the shorter cars on the market.

At Shanahan’s, Jan and I joined Brent and Tina Wells, Bill and Kathy Allen, Dale and Sandy Wells, Kurt and Tammy Wells and Kim Parker for dinner.

I drove the first Fit to come to Colorado, an ’07 model in June 2006. Little has changed with what I said about it nine years ago: “Hitting the Honda showrooms a few weeks back was a funny looking little car with few apparent familial ties to the stylish Civic. The 2007 Fit, a small hatchback from Japan, has a sloped nose with two big round headlights, small triangular windows at the base of the A pillars and an abruptly chopped-off rear hatch.”

The original Honda Fit, an ’07 model introduced in 2006.
The original Honda Fit, an ’07 model introduced in 2006.

Within four years, the overall length had been increased from 157.4 inches to 161.6, and the wheelbase from 96.5 inches to 98.4.

For the 2015 model year, the Fit’s wheelbase has gained another 1.2 inches, while its overall length has rolled back to an even 160 inches. The expanded wheelbase and snugged-up engine compartment lend a bit more space to the passenger compartment in the Honda. Honda has always bragged that it accommodates comfortably three adults in the rear seat; I say keep those shoulders squeezed in.

The Fit is still powered by a 1.5-liter, 4-cylinder engine; today’s version, however, has been improved with increased thermal efficiency and minimal friction through advancements which Honda refers to as “Earth Dreams Technology.” Output has been increased to 130 horsepower from 109 nine years ago, and maximum fuel mileage has reached into the high 30s. The engine performs somewhat noisily.

“Earth Dreams” engine technology.
“Earth Dreams” engine technology.

The review model I drove the past week was equipped with a 6-speed manual transmission; also available at an $800 price bump is a continuously variable transmission. Neither is quick, both are very efficient. We averaged 35.1 miles per gallon, boosted some by the 120-mile round-trip to Shanahan’s and back home. Good-looking alloy wheels are shod with Bridgestone Turanza 185/55R16 tires.

The new Fit is Japanese-based Honda’s first model for the U.S. to be assembled in Mexico.

Touchscreen audio controls aren’t super friendly; there are no audio knobs at the center stack, though button controls at the steering wheel are simple enough.

A new safety feature (LaneWatch), activated with the right-turn signal, gives an on-screen view of the car’s blind-side area.

Even with that, a power moonroof and rearview camera, the Fit’s sticker price remains a reasonable $18,225. The hatchback’s ride quality is among the best of subcompacts.

 

Here are the ’15 Honda Fit 5-door EX specifications:

  • Wheelbase 99 inches
  • Length 160 inches
  • Width 67 inches
  • Height 60 inches
  • Curb Weight 2,573 pounds
  • Track 58.3 inches front, 58 rear
  • Ground Clearance 5.9 inches
  • Turn Circle 35.1 feet
  • Drivetrain Front-wheel-drive
  • Engine 1.5-liter 4-cylinder
  • Horsepower/Torque 130/114
  • Transmission 6-speed manual
  • Steering electric power
  • Fuel mileage estimate 29/37
  • Fuel mileage average 35.1
  • Fuel Tank 10.6 gallons
  • Wheels 16-inch
  • Cargo Volume 16.6 cubic feet
  • Warranty 3 years/36,000 miles basic, 5/60,000 powertrain

Competitors Chevrolet Sonic, Ford Fiesta, Hyundai Accent, Mazda2, Nissan Versa, Toyota Yaris

Assembly Plant Celaya, Mexico

Parts Content Mexico 70%, U.S./Canadian 5%

Base Price of Lowest Model $15,525; Base Price of Review Model $18,225; Destination Charge $790; Sticker Price $18,225.

The Fit at Stranahan’s Colorado Whiskey, near downtown Denver, not to be confused with Shanahan’s.
The Fit at Stranahan’s Colorado Whiskey, near downtown Denver, not to be confused with Shanahan’s.
The Fit’s alloy wheels are impressive.
The Fit’s alloy wheels are impressive.
Taillights add prominence to the rear of Fit.
Taillights add prominence to the rear of Fit.

 

 

 

 

Memorable moments with Dodge

Photo copied from www.Dodge.com
Photo copied from www.Dodge.com

While Dodge celebrates its 100th anniversary this year, I look over the list of hundreds of new cars and trucks I’ve reviewed since the ‘70s and find that 80 have been of the Dodge brand.

The first was the little Omni in 1978, the most recent a 2014 Dodge Durango on a frigid (-11) morning in February.

Some of the more memorable include:

1978 Dodge Omni – Back in July of 1978, many of my Denver neighbors walked over into my driveway to take a look at Dodge’s new Omni. It was interesting, for one thing, for the fact its engine and transmission sat sideways under the hood. For another, it was of front-wheel-drive configuration. These were the early days of the American auto industry’s front-drive revolution in response to the gasoline shortages and price spikes of the ‘70s decade. Another unusual design for the Chrysler Corp. product was its suspension system. The company long had been a proponent of torsion bars for the front end and leaf springs on the rear, but the Omni had coil springs at all four wheels. The little four-door, weighing 2,200 pounds on a wheelbase of only 99 inches, averaged 30.6 miles per gallon on the highway with its 2.2-liter, 4-cylinder engine and 3-speed automatic transmission. Its base price of $3,804 was boosted to $5,490 with lots of options, including air conditioning, velour seats, undercoating and white-sidewall tires.

1981 Dodge Aries K Car – Dodge’s family-size car of the future in the spring of 1981 was the Aries K Car, offering outstanding economy, roomy interior and, like the Omni, front-wheel drive. I parked it beside a 1956 Dodge Royal four-door sedan, which I owned at the time; the Aries was 3 feet shorter in overall length. With a 2.2-liter, 4-cylinder engine and 4-speed manual transmission, the Aries recorded fuel mileages as high as 38.6 miles per gallon. Power steering was among options on the Aries, which carried a sticker price of $7,963.

The 1981 Dodge Aries parked beside a 1956 Dodge Royal four-door. (Bud Wells photo)
The 1981 Dodge Aries parked beside a 1956 Dodge Royal four-door. (Bud Wells photo)

1991 Dodge Grand Caravan – The Dodge Grand Caravan provided a Christmas holiday drive from Pueblo to Denver and back. With 2 ½ million of them down the road by ‘91, there was little fault to find with the front-wheel-drive minivans built by Chrysler Corp. Handling was better than expected with the extended-length van. Providing decent power was a 3.3-liter V-6 engine with 4-speed automatic transmission, which delivered an average of 23.8 miles per gallon of fuel. Sticker price was $20,836.

1998 Dodge Viper – There was nothing stronger in this country at that time, October of 1998. Under the hood of the Viper GTS coupe was a 488-cubic-inch, V-10 engine producing 450 horsepower and 490 pound-feet of torque. With a 6-speed manual transmission, it would run from 0 to 60 in about 4 seconds, according to Dodge officials, and would attain speeds in the 180s. I averaged 11.9 miles per gallon. With the addition of a $3,000 gas-guzzler tax, its sticker price reached $70,000.

2002 Dodge Viper plant – In late January 2002, a day after attending the North American International Auto Show in Detroit’s Cobo Hall, sons Dale and Brent and I toured the Conner Avenue Assembly Plant, where highly prized employees assembled by hand Dodge Vipers (production rate was eight Vipers per day). A highlight of the Conner visit was getting a peek at a restyled 2003 Viper atop a hoist in the factory. It showed up in the showrooms eight months later with a 505-cubic-inch, 500-horsepower V-10. Viper prices in 2002 began at $72,500. Red and yellow were the most popular colors.

From left, Dale, Bud and Brent Wells in the Dodge Viper factory in Detroit in 2002. (Conner Factory photo)
From left, Dale, Bud and Brent Wells in the Dodge Viper factory in Detroit in 2002. (Conner Factory photo)

2008 Dodge Challenger SRT8 – The Dodge Challenger returned, 35 years after it ended production of the original. The ’08 model was a two-door hardtop and looked much like the earlier one, with wide hood stripes and dual hood scoops, high-riding rear deck and chrome gas cap. The SRT8 was equipped with a big Hemi, the 425-horsepower, 6.1-liter V-8 (standard Hemi was 5.7-liter), which would run 0 to 60 in less than 5 seconds. With the low-end thrust and the sound of old out its dual tailpipes, it was awesome to drive. The original Challenger made its debut in the fall of 1969 as a ’70 model, and was built until April 1974. Almost 190,000 were sold, with engine choices of a 426-cubic-inch Hemi V-8, a 440 V-8, 383 V-8, 318 V-8 and Slant-6. The new Challenger, built on the platform of the Chrysler 300, was 6 inches longer than the ’70 Challenger, and weighed 450 pounds more.

The 2008 Dodge Challenger SRT8 at Mariana Buttes Golf Course near Loveland. (Bud Wells photo)
The 2008 Dodge Challenger SRT8 at Mariana Buttes Golf Course near Loveland. (Bud Wells photo)

2013 Dodge Dart – The Dart returns to Dodge showrooms after an absence of 37 years. The Limited edition, with sticker price of $25,065, drops right into the middle of the compact class, battling popular names such as Focus, Cruze, Civic and Corolla. Jan and I drove the Dart to Vail in the fall of ’12. The climb to Vail and, once there, the twisty roads made it an excellent test ground for new cars. The Dart is a merger product with Italy’s Fiat, which rescued Chrysler Group from its financial collapse of four years ago.

2014 Ram 1500 EcoDiesel – The long-awaited turbodiesel engine in a half-ton pickup showed up in late March this year, just in time for the annual Denver Auto Show. The 2014 Ram 1500 Outdoorsman Crew Cab 4X4, equipped with a 3.0-liter EcoDiesel V-6 and 8-speed automatic transmission, carried an EPA estimate of 27 miles per gallon on the highway. In 425 miles, more than 300 on the highway, it averaged 23.9 mpg. It performs with strong torque from its Italian-built diesel engine and smooth shifts from the German-developed transmission. The half-ton crew cab offers 9,250 pounds of tow capacity. An optional electronically controlled air suspension with the push of a button will adjust height of the pickup. Aero mode will drop ground clearance an inch for improved fuel economy at highway speeds, offroad preparation raises it for better clearance in rugged going, and park mode lowers the truck 2 inches for easier access and exit. Ram several years ago was made its own division separate from Dodge; many automotive followers still associate the two.

The 2014 Ram 1500 EcoDiesel Crew Cab. (Bud Wells photo)
The 2014 Ram 1500 EcoDiesel Crew Cab. (Bud Wells photo)

 

 

 

 

 

Dodge celebrates 100th anniversary

Dodge brothers Horace and John take ride in first 1914 Dodge automobile. (Dodge photos)
Dodge brothers Horace and John take ride in first 1914 Dodge automobile. (Dodge photos)

Dodge this summer is observing its 100th anniversary as an American car company.

Henry Ford provided the means for two Dodge brothers to eventually form their own automobile company, 100 years ago.

To lead off an historical look at the Dodge firm with a mention of Henry Ford is fitting, for Ford’s great success in the period from 1905 to 1914 was due in large part to Dodge brothers, Horace and John.

Horace, a skilled mechanic, and John, a brilliant financier, were considered the best machinists in Detroit. In fact, Ransom Eli Olds of Oldsmobile in 1902 contracted with the brothers to make transmissions for his curved-dash Oldsmobile.

Then Henry Ford, with a big idea but small funds, gave Horace and John a 10 percent stake in Ford Motor Company to join his venture. Dodge manufactured most every part of the early Fords except for the buckboard wooden seats and rubber tires.

Through the Ford share, the Dodges became wealthy, and in 1913 announced that they would stop building Model T’s and would design, build and sell their own car.

Dodge Brothers was formed in July of 1914 and on Nov. 14 of that year, the first Dodge rolled off the assembly line. It was the first with an all-steel body. “Better than the Model T in every way,” said Horace, “and only $100 more.”

A brief timeline for Dodge;

Dodge became part of Chrysler Corp. in 1928; Power Wagon trucks were introduced a decade later; the Red Ram Hemi was introduced in late 1952, the first V-8 for Dodge; push-button transmission showed up in ’56 and large tail fins in ’57; Richard Petty gave Dodge numerous wins in NASCAR racing; muscle cars in late ‘60s and early ‘70s were named Charger and Challenger; Omni in 1978 was first transverse-mounted front-wheel-drive vehicle in America; Dodge Caravan took control of the emerging minivan market in ’84; a preproduction Viper paced the Indy 500 in ’91. Lining up in the coming year is the Challenger SRT with a Hemi Hellcat engine of more than 600 horsepower.

Push-button drive appeared in 1956 Dodge.
Push-button drive appeared in 1956 Dodge.

One hundred years after the first ride by the Dodge brothers, the nameplate is represented by large dealerships all over the state, with recognizable names such as Cherry Creek Dodge and Christopher’s Dodge World. Some years back, a big store was Hugh Tighe Skyline Dodge and way back, beginning in the late 1930s and continuing for 40 years as a Dodge dealer was Markley Motors in Fort Collins, before becoming a General Motors operator.

Today, there are 26 Dodge dealerships in Colorado:

  • AutoNation Dodge in Centennial
  • AutoNation Dodge in Littleton
  • Berthod Dodge in Glenwood Springs
  • Brandon Dodge on Broadway in Denver
  • Cherry Creek Dodge in Denver
  • Christopher’s Dodge in Golden
  • City Auto Plaza in Canon City
  • Colorado Springs Dodge
  • Flower Motor Co., Montrose
  • Fort Collins Dodge
  • Grand Junction Dodge
  • John Elway Dodge in Greeley
  • Johnson Auto Plaza in Brighton
  • Korf Continental in Yuma
  • Limon Dodge
  • Medved Dodge in Castle Rock
  • Larry H. Miller Dodge in Thornton
  • Morehart Murphy Auto Center in Durango
  • New Country Auto Center in Cortez
  • Perkins Motor Co. in Colorado Springs
  • Pueblo Dodge
  • Steamboat Motors in Steamboat Springs
  • Valley Dodge in Boulder
  • Victory Motors in Craig
  • Vista Dodge in Silverthorne
  • Wolf Auto Center in Sterling
1987 Dodge Caravan shows its extended length.
1987 Dodge Caravan shows its extended length.

 

 

Supercharge guides Audi S4 to lofty level

The 2014 Audi S4 quattro in Boulder Canyon. (Bud Wells photos)
The 2014 Audi S4 quattro in Boulder Canyon. (Bud Wells photos)

Grip the small, flat-bottom sport steering wheel, push down the accelerator pedal and feel the immediate surge of power in the 2014 Audi S4 quattro.

Audi has replaced the S4’s former V-8 engine with a supercharged 3.0-liter V-6, mated to a 6-speed manual transmission (a 7-speed automatic is optional), churning out 333 horsepower and 326 lb.-ft. of torque.

The 3,850-pound sedan, in dynamic drive mode, was an impressive handler with precise steering in a drive up Boulder Canyon to Nederland and back on Saturday.

The supercharged power, belt-driven, comes on more smoothly than does the exhaust-driven turbocharging systems.

In developing the new engine for the S4, Audi engineers tested the supercharging setup against that of twin-turbo configuration; the supercharger drew favor for more responsiveness, as well as the fact it is more compact for a better fit between the cylinder banks. It is an Eaton Roots-type supercharger with two water-to-air intercoolers integrated into its housing.

Underhood, once for V-8, now houses supercharged V-6
Underhood, once for V-8, now houses supercharged V-6

Turley’s in Boulder was the choice for a late-morning brunch stop for four of us. Kim Parker was treating Ruth Davis, honoring her grandmother’s 94th birthday. Jan, of course, was my seatmate.

While a basic Audi A4 quattro begins in price around $35,000, the S4 review model carried sticker value of $56,045. The difference, primarily, is the supercharged V-6 engine compared with the A4’s turbocharged 4-cylinder, and the superb upgraded handling package in the S4. A tendency toward a bit of understeer in the A4 is overcome with the dynamic drive mode, which tightens steering and shores up suspension.

Titanium-finished five-arm rotor-design wheels (19-inch) were part of a $1,300 black optic package which added attraction to the misano red pearl exterior. The S4 rides on Continental ContiSportContact 255/35ZR19 tires.

Inside, S sport seats with deeply bolstered backs were dressed up in leather and alcantra. Relatively lengthy rear seat cushions added comfort in the rear. Supporting navigation with voice control were premium sound audio, AM/FM/Sirius/CD with SD card reader and music interface with iPod cable.

Three hundred miles of driving, half of that enroute to Nederland and back, averaged 22.2 miles per gallon. The S4’s EPA estimate is 17/26. Here are the ’14 Audi S4 quattro specifications:

  • Wheelbase 110.7 inches
  • Length 185.7 inches
  • Width 72 inches
  • Height 55.4 inches
  • Curb Weight 3,847 pounds
  • Track 61.1inches front, 60.6 rear
  • Ground Clearance 7.1 inches
  • Turn Circle 37.7 feet
  • Drivetrain All-wheel-drive
  • Engine 3.0-liter supercharged V-6
  • Horsepower/Torque 333/326
  • Transmission 6-speed manual
  • Steering electromechanical speed-sensitive
  • Fuel mileage estimate 17/26
  • Fuel mileage average 22.2
  • Fuel Tank 16.9 gallons
  • Wheels 19-inch
  • Cargo Volume 12.4 cubic feet
  • Warranty 4 years/50,000 miles basic, 4/50,000 powertrain

Competitors BMW M3, Cadillac CTS-V sport, Mercedes-Benz C63 AMG Assembly Plant Ingolstadt, Germany Parts Content Germany 75%, U.S./Canadian 1% Base Price of Lowest Model $34,700; Base Price of Review Model $48,100; Destination Charge $895; Sticker Price $56,045.

The large grille identifies an Audi.
The large grille identifies an Audi.

Back then . . . 1994, Elway’s Dodge Viper

ElwayViper92

John Elway in an original 1992 Dodge Viper in 1994. (Colorado Car Book)
John Elway in an original 1992 Dodge Viper in 1994. (Colorado Car Book)

 

 

 

Twenty years ago this summer, in 1994, I interviewed John Elway regarding his Dodge Viper, one of 189 numbered models of the original Viper. Excerpts:

John Elway, owner of the ultimate performance car – a rare Dodge Viper – won’t part with the car. He and Rod Buscher, his partner, will sell you a performance car – a Toyota Supra Turbo, a Nissan 300ZX or a Mazda RX-7. But the Viper? Forget it. Elway would sooner just buy a Dodge dealership then get rid of the Viper. Buscher said they really would like a Dodge dealership, or Ford or General Motors, “but these days there are few available.”

The V-10-powered Viper is the quickest production car sold in this country. I’ve not driven one; the quickest I’ve driven this year have been the Toyota Supra Turbo, the turbo-powered Saab Aero and the Chevrolet Corvette. Elway bought his Viper from Doug Moreland at Cherry Creek Dodge in 1992 when only 189 numbered models were sold. He’s driven the car only 965 miles, “most of that has been taking the kids for rides,” he said. “They (Jessica, Jordan, Jack and Juliana) really enjoy the car.” Elway’s main means of transportation is a Mercedes-Benz 500SEL four-door. His wife Janet switches between a Mazda MPV minivan and a Toyota Camry wagon.

Elway, the top quarterback in the National Football League, said he tries to spend at least two days a week at his dealerships. “With my other commitments, that’s about all I can do and still have time for my family,” he said. We didn’t talk football, but at the end of our conversation when I suggested we cover some ground, he in his Viper and me in the Corvette I had borrowed, Elway said: “I’ll pass.”

Plan to use C-Max to see Todd falls flat

The 2014 Ford C-Max Energi, shut down by a punctured tire. (Bud Wells photos)
The 2014 Ford C-Max Energi, shut down by a punctured tire. (Bud Wells photos)

A Sunday test of the 2014 Ford C-Max Energi plug-in would have been perfect – a drive to Coors Field in Denver for the Colorado Rockies’ retirement of Todd Helton’s No. 17 jersey.

A flat tire, though, threw a wrench into that.

Somewhere along the streets in a Saturday morning drive of a couple miles to Panera Bread, with Jan and her mother, Ruth Davis, as my passengers, the short end of a 5-inch hex (or allen) L-wrench pushed its way through the inner sidewall of the C-Max’s right rear tire, a Michelin P225/50R17.

No air was yet escaping, but the problem revealed itself by the noise of the long end of the wrench scraping the road surface each revolution of the wheel.

The culprit, a 5-inch hex L-wrench.
The culprit, a 5-inch hex L-wrench.

So, we headed toward home, for, you see, the C-Max has no spare tire. The car’s large battery pack fills the rear area where a spare would normally be stored.

What the C-Max does have, in place of a spare, is a sealant compound in a canister and an air compressor to inflate the tire; the temporary mobility kit is beneath the front passenger seat.

Even with that, we were stymied again, for Ford says the kit can be used only to seal punctures within the tire tread, not in the sidewall.

Arriving home, with the right rear tire near-flat, I parked the Ford in my garage.

Sitting next to it, in Jan’s reserved spot, was the C280 4Matic sedan (with spare), which carried Jan and me, along with Dale Wells, to Denver on Sunday for the tribute to Helton, and the doubleheader win over the Cincinnati Reds.

Ford Roadside Assistance rescued the hobbled C-Max on Monday.

The C-Max, a compact wagon based on the architecture of the Ford Focus, was introduced two years ago as a gas/electric hybrid, as well as the Energi version, which gets extended range with a plug-in electric system.

Ford says the Energi will run up to 21 miles on fully electric power before the hybrid setup kicks in. The one I drove Friday and Saturday averaged 47.4 miles per gallon for 65 miles, of which 18 were fully electric charge. The battery pack can be recharged overnight.

The C-Max carried a sticker price of $37,220; base price is $32,920. The price boost added navigation, premium audio, rearview camera and power liftgate.

 

A Coors Field view of Todd Helton’s retired No. 17, beside those for the late Jackie Robinson and Keli McGregor. (Jan Wells photo)
A Coors Field view of Todd Helton’s retired No. 17, beside those for the late Jackie Robinson and Keli McGregor. (Jan Wells photo)

 

 

 

 

 

’14 Stingray shows 7-speed manual, rev match

The 2014 Stingray, seventh-generation Corvette. (Bud Wells photos)
The 2014 Stingray, seventh-generation Corvette. (Bud Wells photos)

 

I was there (in Detroit) in January 2013 when General Motors unveiled “the new Vette.” Nineteen months later, I’ve driven it.

To drive the 2014 Corvette Stingray Coupe is damned exciting; that’s an understatement, particularly for the fact the 455-horsepower, 6.2-liter V-8 engine is mated to a 7-speed manual transmission with Active Rev Matching technology.

All Stingrays with 7-speed manuals come with the rev match, which, engaged by paddles on either side of the steering wheel, blips the throttle to match engine rpm to the wheel speed for a seamless downshift. I remember as a high schooler double-clutching the 3-speed manual in my ’48 Ford V-8 to avoid grinding of the gears; oh, how those duals bellered. Same with the Vette; of course, my recollection was the dark ages; the Stingray is today’s high-tech scene.

Driver cockpit for the new Stingray.
Driver cockpit for the new Stingray.

As the clutch is pushed and the shift lever is moved to a lower gear, the driver hears the instantaneous bump of the rpm, then an amazingly smooth shift – no shake, no shudder.

The 2014 Corvette C-7 is the seventh generation, showing up 60 years after the original 1953 C-1.

I was one of 1,200 persons who filed in out of the rain at the old Russell Industrial Center in Detroit on the night of Jan. 13, 2013, for the unveiling of the new Corvette, to be known as the Stingray. It was the eve of the North American International Auto Show. Such a crowd, shoulder to shoulder much of the evening, yet I bumped almost square into and had a nice, short visit with Bob Lutz, the former GM car boss.

Since then, it’s been almost enough to simply look at the sharp lines in the Stingray. The chance to drive one finally came last week, in a two-passenger coupe finished in velocity yellow tintcoat and with a roof panel that can be lifted off with the release of three latch handles. And, another fine touch, the addition of custom-painted yellow brake calipers in the wheels, a $595 option. The Stingray’s sticker was $62,465.

A drive-mode dial selector in the center console lends the Stingray driver access to five modes, including weather, eco, tour, sport and track, with changes in each mode noticeable for shift patterns, throttle control, suspension stiffness, rigidity of chassis, steering tightness, traction control and exhaust sound.

I did most of my driving in Touring and Sport modes. Touring is the default or normal set, Sport firms up the suspension and tightens the steering and display gauges for oil pressure and oil temperature. The Track mode is for the race track. Eco is for more mild response and fuel-efficiency, while Weather is geared for better takeoff in snow and rain.

While in the Eco mode, the Active Fuel Management system allows the small-block V-8 to effectively turn into a more fuel-efficient V-4 in low-load driving situations, such as cruising along a flat highway. With the shutdown of 4 cylinders, the engine becomes a 3.1-liter 4-cylinder; an incline or the least bit of added pressure to the accelerator instantly resumes the 8-cylinder power. At highway speeds, the switch to 4-cylinder power isn’t noticeable.

Chevy Corvette engineers claim that full use of the Eco mode will often deliver fuel mileage as high as 30. Would a person really want to buy this wonderful machine, which some consider a world class sports car, and leave it fully in the Eco drive? Probably not. My overall average was 19.4 mpg, which included acceleration tests and use of the rev match system.

Black-painted aluminum wheels are 19-inch in front and 20 at the rear, with Michelin tire sizes of 245/35ZR19 in front and P285/30ZR20 in the rear. Do the math on those – they’re low, low-profile performance tires.

Yellow-painted brake calipers are a highlight.
Yellow-painted brake calipers are a highlight.

The only other 7-speed manual in the sports car world is the Porsche, with its 911 Carrera. The Vette’s 460 lb.-ft. of torque is about the same as the ratings for the Jaguar F-Type S and the Nissan GT-R, though the Jag and Nissan top it in horsepower, with 495 and 545, respectively.

The Stingray setup will run 0 to 60 in under 4 seconds; add its four-outlet, tuned exhaust at the center of the rear bumper, and, no, it’s not a quiet interior.

The 2014 Corvette is an inch longer in wheelbase and overall length than the ’13 version.

Bose touchscreen audio with Bluetooth, USB and input jack, along with GT leather bucket seats, dual-zone air conditioning, Z51 performance package, driver information center and the removable roof panel were standard items. Almost $8,000 in options on the Stingray review model included magnetic ride control, multimode exhaust, spoiler, the yellow tintcoat, the black wheels and sueded microfiber-wrapped seat inserts, steering wheel and shifter.

Also available in the new Stingray is a paddle-shifting 6-speed automatic transmission.

Here are the ’14 Corvette Stingray Coupe specifications:

  • Wheelbase 106.7 inches
  • Length 176.9 inches
  • Width 73.9 inches
  • Height 48.8 inches
  • Curb Weight 3,342 pounds
  • Track 63 inches front, 61.7 rear
  • Ground Clearance N.A.
  • Turn Circle 37.7 feet
  • Drivetrain Rear-wheel-drive
  • Engine 6.2-liter V-8
  • Horsepower/Torque 455/460
  • Transmission 7-speed manual
  • Fuel mileage estimate 17/29
  • Fuel mileage average 19.4
  • Fuel Tank 18.5 gallons
  • Wheels 19-inch front, 20-inch rear
  • Cargo Volume 15 cubic feet
  • Warranty 3 years/36,000 miles basic, 5/100,000 powertrain
  • Competitors Porsche 911, Jaguar F-Type, Nissan GT-R, Dodge Viper
  • Assembly Plant Bowling Green, Ky.
  • Parts Content U.S./Canadian 75%

Base Price of Lowest Model $53,900; Base Price of Review Model $53,900; Destination Charge $995; Sticker Price $62,465.

The Stingray with its roof panel removed.
The Stingray with its roof panel removed.
The new ’14 Vette’s stylish side view.
Four-outlet exhaust alters tone with driving mode.
Four-outlet exhaust alters tone with driving mode.

 

Most distinctive front ever for a Corvette.
Most distinctive front ever for a Corvette.