Yearly Archives: 2016

New luxury division Genesis goes bigtime

Hitting the streets of Denver recently is the new luxury contender, the 2017 Genesis G90. (Bud Wells photo)

Opportunity fell my way one day recently to drive all over the Denver metro area the first new luxury sedan introduced into this country in more than 10 years.

It’s the 2017 (Hyundai) Genesis G90, which is aimed at those German giants Mercedes-Benz, BMW and Audi. Full-size luxury, no less.

Is it possible Hyundai, the Korean builder of small, economical cars, can compete in the exclusive, high-end world of automobiles?

“It’s all about value,” said Vince Armijo, general manager of McDonald Hyundai, as he handed me the keys to a caspian black G90 all-wheel-drive four-door, showing only a couple hundred miles on its odometer.

Up front on the long, sleek sedan is a large grille that resembles that of an Audi. The G90 stretches to 204.9 inches in overall length, only an inch and a half shorter than the BMW 740xi and Mercedes S550 4Matic.

“Our new one measures up in every way to those two $100,000-plus automobiles,” said Armijo. Look at our sticker. I did ‑ $71,550.

That indicates the G90 can compete not only with the top-level luxuries, also those a step down, such as the Lexus LS460, Mercedes E Class, BMW 5 series and the Jaguars.

Under the hood of the Genesis is a twin-turbocharged 3.3-liter V-6 engine developing 365 horsepower and 376 lb.-ft. of torque. It’s strong in performance, not instantly, but at midrange, when the power comes on with a rush. An 8-speed automatic transmission is quick and smooth in shifts and can be more closely controlled with paddle shifters on the steering wheel. Responses of the transmission, throttle, suspension, steering and stability control can be altered with Hyundai’s Intelligent Drive Mode between Eco, Smart, Sport and Individual settings.

Also available is a 5.0-liter, direct-injected V-8 producing 420 horsepower.

The V-6, though, handled the 4,800-pound four-door in impressive fashion, as I drove it all over the area, from Brighton at the north to the Denver Dumb Friends League at the south. It averaged 21 miles per gallon of premium fuel.

The new Genesis G90 sedan offers plush interior. (Hyundai)

The interior is plush, with finely stitched nappa leather and a headliner of suede. Power sunscreens add comfort at the rear window and rear side windows. Put the car’s shifter in reverse with the back-window screen in place, and the screen automatically lowers to open up the reverse view. Move shifter back to drive and the back screen moves up into place again.

Among safety innovation for the G90 are automatic emergency braking with pedestrian detection, smart blind-spot detection, lane-departure warning and driver-attention alert.

A wide display screen for navigation and audio is a Genesis interior highlight. (Hyundai)

Also included in the $71,550 sticker price are heated and cooled front seats, navigation and Lexicon 17-speaker surround-sound with 12.3-inch display screen, multiview camera front and rear, head-up display, power door closures, three-zone automatic climate control.

The creation of the Genesis G90 for the luxury division came after Hyundai a year ago halted production of two large standard autos, the original Genesis and Equus.

Added to the Genesis line also is a G80 midsize sedan, smaller than the G90.

The G90 will be sold only by Genesis dealers, of which McDonald’s is one of two in Denver awarded the honor.

McDonald Automotive Group dates back more than 50 years in Denver, when Doug McDonald came to town and opened a Volkswagen dealership. Added since are stores for Audi, Volvo, Mazda and Hyundai.

Doug McDonald was chosen Colorado Time Dealer of the Year in 1991.

Buick LaCrosse AWD challenges 300, Taurus

The 2017 Buick LaCrosse Premium AWD sedan is longer, lower, wider and lighter in weight than a year ago. (Bud Wells photos)

In days long gone, majority of sales successes in the automotive market of the U.S. were spurred by new models of the Big Three – General Motors, Ford and Chrysler.

A few of those standouts remain, such as the Mustang/Camaro/Challenger competition.

And, of course, the intense domination of the full-size truck market by Ford/GM/Ram.

Another has emerged, this one close to home right here in Colorado.

The arrival of the third-generation 2017 Buick LaCrosse Premium all-wheel-drive sedan gave me pause to celebrate it.

To this point into 2017, it is a true Big Three battle aimed almost specifically at our state’s wintertime drives; it’s the full-size, all-wheel-drive-sedan comparison of the Buick LaCrosse, Ford Taurus and Chrysler 300 (and stablemate Dodge Charger).

For much of the rest of the country where there is less demand for AWD vehicles, the full-size market is a scramble with addition of Toyota Avalon, Chevy Impala, Kia Cadenza, Nissan Maxima, Volkswagen Passat, models which offer no AWD option.

While driving skill is primary, the addition of an all-wheel-drive option to large sedans is a secondary edge that increases security in this tough-driving part of the country. An example of the importance placed on the AWD security is that of Chrysler 300 sales nationally last year, 27 percent were equipped with the four-wheel mode; of Chrysler 300 sales in the Denver/Colorado region, 77 percent were with AWD.

Buick dealers in the Denver metro area have seen increased showroom attention drawn by the newest LaCrosse with AWD.

The new LaCrosse has grown by 3 inches in wheelbase and an inch overall, yet has shed pounds to a svelte curb weight of 3,840 in its AWD form, 300 lighter than a year ago. It sits lower and is a bit wider.

The Buick is equipped with a new five-link rear suspension, sharing a platform with the Cadillac XT5 I reviewed two weeks ago as my 2,000th new vehicle driven in the past 40 years. Also like the XT5, the LaCrosse uses a 310-horsepower, 3.6-liter V-6 engine tied to an 8-speed automatic transmission with a small electronic shifter and stop/start technology

A roomy, beautifully finished interior is very quiet and its head-up display is one of the most colorful I’ve viewed. The switch to the electronic by-wire shifter creates a floating console with good-sized storage space beneath.

The Buick, on a 10-degree night with snow and ice on the ground, carried Jan and me to Denver for the annual Christmas party of the Rocky Mountain Automotive Press (RMAP) in the Bud Wells Board Room of the Colorado Automobile Dealers’ Bill Barrow Building at Speer and Grant.

David Muramoto and Tim Jackson at Rocky Mountain Automotive Press party.

David Muramoto has begun his second year as president of RMAP and shared the podium with Tim Jackson, head of the Colorado Automobile Dealers Association. Jackson referred to a 26 percent jump in new-car sales in Colorado in October, then appeared to be looking forward to a “possible wild ride ahead” with many new products, continued pent-up demand among consumers and change in political climate.

The high-end Acura NSX hybrid sports car and powerful Ram Rebel 4-by-4 pickup earned recognition from Muramoto for being voted “best onroad vehicle” and “best offroad vehicle”, respectively, selected by RMAP members in a driving extravaganza at Devil’s Thumb Ranch near Tabernash in September.

The Buick, built in Detroit, did well in the snow, with little slipping or sliding in its AWD setup. It averaged 23.6 miles per gallon during a cold, snowy week. It has no fuel-filler cap beneath the fender flap, thus it has joined Ford and Chrysler in that offering. A small button for engaging the heated steering wheel is positioned in the mix of controls for the active cruise and is, while driving in the dark, easy to be pushed unknowingly until the wheel begins to heat. The LaCrosse rode on Continental ProContact 235/50R18 tires.

With such additions as front automatic braking, pedestrian-detection, 4G LTE in-car wi-fi, navigation and Bose audio, the LaCrosse’s sticker price reached $48,970.

 

KIA CADENZA

An 8-speed automatic transmission has been added to the Kia Cadenza for ’17.

The Kia Cadenza, a full-size, front-wheel-drive sedan built in Seoul, South Korea, was introduced to the U.S. market for the 2014 model year.

The Cadenza is 2 inches shorter than the Buick, both in wheelbase and overall length.

Like the Buick, the Cadenza has acquired a new 8-speed automatic transmission, replacing its former 6-speed. With its 290-horsepower, 3.3-liter V-6 engine, the Kia is not particularly strong on takeoff, then moves very responsively in midrange torque.

Nicely quilted and perforated nappa leather seats, finished in white, are comfortable and bright. A 14-speaker harmon/kardon audio system is a highlight.

Though the concave grille has stirred remarks, both favorable and unfavorable, the exterior finish is sleek and smooth from that point rearward. The “intaglio” grille is of faceted blades vertically across the front and curved toward the engine compartment.

The Cadenza weighs approximately 3,700 pounds on a wheelbase of 112.4 inches.  It averaged 23.4 miles per gallon (EPA estimate 20/28).  It rides on Michelin 245/40R19 tires.

Pricing for the Cadenza begins at $32,890 for the base model and $39,890 for the Technology edition.

Sticker price on the review model, the SX-L, was $46,240, including intelligent cruise control, surround-view camera, blind-spot monitoring, head-up display, power trunk lid and heated outboard rear seats.

Tacoma TRD Pro awaits fresh competition

The beefed-up 2017 Toyota Tacoma TRD Pro 4X4 Double Cab is at home in the brush. (Bud Wells photos)
The beefed-up 2017 Toyota Tacoma TRD Pro 4X4 Double Cab is at home in the brush. (Bud Wells photos)

One of the many outstanding models unveiled at the LA Auto Show is the Chevy Colorado ZR2 offroad compact pickup, expected to go on sale in early 2017.

Already down the road in these parts, though, waiting for arrival of competition such as the ZR2, is Toyota’s new entry into that rugged category, the 2017 Tacoma TRD Pro 4X4 Double Cab.

The TRD Pro showed up this fall, an enhanced package upgraded from the Tacoma TRD Off-Road unit.

An internal bypass coil-over-shock setup, with dampers featuring 2.5-inch aluminum housings, lends a 1-inch suspension lift. Adding to the increased ride height are beefed-up rear leaf springs.

Its exterior finish in a color called “cement” drew comments split evenly between favorable/unfavorable. Accenting the light color is a prominent Toyota heritage-inspired front grille, blacked-out hood scoop, black fender flares, TRD black alloy wheels with Goodyear Wrangler All-Terrain Adventure 265/70R16 tires.

Toyota’s old 4.0-liter V-6 has been replaced with the new Atkinson-cycle 3.5 V-6 which adds direct-injection when more revs are needed to deliver more power. Horsepower has increased to 278 from 236, and torque is rated at 265 lb.-ft. A 6-speed automatic transmission offers quicker and smoother shifts than the former 5-speed. The TRD Pro is also available with a 6-speed manual transmission.

The review model delivered to me was equipped with the automatic, which teamed well with the V-6 in two-wheel drive, four-wheel drive and four-wheel low range. The transfer case and automatic limited-slip differential are electronically controlled. The push of a “crawl” button in 4Lo allowed me to guide the Tacoma downslope in tough terrain at about 3 miles per hour without braking. A Multi-Terrain Select system offers a five-mode regulation of wheelspin.

Interesting is an integrated inclinometer or tilt gauge showing angles of slopes in side roll and front and  rear pitch while offroading in uneven terrain.

My offroading venture lowered the Tacoma’s overall fuel mileage average to 17.6; its EPA estimate is 18/23.

Built at the Toyota truck plant in San Antonio, the Tacoma TRD Pro is a heavyweight at 4,450 pounds on a wheelbase of 127.4 inches.

Driver and passenger enjoy fairly roomy front-seat area, though rear-seat legroom is tight. Leather-trimmed front seats are heated. TRD Pro logos decorate the headrests. Highlighting interior accommodations are Entune Pemium Audio with integrated navigation and Bluetooth. The pickup’s 5-foot bed is accessed readily with an easy-drop tailgate.

An easy-drop tailgate lends access to a 5-foot bed.
An easy-drop tailgate lends access to a 5-foot bed.

The tougher build of the TRD Pro comes with a price jump. Optional items such as glass-breaking sensor, paint-protection film, mudguards and bed mat added to the base price of $42,760 lifted the sticker total to $45,087.

Eleven months ago, in December, with outdoor temp at 20 degrees and snow on the ground, I drove a 2016 Toyota Tacoma TRD 4X4 Sport Double Cab to the Terry Bison Ranch just across the state line into Wyoming.

That Tacoma, fairly well-equipped, was $10,000 cheaper at $35,280, than this week’s TRD Pro. With the same 3.5 engine and 6-speed automatic transmission, it performed more briskly than the beefed-up TRD Pro. The ’16 model averaged 20.2 miles per gallon.

Cadillac XT5 rolls up for Bud’s 2,000th drive

The 2017 Cadillac XT5 3.6L Platinum crossover. (Bud Wells photo)
The 2017 Cadillac XT5 3.6L Platinum crossover. (Bud Wells photo)

The approach of December found me at the wheel of the new 2017 Cadillac XT5, the high-end Platinum edition finished in stellar black metallic – seemingly sparkling for the occasion.

It is the 2,000th new car, truck or SUV I’ve driven and reviewed, dating back into the 1970s.

Thirty-nine years ago this month, it was Christmas Eve 1977, I drove away from Jim McDonough and the long-since-gone Griffith Chrysler Plymouth in Northglenn in a new Chrysler Cordoba. That started it.

When Todd Maul, managing partner of John Elway Dealerships, in a recent discussion offered the loan of a new Cadillac for pick up on Monday at John Elway Cadillac of Park Meadows, the vehicle was No. 2,000 for me, falling right after a BMW i3 electric and just before a Nissan Pathfinder.

The SRX (first-generation photo) has been replaced by the new XT5 in the Cadillac lineup. (Bud Wells)
The SRX (first-generation photo) has been replaced by the new XT5 in the Cadillac lineup. (Bud Wells)

The XT5, which was my choice of several possibilities in the Cadillac line, is a new midsize crossover, succeeding the SRX of the past 12 years. It is of 112.5-inch wheelbase, 2 inches longer than that of the SRX. The XT5’s overall length is a bit shorter than the old model, yet it is roomier in both rear-seat and cargo space. The ’17 model is 100 pounds lighter than the SRX.

Gavin Pierce, general manager/partner of Elway Cadillac, selected the loaded Platinum edition for me, and Stefan Hachey, sales consultant, got a kick out of showing me some of the new features; push a button and the rearview mirror becomes an absolute live video of what’s behind, of far greater distinction than the rearview camera on the navigation display screen.

With push of button, rearview mirror becomes live video of what’s behind. (Cadillac)
With push of button, rearview mirror becomes live video of what’s behind. (Cadillac)

While at Elway’s, I renewed friendship with Ron Goodman, the dealership’s new-car sales manager who for 25 years operated a Buick GMC store on South Broadway.

The Cadillac’s 3.6-liter, direct-injected V-6 engine is rated at 310 horsepower and 271 lb.-ft. of torque and tied to an 8-speed automatic transmission with a small electronic by-wire shifter. The engine is equipped with cylinder-deactivation, which on smooth cruising or deceleration will operate on V4 cylinders rather than the full V6. This is a fuel-saver; the XT5 averaged 23 miles per gallon in overall driving, about par for the midsize segment. On a return drive from Greeley to Denver, though, the model reached 29 mpg. Its EPA estimate is 18/26. I would say, even with the 310 hp, the engine defaults to smoothness over power.

The electronic shifter in the new XT5. (Cadillac)
The electronic shifter in the new XT5. (Cadillac)

he all-wheel-drive system can be set to modes for Touring, with 60 percent of torque relayed to the front wheels; to AWD with 50/50 split of torque and capability of routing up to 100 percent to front or rear axles and to either side; and to Sport, with 80 percent of torque devoted to the rear wheels.

The Cadillac’s overall length of 189.5 inches is a half-inch shorter than that of the Lincoln MKX. Accenting the black-finished XT5 are a large, bright grille and 20-inch, fully polished multispoke aluminum wheels.

The XT5’s interior is plush and stylish and comfortable, as fine as any in the luxury midsize class, which includes Lexus RX350, Lincoln MKX, Audi Q5, Mercedes GLE and Infiniti QX60, among others. For the driver, the head-up display is unusually bright and colorful.

In addition to heated and ventilated leather seats and heated steering wheel, the cabin features leather-wrapped instrument panel and door panels, with micro-suede headliner. Rear seats slide fore and aft and recline, and the cargo area offers 30 cubic feet of space, about average for midsizers. The hands-free power liftgate can be opened with a wave of the foot. A highlight of the CUE audio/navigation infotainment setup is a 14-speaker Bose surround-sound; Apple CarPlay and Android Auto are compatible.

The XT5 Platinum’s sticker price totaled $65,835 with the many options, including adaptive cruise and automatic front and rear collision braking. Pricing for a more basically equipped XT5 with all-wheel drive begins in the low to mid- $40,000s.

The ’78 Cadillac Seville was reviewed in the Denver Post in March 1978. (Bud Wells photo)
The ’78 Cadillac Seville was reviewed in the Denver Post in March 1978. (Bud Wells photo)

The new XT5 is the 49th Cadillac I’ve driven over the years. The first was a 1978 Seville sedan in which I drove Jan and her parents, Lyle and Ruth Davis, downtown to the Auditorium Theatre for a performance of “Hello, Dolly!” with Carol Channing. I parked in a lot across from the theatre, closed the driver door and set off one of the earliest theft-deterrent alarm systems in an automobile. With all those “bells and whistles,” the Seville’s price was $17,174.

A total of 132 Fords is the most of any one make I’ve driven among the 2,000. Second most is the Chevrolet, of course, with 120.

In my early years of reviewing the new cars, most were borrowed from Denver metro dealers; some came directly from the manufacturers. In the past 30 years, manufacturers have assumed responsibility of supplying most of the products to the automotive press. Today, they’re provided and distributed through three agencies in this area – Automotive Media Solutions, Drive Shop and Rocky Mountain Redline.

Hellman of Delta is Colo. Time Dealer

Bill Hellman Jr.
Bill Hellman Jr.

Bill Hellman Jr., whose family has been involved in the new-car business in Delta for 60 years, has been named Colorado Time Dealer of the Year for 2017.

Nominated by Tim Jackson, president of the Colorado Automobile Dealers Association (CADA), Hellman will be one of 49 dealers from around the country honored at the National Automobile Dealers Association Convention & Expo in New Orleans on Jan. 27. One of the 49 will be named national Time Dealer of the Year.

“Bill will be a good and worthy representative for CADA among the Time dealer nominations,” said Jackson. The Time Dealer of the Year Award is sponsored by Ally.

Hellman’s father, Bill Sr., came from Dodge City, Kan., to Delta in 1955 to purchase the Ford dealership.  The Mercury line was added and in 1970 a new Ford/Mercury facility was opened a mile east of town. The Chrysler, Plymouth and Dodge lines were added in 1981 and in 1988 the Toyota franchise was acquired.

Bill Jr., after graduating from Western State College in Gunnison, worked his way up through the departments of the dealerships, and with brother Matt in 1988 assumed head of operations on Bill Sr.’s semi-retirement.

Bill Hellman Jr. is a former president of the Rotary Club of Delta, a past director of the local Chamber of Commerece and a 41-year member of the Delta Elks Lodge. He currently serves boards of Uncompahgre Development Co. and Delta County Memorial Hospital. He served as chairman of the Colorado Automobile Dealers Association in 2014.

He and wife, Jeanie, are parents of Holly, who handles his store’s website and advertising, and Patrick, who works for his uncle, Mark, at the Chevy dealership.

Hellman succeeds Bob Penkhus of Colorado Springs as Colorado Time Dealer of the Year.  First winner of the award was Russ Lyon of Boulder in 1970.

Colorado recipients of the Time award:

  • 2017 – Bill Hellman
  • 2016- Bob Penkhus
  • 2015- Scott Ehrlich
  • 2014- Bob Ghent
  • 2013- Jay Cimino
  • 2012- Mike Shaw
  • 2011- Doug Moreland
  • 2010- Jack Terhar
  • 2009- John Medved
  • 2008- Don Hicks
  • 2007- Lisa Schomp
  • 2006- Barbara Vidmar
  • 2005- Jeffrey Carlson
  • 2004- Jim Morehart
  • 2003- Lee Payne
  • 2002- John Schenden
  • 2001- Dean Dowson
  • 2000- Kent Stevinson
  • 1998- Fred Emich
  • 1997- John Clatworthy
  • 1996- Lloyd Chavez
  • 1995- Jim Reilly
  • 1994- Herrick Garnsey
  • 1993- Roland Purifoy
  • 1992- Jim Suss
  • 1991- Doug McDonald
  • 1990- Bob Markley
  • 1989- Bob Fisher
  • 1988- Harry Dowson
  • 1987- Joe Luby
  • 1986- R.W. Dellenbach
  • 1985- Hugh Tighe
  • 1984- Florian Barth
  • 1983- R.S. Doenges
  • 1982- Jack Maffeo
  • 1981- Nate Burt
  • 1980- Dwight Ghent
  • 1979- Tony Fortino
  • 1978- George McCaddon
  • 1977- Gene Wilcoxsen
  • 1976- Ralph Schomp
  • 1975- Al O’Meara
  • 1974- Charlie Williams
  • 1973- Vern Hagestad
  • 1972- Dick Deane
  • 1971- Gene Markley
  • 1970- Russ Lyon

Volvo S90 in classy competition

The new Volvo S90 is the star in a blue-and-gold setting. (Bud Wells photo)
The new Volvo S90 is the star in a blue-and-gold setting. (Bud Wells photo)

No need, to this point, to fear the consequences of the Chinese ownership of Volvo.

Right out of Gothenberg, Sweden, comes Volvo’s newest product, the S90 sedan rolling smoothly into the luxury territory dominated by the German automakers. Watch out Mercedes, BMW and Audi.

The new one is filled with Volvo style and quality; no hint of diminishment from Zhejiang Geely holding company, the Chinese firm which has owned Volvo since 2010.

The S90 replaces the S80 as flagship in Volvo’s lineup; it is 4 inches longer and noticeably wider. Its stylish exterior, luxurious interior and highway performance make it, perhaps, the finest four-door sedan I’ve driven this year.

The 2017 S90 T6 Inscription with all-wheel drive was the review model, powered by a 4-cylinder engine both turbocharged and supercharged, with 316 horsepower and 295 lb.-ft. torque.

We drove it to Parker for the second birthday celebration of Tessa, daughter of Daniel and Kara Hansen. Before departing the party, the new S90 drew the attention of sons Kurt and Dale Wells. Kurt drives a Lincoln MKS, an American competitor of the Volvo. The S90, though 3 inches longer in wheelbase than the Lincoln, is 10 inches shorter in overall length, 195.4 to 205.6. Trunk space is considerably smaller in the Volvo; its fuel-mileage rating is higher, 22/31 for the Volvo and 17/24 for the Lincoln. The Lincoln is 150 pounds heavier.

Highlighting the S90’s sleek exterior are T-shaped accent headlights, referred to by Volvo as Thor’s Hammer, bookends to a waterfall grille somewhat similar to that used on the 1972 Volvo P1800. The hood is long, the top is low and the rear deck is short, finished in mussel blue.

The Volvo offers luxurious interior.  (Volvo)
The Volvo offers luxurious interior. (Volvo)

Dressing up the interior are perforated leather seating and woodgrain trim on the dash and doors. Added pleasure from the Inscription trim level are the 13-speaker sound system of Bowers & Wilkins, navigation, digital instrument cluster and chilled glove box.

The 2.0-liter, 4-cylinder engine delivers adequate power to the 4,000-pound sedan with both instant boost and midrange thrust from the supercharger/turbocharger combination. The AWD will split power 50/50 front to rear as necessary in adverse conditions. The smaller powerplant and 8-speed automatic transmission lift the Volvo’s highway fuel-mileage estimate to 31 miles per gallon. My overall average was 27.9. The S90 rides on very-low-profile tires from Pirelli (255/35R20).

A Pilot Assist semi-autonomous drive system aids the S90’s operator with adaptive cruise control and lane-keeping for maintaining proper road position in highway travel.

The S90, with sticker price of $66,105, will compete with the Audi A6 and A7, the BMW 5 series and 6 series and Mercedes-Benz E Class.

In addition to the all-wheel-drive T6, Volvo offers an S90 T5 with front-wheel drive. A T8 plug-in hybrid is expected to be introduced in the near future.

VW’s new Alltrack takes aim at Outback

Arriving in Volkswagen showrooms in October was the 2017 Golf Alltrack 4Motion. (Bud Wells photos)
Arriving in Volkswagen showrooms in October was the 2017 Golf Alltrack 4Motion. (Bud Wells photos)

The only “untouchable” during last month’s testing of 40 new cars and trucks at Devil’s Thumb Ranch near Tabernash was a red, sleek-looking though rather ruggedly trimmed Volkswagen called the Alltrack.

It was locked tight; all I could do was walk around it. It hadn’t yet gone on sale and there would be no drives in it, VW officials said.

So I suggested to Darryll Harrison Jr., a manager/spokesperson for VW of America, “You drive and I’ll ride.” But he said, “Sorry, not permitted.”

Well, the new wagon has arrived in Denver, and I’m driving it. This one is finished in platinum gray metallic.

A member of the Golf family, all the Alltracks are equipped with 4Motion all-wheel drive. They’re upgraded from the Golf SportWagen. The Alltrack boasts an inch more ground clearance, has wheel arch moldings and sturdier bumpers.

Volkswagen has aimed it at the Subaru Outback wagon, though the Alltrack measures up more closely with the smaller Subaru Crosstrek.

The Alltrack is 9 inches shorter and 350 pounds lighter than the Outback. Its turbocharged 1.8-liter, 4-cylinder engine (170 horsepower, 199 lb.-ft. of torque) and 6-speed automatic transmission outperforms the Subaru’s boxer-4 (175-hp, 174 torque) and continuously variable transmission. Both the VW and Subaru are excellent handlers; the Outback offers a smoother ride. The Outback’s EPA estimate is 25/32, the Alltrack’s 22/30.

A look at the new VW all-wheel-drive wagon from the rear.
A look at the new VW all-wheel-drive wagon from the rear.

Cargo space behind the second-row seat is 30.4 cubic feet in the Alltrack; the Outback is 35 and the Subaru Crosstrek 22.

Loaded up with drive-mode selection, navigation/audio touchscreen, Bluetooth connectivity, rearview camera, adaptive cruise and park-distance control, the Alltrack’s listed sticker price is $32,195.

A comparison of the Alltrack with the Subaru comes fairly fresh, for it was only a couple weeks ago I was driving the 2017 Outback. With four days to closing of U.S. 34 for winter repairs in Big Thompson Canyon, Jan and I on Thursday, Oct. 13, drove the Subaru Outback 2.5i Touring wagon up into the canyon.

Departing the highway at Drake, we appreciated the smooth new Devil’s Gulch Road to Glen Haven, one of my favorite destinations in northern Colorado.

At the Glen Haven General Store, we shared one of Steve and Becky Childs’ homemade cinnamon rolls.

Steve Childs, owner of Glen Haven General Store, inspected the new Subaru Outback.
Steve Childs, owner of Glen Haven General Store, inspected the new Subaru Outback.

The new Outback attracted keen interest from Steve Childs; he owns two Subarus – a 1986 Brat and 2009 Legacy, and says his sons are “Subaru fanatics.” He was quite taken with the wagon’s java brown leather-trimmed seats.

This is the 36th year the Childs have owned and operated the general store. Closing of the highway Oct. 17 fit their timing, as they had scheduled closing of the store for the winter last Saturday, Oct. 22 (to reopen in mid-May).

The Outback was equipped with the 175-hp boxer-4 engine and Subaru’s CVT transmission. More power is available with a 3.6-liter, 6-cylinder, though its price premium of several thousand dollars lends support to my opting for the 4-cylinder, the Outback’s strongest seller.

The “4,” noted for its smoothness, is not overly powerful. It worked hard on a couple of sharp switchbacks on the climb from Glen Haven to Estes Park. In less strenuous maneuvering, though, shift it into manual mode, engage the paddle shifters and the rpm will rise and deliver more adequate performance locked in a low gear setting.

I remember the first Outback, introduced in 1995 as a variant of the Legacy wagon. Wagons were going nowhere at that time. The Outback, though, with its boxer engines and sturdy all-wheel-drive structure and heavy side cladding, endured among a rush of SUVs and more modern crossovers, and found favor with lots of outdoors persons.

It caught on “big time,” as its all-wheel drive conquered our state’s rugged terrain and inclement weather.

As hot as Subaru is in Colorado today, its products are more lukewarm in much of the U.S. Besides Colorado, its pockets of especially strong sales success are New York, Pennsylvania and the New England states; Washington, Oregon and northern California.

The ’17 Outback Touring model carried a sticker price of $36,870, including navigation, audio/Bluetooth, rearview camera, power rear gate with height memory, heated front and rear seats and moonroof.

Two weeks prior to driving the all-new Alltrack, Volkswagen delivered to me a 2016 Golf R four-door, finished in tornado red.

The VW Golf R hatchback is hot performer.
The VW Golf R hatchback is hot performer.

The R hatchback and the Alltrack bring to six the number of Golf models I’ve driven in the past two years. “Meine gute.”

I’m not complaining, though. In fact, the Golf R is a blast to drive with its 2.0-liter, turbocharged 4-cylinder engine churning out 292 horsepower and 280 lb.-ft. of torque. A 6-speed manual transmission, with 4Motion all-wheel-drive, kept the revs high and, with ease of downshifting, the corners tight. Its performance sharpens considerably in race mode, which disengages traction control.

The R carries a decent 22/31 fuel-mileage estimate, and my maneuvers resulted in an average of 23.5

Built in Wolfsburg, Germany, the Golf R showed a sticker price of $36,470, including black leather interior, app-connect smartphone, rearview camera, 6.5-inch touchscreen navigation and audio with Bluetooth, push-button start, heated front sport seats, rain-sensing wipers with heated nozzles and head-impact airbags.

It rides on Bridgestone 225/40R18 tires and fancy spoked wheels.

Expanded ‘17 Ridgeline is boost for Honda

The smooth-operating Honda Ridgeline for 2017. (Photo by Davis Adams)
The smooth-operating Honda Ridgeline for 2017. (Photo by Davis Adams)

By Bud Wells

Honda’s pickup, out of production the past two years, is back in renewed style.

The 2017 Ridgeline, unibody-constructed, is more carlike than competitive makes, though it falls short in tow capacity and offroad capabilities.

That suits lots of Honda buyers. They wouldn’t be “caught dead” in a traditional, tough truck, though they’re livening up the showroom in a beeline rush around the refined Ridgeline.

With Davis Adams, Honda PR regional manager, as my passenger, I drove the new Ridgeline at Devil’s Thumb Ranch in the mountains near Tabernash for half-an-hour on an afternoon in September. Then, earlier in October, I had opportunity to drive the same ’17 model for a week.

It was the high-end Ridgeline Black Edition with all-wheel drive, black leather interior and 18-inch black alloy wheels – a dark color scheme dominant both outside and in.

The returning Honda pickup has increased size, 30 more horsepower and shows improved exterior appeal. It is 4 inches longer overall than previously and 3.3 inches longer in wheelbase. Its cargo bed is 3.9 inches longer and 5.5 inches wider. It is front-wheel-drive based; most others in its class are of rear-wheel base.

The new smooth performance is provided by the Honda’s 280-horsepower, 3.5-liter V-6 engine and 6-speed automatic transmission (262 lb.-ft. of torque). Its intelligent Traction Management system permits switching of driving modes to better accommodate maneuvers in snow, mud or sand. It rides on Firestone Destination 245/60R18 tires.

In terms of tow capacity, the new Ridgeline trails the competition. Equipped with all-wheel drive, the Ridgeline will tow up to 5,000 pounds. The GMC Canyon and Chevy Colorado, when properly equipped will tow up to 7,700 pounds, the Toyota Tacoma up to 6,800 and the aged Nissan Frontier up to 6,500.

The Ridgeline surely is a delight for athletic-event tailgaters. The pickup’s tailgate drops normal-style or swings open from the side, lending access to the huge storage tub (Honda calls it a trunk) with drain plug for beverages and ice beneath the floor of the pickup bed.

The Honda’s new audio system includes six “exciters” inside the bed walls, producing sound from the truck’s audio head unit. Exciters turn solid objects into speakers with extremely high-speed vibrations. Any audio heard in the cab also sounds in the bed. Added to the bed, too, is an available 400-watt power inverter for recharging power tools.

Overall fuel-mileage average was 19.7, though it is rated higher at 19/26 miles per gallon.

Loaded with equipment, including the premium audio setup/Pandora/Bluetooth/voice-recognition navigation and multiview rear camera, the Ridgeline carried a $43,770 sticker price. Other amenities are heated leather seats and heated steering wheel, power moonroof, trizone automatic climate control, automatic high beams, blind-spot alert and cross-traffic monitor, lane-keeping assist and remote engine start.

The Honda Ridgeline is built in Lincoln, Ala. Seventy-five percent of its parts are produced in the U.S. or Canada.

Honda is the fifth-best-selling brand in Colorado, just ahead of Jeep. Company officials are counting on the Ridgeline to help maintain that position.

Toyota, Ford and Subaru are top three brand sellers in Colorado through the first eight months of this year. Sales totals in Colorado by brand:

  • Toyota 18,315
  • Ford 15,320
  • Subaru 14,993
  • Chevrolet 10,036
  • Honda 9,400
  • Jeep 9,174
  • Nissan 7,391
  • Ram 5,165
  • GMC 4,213
  • Hyundai 4,085
  • Volkswagen 3,220
  • Kia 3,158
  • Mazda 2,850
  • BMW 2,668
  • Lexus 2,548
  • Audi 2,446
  • Dodge 2,364
  • Mercedes-Benz 2,037
  • Buick 1,205
  • Acura 1,179
  • Volvo 841
  • Infiniti 840
  • Chrysler 799
  • Cadillac 754
  • Mitsubishi 674
  • Land Rover 670
  • Mini 601
  • Lincoln 587
  • Porsche 506
  • Tesla 429
  • Fiat 208
  • Jaguar 101
  • Maserati 48
  • smart 39

Jag tests sales lag with new XE diesel

The new-model Jaguar XE turbodiesel rests out front of one of last standing buildings at old town of Dearfield on U.S. 34. (Bud Wells photos)
The new-model Jaguar XE turbodiesel rests out front of one of last standing buildings at old town of Dearfield on U.S. 34. (Bud Wells photos)

I recorded an amazing 40.1 miles per gallon on a run to Fort Morgan and back from the newest car on the market – the 2017 Jaguar XE sport sedan.

This one is a smaller Jag, with rear-drive chassis and power from a 2.0-liter turbodiesel engine and 8-speed automatic transmission.

With its drive control in dynamic mode, the XE proves a good handler and shows quickness and smoothness in acceleration.

The XE also comes with a V-6 gasoline engine and all-wheel drive, which surely would have been better-suited to a Colorado test as we head into the winter and its weather perils.

The sales of light-duty diesels in the U.S. have fallen sharply among the car category.

Blame German car builder Volkswagen for that. It’s been just a year since VW admitted to the EPA regulators that it installed illegal defeat devices in nearly 500,000 2.0-liter diesel engines to fool U.S. emissions tests. VW/Audi dominated sales of light-duty diesels at that time, holding approximately 35 percent of the market.

The uproar over the cheating scandal forced VW to halt sales of its high-fuel-mileage turbodiesels. VW has not resumed sales of diesels in the U.S. and has announced no timetable for doing so.

Barely more than 90,000 light-duty diesels have been sold thus far this year, compared with 150,000 by this time a year ago just before VW’s engines took the hit. Of the 90,000 sold through the end of August this year, seventy-five percent are credited to two truck-market models, the Ford Transit vans and the Ram 1500 pickup.

The Ram led sales of diesel-powered light vehicles in August, and for the first eight months of this year is locked in a very tight race with the Ford Transit diesel.

Ford Transit has sold 35,633 diesel units thus far, barely ahead of the Ram with 35,192.

Others of the top 10 diesel sellers lag far behind – Chevrolet Colorado 4,713; Jeep Grand Cherokee 2,716; Range Rover Sport 2,173; GMC Canyon 2,106; Range Rover 1,789; BMW X5 1,578; BMW 3-series 1,140, and Mercedes-Benz GLE-class 878.

By falling into a price-leader role for Jaguar, the new XE has jumped ahead of the firm’s other cars, the XF, XJ and XK and the F-Type. Introduced with the XE several months ago is Jaguar’s first-ever SUV, the F-Pace, and it is outselling everything made by the British company.

Most of the XE’s sold are those equipped with the gas engines and, in Colorado, most also are AWD versions.

The XE is built on a 111.6-inch wheelbase, with overall length of 183.9 inches, only an inch longer than a Honda Civic. Jaguar hasn’t introduced a model this small since 2001, when the X-Type front-wheel-drive sedan showed up. It was discontinued in 2009.

Interior finish in the new one is not on a par with Jaguar standards, but its sticker price of $43,895 may be the forgiving factor. Heated and cooled perforated seats are comfortable, and headroom and legroom are okay in the rear seating area, though shoulder space is tight. Accompanying Jan and me on the drive into Morgan County were Ruth Davis and Kim Parker.

A long trunk opens up 15.9 cubic feet of space. Beneath the trunk floor rests a temporary spare tire, painted bright orange, i.e. it will be used only for the briefest necessities.

An oddity: When the backup camera is in use while the car is in reverse, the volume for the audio system can’t be turned down or up.

EPA estimate for the Jag’s diesel setup is 32/42 mpg.

It’s a fun, sporty car to drive, even in normal or eco style, away from the dynamic mode. It has the rotary dial shifter, which Jaguar and Land Rover have relied upon for more than 10 years. The 4-cylinder turbodiesel generates 180 horsepower/318 torque and shift paddles lend control over the 8-speed tranny. The XE has automatic-bright headlamps, which shine high or lower, depending on oncoming traffic. It rides on Continental Pro Contact 225/45R18 tires.

Its $43k price tag covers navigation with a 10.2-inch touchscreen, Meridian surround sound, head-up display, electric rear sunblind, blind-spot monitor, front and rear parking aids, headlight powerwash, moonroof, heated steering wheel, and stop-start technology.

Here are the specifications for the 2017 Jaguar XE luxury sport sedan:

  • Capacity 5-passenger four-door
  • Wheelbase 111.6 inches
  • Length 183.9 inches
  • Width 77.4 inches
  • Height 55.7 inches
  • Curb Weight 3,320 pounds
  • Track 62.8 inches front, 62.4 rear
  • Ground Clearance 7.2 inches
  • Turn Circle 38.4 feet
  • Drivetrain Rear-wheel-drive
  • Engine 2.0-liter turbodiesel 4-cylinder
  • Horsepower/Torque 180/318
  • Transmission 8-speed automatic
  • Top Speed 120 mph
  • Suspension Coil springs, stabilizer bars
  • Fuel mileage estimate 32/42
  • Fuel mileage average 38.1
  • Fuel Tank 14.8 gallons, diesel
  • Wheels 18-inch
  • Tires Continental Pro Contact 225/45R18
  • Cargo Volume 15.9 cubic feet
  • Warranty 5 years/60,000 miles basic, 5/6,000 powertrain

Competitors BMW 3 series, Volvo S60 Cross Country, Mercedes-Benz C Class, Lexus E350

Assembly Plant Solihull, England

Parts Content U.S./Canadian 0%, Germany 50%, United Kingdom 43%

Base Price of Lowest Model $36,200; Base Price of Review Model $42,900; Destination Charge $995; Sticker Price $43,895.

Mazda CX-3 moves in on subcompacts

The 2017 Mazda CX-3 AWD weighs just under 3,000 pounds. (Bud Wells)
The 2017 Mazda CX-3 AWD weighs just under 3,000 pounds. (Bud Wells)

Only a year deep into its presence among the subcompact crossover market, the 2017 Mazda CX-3 is carving out a more sizable chunk of business in the growing category.

Sales for subcompact crossovers are hot, increasing nearly 40 percent thus far this year over last.

Some call the CX-3 the brightest of the bunch in the glowing market; others insist Mazda must, in order to gain that rating, add a turbocharger beneath its hood.

The CX-3 isn’t as tough-looking as the Jeep Renegade and perhaps not as good-looking as the Honda HR-V.

It’s stylish, though, in its own right; from a blunt-nose front, the CX-3’s lines flow smoothly all the way back to sweeping taillights and dual exhausts. “Sinewy” is the word used by Mazda to describe its exterior design. It rivals, at least to a degree, the Honda as “best looking.”

If its style doesn’t grab you, its lustre may. The review model I drove was finished in bright dynamic blue mica.

Others in the subcompact field, besides Mazda, Jeep and Honda, are Buick Encore, Chevrolet Trax, Fiat 500X, Mini Cooper Countryman, Mitsubishi Outlander Sport, Nissan Juke and Subaru Crosstrek.

Though of somewhat sluggish performance on occasion, the CX-3 Grand Touring edition I drove was impressive in handling, with excellent balance, and high in fuel mileage. Its EPA fuel estimate is 27/32 and it averaged 29.3 mpg for my travels. Fuel-tank capacity is only 11.9 gallons.

The CX-3’s SkyActiv 2.0-liter, 4-cylinder engine is of 146 horsepower and torque and is mated to a 6-speed automatic transmission. It is built in Hiroshima, Japan. Power is modest, though the use of Sport mode and paddle shifters provide a bit of a boost and quickness in performance. Low-end performance is more than adequate; midrange is only average.

Suspension consists of front struts and rear multilink. The Mazda rides on Yokohama P215/50R18 tires. Its turning circle is slightly over 34 feet.

Enhancing a busy, colorful interior is a padded white leather strip across the front of the dash, somewhat similar to that of the Toyota RAV4. The seats are well-cushioned; contrasting their perforated white leather are black suede inserts and red stitching. Doors and console finished in black are trimmed with red leather. Rear seats are limited in legroom, though headroom is plenty.

There are two misplaced cupholders, one behind the other beneath the front-seat armrest at the rear of the center console. To access the cupholders, the armrest must be raised to an unusable straight-up position. Door pockets can be used to hold some drinks.

The Mazda falls short of others in cargo space, only 10.1 cubic feet behind the second row of seats. That increases to 42.3 feet with the second row folded.

A sticker price of $28,510 seemed reasonable for the CX-3. Included was an ActivSense package of radar cruise control, smart brake support, variable rain-sensing wipers, lane-departure warning, blind-spot monitoring and high-beam control. Also included were navigation and Bose audio, rearview camera, moonroof, heated front seats and automatic climate control.

Sticker prices on other subcompact crossovers I’ve driven have ranged from: $25,230 for a Chevrolet Trax and $25,300 for a Fiat 500X, both front-wheel-drive models, and $26,140 for a Subaru Crosstrek AWD to $30,075 for a Jeep Renegade Trailhawk AWD and $32,230 for a Buick Encore AWD.

So the Mazda CX-3’s $28.5K price falls right in the middle. It is the smallest of all the competitors, weighing in at 2,960 pounds, with wheelbase of 101.2 inches, overall length 168.3, width 69.6 and it stands 60.9 inches tall.