Monthly Archives: June 2016

Carey homestead revisited

The new Volkswagen Golf SportWagen sits outside a near-100-year-old homestead shack in northwestern Logan County. (Jan Wells photo)
The new Volkswagen Golf SportWagen sits outside a near-100-year-old homestead shack in northwestern Logan County. (Jan Wells photo)

A 2016 Volkswagen Golf SportWagen carried Kim Parker, Jan and me 105 miles last Saturday morning, June 18, to the wide-open plains of northwestern Logan County for a 100th anniversary celebration of the Carey Homestead.

The event, hosted by Don and Audrey Carey, honored Ruth Carey Davis, the last living of seven siblings who grew up in that part of the county. Don’s father, Harve, was a brother of Ruth. Ruth, 95, resides in Greeley.

Ruth Carey Davis, 95. (Jan Wells photo)
Ruth Carey Davis, 95. (Jan Wells photo)

After lunch at Don and Audrey’s home northwest of Sterling, we drove northwest 10 more miles, close to the Weld County line, near where the original homestead existed for Will and Blanche Carey.

Outside a dilapidated, weather-beaten three-room wood structure which once was a home for Willis Carey, a relative, Ruth and Don headed an interesting discussion of those days of long ago. Attendees of the celebration gathered beneath a large canopy in the 93-degree heat.

The Golf wagon was reasonably priced at $22,445, including rearview camera, heated and foldable power-adjustable side mirrors, cruise control, an eight-speaker sound system with Bluetooth connectivity. The cloth front seats were controlled manually, except for a power switch to recline the seatbacks.

The SportWagen’s overall fuel mileage was 31.3 miles per gallon from its little 1.8-liter, turbocharged 4-cylinder direct-injection engine and 5-speed manual transmission. Horsepower production is 170 and the 5-speed manual is adequate, though doesn’t measure up to the automatic or more modern 6-speed manual used in performance models and larger cars for VW.

Beneath canopy in 93-degree heat, group enjoys discussion of the Carey homesteading days beginning 100 years ago, above and below. (Bud Wells photos)
Beneath canopy in 93-degree heat, group enjoys discussion of the Carey homesteading days beginning 100 years ago, above and below. (Bud Wells photos)

CareyHomestead#4

 

 

Lighter batteries, tossed spare boost Prius

The 2016 Toyota Prius Two Eco is 3 inches longer in overall length than last year.
The 2016 Toyota Prius Two Eco is 3 inches longer in overall length than last year.

The newest iteration of the famed (or infamous in kidding) Toyota Prius hybrid put on quite a show around here last week. The 2016 version is the fourth generation for the Prius Liftback.

I’d been introduced three or four weeks ago to the model’s mainstream leader, the Prius Liftback Four Touring, so delivered to me was the Liftback Two Eco, same size as the Liftback Four, though lighter in weight and with improved efficiencies that amazed me.

It accepted every bit of heavy low-end acceleration, relatively high speeds, hard braking and cornering from some of my tests, and delivered near-record fuel-sipping statistics.

Even after redesign for ’16, which included moving the peak of the car’s roof forward a few inches, it is far from the best-looking hybrid and it is not the best-riding or handling; when it comes to fuel mileage, though, the Prius has been the leader since it showed up 16 years ago.

In 330 miles during the week, the Prius Two Eco gas/electric hybrid recorded an overall average of 57.5 miles per gallon.

The only time I’ve topped this, other than with a few electrics and plug-ins, was way back in 1994 with a gasoline-only Honda Civic VX hatchback that averaged a surprising 61.2 mpg.

Daily fuel averages during the week I was in possession of the Prius were 51.5, 60.5, 69.3, 61, 58.6, 59.5 and 48.8. The first day’s mark and the last day’s were mostly highway driving; the other five were in-town, where the lower speeds are powered much more often by the batteries rather than the gasoline engine, thus the higher marks.

The Prius Eco is equipped with a 1.8-liter, 4-cylinder engine mated to two electric motors and a new lithium-ion battery pack, which weighs less than the car’s former nickel-metal hydride battery pack. Engineers, in addition, tossed out the spare tire at the rear for more weight-saving (beneath the floor of the cargo area is a sealant kit and inflator), and the Eco rides on 15-inch Toyo NanoEnergy tires, which are very low-rolling-resistant. The Eco weighs 3,010 pounds.

There is no rush, however, to buy these fuel misers. Prius Liftback sales have declined by 7 percent this year, yet it accounts for 31 percent of all gas/electric hybrid sales. Hybrid sales overall are down by 13 percent for the year.

“The fact traffic for the Prius has slowed somewhat is a direct correlation to our current lower gas prices,” said Scott Ehrlich, owner of Ehrlich Toyota in Greeley. “When those pump prices climb again, so will the interest in the Prius.” Biggest showroom draw at the Ehrlich store right now is the improved Tacoma compact pickup (I’d guess that is what Ehrlich drives personally).

With a gas-saving continuously variable transmission, the Prius Two Eco carries an EPA estimate of 58 miles per gallon in city driving and 53 on the highway. Rating for the Prius Four is 54/50.

Noticeable in nighttime driving are zigzag LED taillights on the Prius.
Noticeable in nighttime driving are zigzag LED taillights on the Prius.

Switch the drive-mode system in the Two to Power, instead of Normal or Eco, and the driver feels shift points in the CVT. A nicety about this drive mode system is that it doesn’t default to normal or eco when the engine is shut down, and it remains where it was set when the car is restarted.

The sticker price of $25,535 on the ’16 Prius Two Eco is without satellite radio or a rear wiper, and with a small backup camera screen. The rear suspension is improved with a double-wishbone and trailing arms setup. Zigzag LED taillights are something to see after dark.

Small turbodiesel lends lift to GMC Canyon

The 2016 GMC Canyon turbodiesel sits along a gravel road west of Hereford. (Bud Wells)
The 2016 GMC Canyon turbodiesel sits along a gravel road west of Hereford. (Bud Wells)

I fired up the 4-cylinder turbodiesel engine in the 2016 GMC Canyon 4-by-4 pickup Sunday afternoon, May 1, about the time the rain stopped after five days. That power source, new to the Canyon this year, is a 2.8-liter Duramax, built in Thailand.

Jan suggested a quiet drive, somewhere we could get away from heavy traffic; that took us in a northeasterly direction. We ended up in the Grover and Hereford area of northeastern Weld County.

All sorts of driving delights, from well-worn pavement to gravel to short offroad crawls, await motorists up that way. I became acquainted with the area some years back in overseeing the publication of the book, “Northeast Weld County: Homesteading the Dryland,” and more recently in researching the “Wild Horse Jerry” book.

To drive that area is to appreciate a good GMC suspension, which soaks up most bumps. The Canyon uses a coil-over-shock front suspension and a solid rear axle with multileaf springs and twin-tube shocks. Complementing its good handling qualities is a light steering feel associated with a new electric power steering system.

Last fall, I drove a V-6 gasoline-powered Canyon 4-by-4 near Tabernash in the mountains and, similar to the impression with the current one, remarked that it “excelled in grip on the gravel and handled the many curves like a smaller, lighter vehicle.”

The Canyon and near-twin Chevy Colorado are competing head-on with two long-standing, tough compacts, the Toyota Tacoma and Nissan Frontier. Ford abandoned the field with its Ranger several years ago, as did Dodge with its Dakota. Like the full-sizers, sales of the smaller pickups are booming thus far this year. Sales of the Canyon are up 10.6 percent, Colorado has increased 26.2 percent, Frontier 15.9 and Tacoma 13.3.

“The allocation of diesels into the overall Canyon market is expected to be only 10 percent,” said Warren Yoder, owner of Weld County Garage, a GMC dealer. “Though the production numbers are small, the addition of the diesel has stirred lots of inquiries and discussion at our store.”

The Duramax generates only 181 horsepower, though delivers 369 lb.-ft. of torque and is rated to tow up to 7,600 pounds. It is mated to a 6-speed automatic transmission, and a selector dial will engage the transfer case from 2-wheel high to automatic 2/4WD to 4-wheel high to 4-wheel low.

An exhaust brake feature uses engine compression to slow down the pickup, reducing wear and tear on the disc brake system. The Canyon rides on Goodyear Wrangler M&S 265/60R18 tires.

For 300 miles of test driving, the Canyon averaged 25.8 miles per gallon; its EPA estimate is 20/29.

Opting for the Duramax turbodiesel beneath the hood of a new Canyon will boost the price of the pickup by $3,730. The GMC review model, finished in a somewhat odd-color emerald green metallic, was the SLT Crew cab with a base price of $37,450. Adding the diesel tab, an audio upgrade and a couple safety items (forward-collision alert and lane-departure warning) raised sticker price to $44,365.

The short, 5-foot box, with spray-on bedliner, has an easy-drop tailgate and cornersteps in the rear bumper which are so handy for ease of access.

With stitched leather on the seats and dash and color-keyed carpet, the Canyon interior is attractive. Sound-deadening material in the dashboard area has helped quiet the cab.  The rear-seating area is comfortable, though short on legroom.

Dodge Journey in middle of crossovers

The Journey’s crosshair grille identifies it as a Dodge. (Bud Wells photo)
The Journey’s crosshair grille identifies it as a Dodge. (Bud Wells photo)

The 2016 Dodge Journey Crossroad Plus all-wheel drive crossover is an alternative which rides in value between the many two-row offerings and the bigger Chevy Traverse and Ford Flex.

The three-row, seven-passenger Journey is a midsizer, and was described as “the Swiss Army Knife of crossovers” eight years ago at its unveiling at the Mile High Station restaurant and events center in Denver.

The Journey has grown in acceptance over the years and today is outsold among Dodge-based vehicles only by the Ram pickup, Grand Caravan minivan and the Charger sedan.

Overall fuel mileage of 19.2 miles per gallon in recent drive time seemed to me a bit below par, yet I looked  back to V-6-powered Journeys I’d driven in 2014 and 2013 and their averages were 20.1 and 19.3, respectively, much the same. The 2016 Journey carries an EPA rating of 16/24.

Its 3.6-liter Pentastar V-6, with 283 horsepower, is mated to a 6-speed automatic transmission and all-wheel drive.

Comfortable and supportive are its black leather seats, stitched in white, with sport mesh seat inserts.

Lots of storage bins are carved throughout the interior, including the most cleverly placed beneath the front passenger seat cushion. Integrated child boosters can be raised from second-row seats. The second row can be moved fore and aft and the seatbacks can be reclined. There are in-floor bins, too. Third-row seats can be folded flat for additional cargo space.

The Crossroad Plus AWD edition showed up with sticker price of $34,660. Among its long list of optional equipment are the leather seats and premium door trim, large-screen navigation/audio/backup camera, three-zone temperature control, heated front seats and steering wheel, remote start, satellite radio and Bluetooth.

Side-curtain airbags in all rows, performance suspension, power windows/locks/mirrors, illuminated cupholders and power heated exterior mirrors are among standard items.

Here are the specifications for the ’16 Dodge Journey Crossroad Plus AWD:

  • Capacity 7-passenger
  • Wheelbase 113.8 inches
  • Length 192.4 inches
  • Width 72.2 inches
  • Height 66.6 inches
  • Curb Weight 4,238 pounds
  • Track 61.8 inches front, 62.3 rear
  • Ground Clearance 7.4 inches
  • Turn Circle 39 feet
  • Drivetrain All-wheel-drive
  • Engine 3.6-liter V-6
  • Horsepower/Torque 283/260
  • Transmission 6-speed automatic
  • Steering hydraulic rack/pinion
  • Suspension MacPherson strut front, multilink rear
  • Fuel mileage estimate 16/24
  • Fuel mileage average 19.2
  • Fuel Tank 21.1 gallons, regular unleaded
  • Wheels 19-inch
  • Tires Kumho Solus 225/55R19
  • Cargo Volume 39.6 cubic feet
  • Warranty 3 years/36,000 miles basic, 5/100,000 powertrain

Competitors Hyundai Santa Fe Limited, Chevrolet Traverse, Ford Flex

Assembly Plant Toluca, Mexico

Parts Content U.S./Canadian 29%, Mexico 62%

Base Price of Lowest Model $20,995; Base Price of Review Model $29,795; Destination Charge $995; Sticker Price $34,660.

Rock rails identify Jeep Wrangler

2016 Jeep Wrangler Rubicon Hard Rock looks ready for offroad duty. (Bud Wells)
2016 Jeep Wrangler Rubicon Hard Rock looks ready for offroad duty. (Bud Wells)

There is no wrangling from me over the opportunity to drive a Wrangler, which I did several weeks ago. That, even though I’d driven a ’15 version a year earlier.

Prominent rock rails along the sides identified it as the 2016 Jeep Wrangler Rubicon Hard Rock 4X4.

The Wranglers remind me of the tough, little CJ-5, the first Jeep I reviewed in the late 1970s.

The Hard Rock edition, besides the rock rails, includes steel bumpers front and rear, power dome hood, red tow hooks in front and rear and polished semigloss black wheels. Tires are BF Goodrich Mud-Terrain LT 255/75R17.

The two-door Wrangler’s 95.4-inch wheelbase, short overhangs and tight turn radius lend offroad opportunities in most any type terrain. Removable end wings on the front bumper increase access in rugged territory.

The Pentastar 3.6-liter V-6 engine and 5-speed automatic transmission suit the Wrangler’s capabilities just fine; no, not to the strength of a Hemi V-8, but more than adequate. Performance was good, on the road and offroad when the shifter was pulled into four-wheel drive. Overall fuel mileage was 17.4.

The removable hardtop, leather interior and impressive audio, along with the Hard Rock package, boosted sticker price to $43,325.

Small block looms large in Volvo XC60

The 2016 Volvo XC60 T6 AWD combines supercharging/turbocharging. (Bud Wells photos)
The 2016 Volvo XC60 T6 AWD combines supercharging/turbocharging. (Bud Wells photos)

The bigger guys are playing with smaller blocks (as in engine blocks), when it comes to the luxury marques these days.

Once dominant V-8 engines some years back were cut to three-quarter size in favor of peppy V-6s with slight increases in fuel savings.

Today, those 6-bangers are giving way to 4-cylinder turbocharged power.

It’s all in the name of the higher fuel mileage and, at the same time, packing enough power to get up over the hills.

I got behind the wheel of the movement recently with the 2016 Volvo XC60 crossover.

The 4,000-pound Volvo has scrapped its naturally aspirated 3.2-liter 6-cylinder in favor of a 2.0-liter, 4-cylinder power package that is not only turbocharged, but also supercharged. Since there is no hesitation with a belt-driven supercharger, it is designed for takeoff boost in the Volvo, and the exhaust-driven turbo is for higher-end torque.

Luxury compact entry cars, such as the Audi A3, BMW 2 series and Mercedes-Benz CLA showed up in recent years with 4-cylinder power; bigger models since then have begun to test reception for the turboed 4s.

BMW has installed in its base 320i sedan a twin-power turboed 2.0-liter 4-cylinder that produces 180 horsepower and in its 328i is a turbo 4 that puts out 240 horses. A 2.4-liter turbo is the choice of Buick for its Verano and a 2.0-liter turbo is the standard for the Cadillac ATS.

So, the Volvo isn’t breaking new ground, it’s joining a trend.

Volvo’s “floating center stack” has prevailed over the years.
Volvo’s “floating center stack” has prevailed over the years.

From the Volvo crest on the grille out front of the sloping hood to the high-riding rear portion of the SUV crossover, the XC60’s presence appears larger than its 182-inch overall length. It looks like lots of size for 4-cylinder power.

Yet, its supercharged/turbocharged engine, which develops 302 horsepower and 295 lb.-ft. of torque, handles the XC very satisfactorily. It is mated to an 8-speed automatic transmission, capable of spirited performance. My overall fuel-mileage average of 23.5 was near the middle of its EPA estimate of 19/27.

Don’t try to make sense of Volvo’s naming of the 4-cylinder crossover; it is the XC60 T6 AWD Drive-E.

Well-bolstered seatbacks of soft leather add to the comfort of driving the XC60. Volvo initiated the floating center stack in its interior more than 15 years ago; it is still the best-looking and most practical of all those which have followed. Tilted toward the driver, the stack is topped by HVAC controls and a small screen for navigation/audio.

The five-passenger Volvo has large cargo space at the rear where, beneath the cargo floor and atop the spare tire and jack, is a white cloth for use as a cover in case of a punctured tire being stowed back there.

The Volvo’s base price of $43,350 climbs to sticker of $52,505 with the addition of pedestrian/cyclist detection with full auto brake, lane-departure warning, active cruise control, Harman Kardon premium sound system, power tailgate, active dual xenon headlights with washers, power retractable outside mirrors, dual two-stage child booster seats, heated front seats/steering wheel/windshield.

The Volvo recommends use of premium fuel for its empowered engine.

Infiniti Q50 follows trend to turbo-4

The Q50 sedan is built in Tochigi, Japan. (Bud Wells photo)
The Q50 sedan is built in Tochigi, Japan. (Bud Wells photo)

Turbocharged 4-cylinder powerplants are catching the attention of more and more luxury car builders these days – all in the name of higher fuel mileage and, at the same time, retaining some get-up-and-go capability.

Infiniti has joined the trend, as the midsize Q50 sedan this year has opted for a turbocharged 2.0-liter, 4-cylinder in place of its 3.7-liter V-6.

Driving the ’16 Q50 recently was opportunity for me to test a new engine for Infiniti. While in Seattle last November, we drove a Q50 with the long-used 3.7-liter V-6 engine.

A big change just introduced a few weeks ago is to the turbocharged 2.0-liter, 4-cylinder developing 208 horsepower and 258 lb.-ft. of torque. It is a Mercedes-derived engine. Power is delivered to the rear wheels through Infiniti’s 7-speed automatic transmission.

I split most of my driving time between two drive modes – Standard (or normal) and Sport, which delayed shifts, stiffened steering feel and quickened engine response. The Q50 also offered modes of Eco, Snow and Personal. Moving the shifter into manual mode added to the driving effects.

For the first time, the Q50 offers an idle stop/start system for fuel savings at stoplights. The new turboed 4-cylinder has boosted the Q50’s EPA estimate to 23 in town and 31 on the highway, and the sedan averaged a very impressive overall 29.4 mpg. In Seattle in November, we averaged 21.4 with the V-6.

The Q50 rides on Bridgestone Potenza P225/55R17 tires.

The Q50 measures 188 inches in overall length, from its modest wire-mesh grille to it short rear deck.

Inside, among highlights are wide, comfortable front seats, lightly bolstered. Legroom is limited in the rear seating area. The trunk is of only 13.5 cubic feet of space.

The review model, finished in hagane blue, was the 2.0t Premium, which carried a base price of $37,650. The Premium Plus package, adding $2,150 to the price, included Infiniti InTouch with navigation and voice recognition, SiriusXM traffic alerts, heated front seats and steering wheel, power tilt and telescope steering column, dual-occupant memory and lumbar support for driver seat, and auto-dimming exterior mirrors. The addition of $905 destination charges brought sticker price to $40,705.

Infiniti recommends use of premium fuel for its empowered engine.

Among competitors for the Q50 are the Acura TLX, Lexus ES, Volkswagen CC, Volvo S80 and others.