Monthly Archives: March 2020

Interest level stirs for Ford Ranger

Sticker price climbed to $46,910 for Ford Ranger Lariat trim. (Bud Wells photos)

Truck sales honors year after year are hauled off by the Ford F-series; now its newer, smaller stablemate, the 2020 Ranger, is drawing notice with satisfactory performance from an EcoBoost 4-cylinder engine, mated to a 10-speed automatic transmission.

Turbo boost puts zip into acceleration and provides power to tow for the Ranger. Add to that some decent economy figures and the Ranger’s status goes higher after a slow start in 2019.

With the Ranger and Jeep Gladiator going on sale in recent months, the compact pickup field has grown to seven makes, including also the Chevy Colorado, GMC Canyon, Toyota Tacoma, Nissan Frontier and Honda Ridgeline.

The Ranger by December 2019 had risen to No. 2 in sales for the month, trailing only the perennial leader, Tacoma. Others, in order, were Colorado, Gladiator, Frontier, Ridgeline and Canyon.

Though the Ranger is a relatively new model for Ford, it’s an old name. The Ranger was Ford’s compact pickup from 1983 to 2012, when production ended. Following a seven-year hiatus, sales of the totally renewed Ranger resumed in January 2019.

There are three trim levels, the XL starting around $25,000, the XLT at $29,000 and the Lariat at $33,000, and two cab configurations, the SuperCab with a 6-foot bed and the four-door SuperCrew with a 5-foot bed.

Brought to me for testing was the Lariat SuperCrew 4X4, base-priced at $38,675 and with options climbing to $46,910 in sticker total. It has safety items in precollision assist and lane-keeping, and interior appeal with front bucket seats (heated), leather-wrapped steering wheel and shift knob. Among its extras are Sync3, Bang & Olufsen sound, navigation, adaptive cruise control, running boards, FX4 offroad package, tonneau cover.

Quick steering response is noticeable in the Ranger; its stiff ride level is somewhat rougher than competitors. It will tow up to 7,500 pounds.

Dialing in among 2Hi, 4Hi and 4Lo grips is as easy as twisting a dial on the center console. Push a button marked TM (terrain management) in the center of the dial and select adjusted terrain control from normal to snow, mud/rut or sand.

The Ranger’s Hankook Dynapro 265/60R18 all-terrain tires were good-to-go on a muddy course I chose following a snowmelt. On a separate run in normal mode, the Ranger handled very well on graveled country roads.

A reader, Tom K., informed me that he intended to buy a Ford Ranger SuperCab, “but when I got in the cab my knees were bent and almost hit the steering wheel, so I tried a Chevrolet Colorado which seemed to have more legroom, and I ordered one of those.” He said he had interest only in an extended-cab, no four-door.

The 2.3 turbo/10-speed automatic is the only power source for the Ranger. It carries an EPA estimate of 20-24 miles per gallon; my tests averaged out at 21.8.

Back then . . . . . ’78 Jeep Wagoneer

The Wagoneer had many luxury features. (Bud Wells photo)

(This review of the 1978 Jeep Wagoneer Limited by Bud Wells was featured in The Denver Post of Saturday, Sept. 9, 1978.)

Running out of gas within two blocks of where I picked up a big four-wheel-drive unit aroused my skepticism, especially after I also discovered the vehicle was locked in a low-range gear setting.

But a service station attendant helped me push the 5,000-pounder to a pump, and the push of a lever beneath the seat at 5 miles per hour returned it to normal driving range.

Thorough driving tests over the next several days convinced me that the 1978 Jeep Wagoneer Limited is one of America’s better-built vehicles.

Its four-wheel drive handled the Old Fall River Road in Rocky Mountain National Park with no unusual effort.

A big 401-cubic-inch engine performed well and ran cool on the hot days of August. Gasoline mileage checks were 10.5 for mostly town driving and 11.2 and 11.3 for highway trips. The 11-plus averages aren’t bad for a four-wheeler.

With a luxurious interior and smooth ride, the multipurpose Wagoneer is as suitable for a station wagon-style family outing as it is for mountain climbing.

The fully equipped test model, provided by George Dupont of the American Motors Corp. Denver zone office, carried a window sticker price of $11,771. The 401engine with four-barrel carburetor for $225 headed the optional items list.

Among standard items were leather bucket seats, air conditioning, power steering, power brakes, power window in tailgate, cruise control with a resume-speed feature, AM/FM/CB stereo radio and woodgrain exterior.

The ride on the 108-inch wheelbase was impressive in spite of the heavy-duty suspension package which included leaf springs in both front and rear. Front-window wings added air comfort.

Roofline is ‘like it or leave it’ for BMW X6

The 2020 BMW X6 is a bit larger than last year’s model.   (Bud Wells photos)

The ’20 version of the BMW X6, always a strong performer with firm ride, has grown a bit – 1 ½-inch-longer wheelbase and an inch longer in overall length just short of 195 inches.

Sharing underpinnings with BMW’s popular X5 SUV, the X6 crossover attracts attention for its sloping roofline.

When it was introduced 12 years ago, the X6’s unusual look with the sloped exterior (some call it “coupelike” though it is a four-door hatchback) divided onlookers into a “love/hate” reaction.

I saw it at the Detroit auto show in January ’08, then took another look when it showed up at the Denver Auto Show two months later. At that time, I asked Karen Silveri, a BMW official, if I might drive it. “Probably not,” she said, “since it will be rushed to Phoenix immediately following the Denver show.” She said maybe she could give me a short ride in it. “Probably not,” I said, and waited for one to be delivered to me in June. It was worth the wait.

This year’s product, equipped with BMW’s xDrive all-wheel control, of course, performs very responsively with a 335-horsepower, 3.0-liter, twin-power turbocharged, inline-6-cylinder engine and 8-speed automatic transmission with sport and manual modes and paddle shifters.

An added option is a Parking Assistance Package, in which in a parallel-parking situation the driver turns loose of the steering wheel and the car is automatically guided into the space. The driver still does the gear selection, acceleration and braking.

The wide-track Bimmer’s 4,800-pound curb weight and 42-feet turn circle are reflected in its EPA fuel estimate of only 20/26; my overall average was 23.3 miles per gallon. Though there are softer-riding BMW models, the handling is appreciatively taut.

The interior remains very quiet, highlighted by Harman Kardon surround-sound and 12.3-inch center display with Apple CarPlay compatibility and enhanced smartphone connectivity.

Jan and I made a swift drive on a Sunday evening to the farm home of Don and Audrey Carey, northwest of Sterling, joining them and Sandy Boggs for dinner. A business meeting the next evening with Mrs. Boggs in Broomfield concluded with dinner at the Old Spaghetti Factory in Westminster.

Base price of $68,600 for the BMW X6 xDrive 40i increased to $72,020 with the optional parking assistance and a premium package including remote engine start, headup display, gesture control and enhanced Bluetooth.

While the engine and transmission are German products, the X6 is assembled at a BMW factory in Spartanburg, S.C.

A higher-end model at a premium price is the X6 M50i, boasting a 523-horsepower, 4.4-liter twin-turbo V-8 engine.

Ford contrasts pushrod V-8 with electric

A high-riding hood hides a big V-8 engine in the 2020 Ford F250 Super Duty. (Bud Wells photos)

Interesting it is that the same week I’ve been testing Ford’s new, yet old-style, 7.3-liter pushrod V-8 engine, the company has announced it will bring to market in 2022 a Ford Transit electric cargo van.

The electric Transit will follow introduction of an electric Mustang Mach-E crossover and an electric F-150 pickup.

It seems late in the game for the F250’s old-type block, especially considering the load of plaudits earned by Ford in recent years with modern EcoBoost V-6s and 4-cylinders.

The big Ford was a surprisingly good handler through the narrow, twisting roadway of Sunrise Canyon, north of U.S. 34 and the Big Thompson Canyon.

It’s the 2020 Ford F250 Super Duty Lariat 4X4 Crew Cab, with Ford’s new gigantic naturally aspirated 7.3-liter V-8 engine churning out 430 horsepower and 475 lb.-ft. of torque. The big block is mated to a 10-speed automatic transmission.

Depending on configuration and tow equipment, the trailering capability for the Super Duty will range as high as 22,800 pounds. Cost will be considerably below the added bill for the 6.7-liter Power Stroke turbodiesel V-8, and the 7.3 is durable with a cast-iron block, a forged steel crankshaft and oil jets to cool the pistons.

Sticker price is right around $70,000, with a load of options including gooseneck and fifth-wheel hitch kits, 6-inch step bar, tailgate step, camera trailer backup assist, adaptive steering, spray-in bedliner, remote start, navigation and leather seats.

The electronically controlled 10-speed transmission, with push of button at end of shift stalk, offers selectable drive modes of normal, tow/haul, eco, slippery, deep sand and snow. A 10-step ladder gauge in the instrument panel indicates the gear in effect at a glance.

My overall fuel mileage average for the run in Sunrise Canyon, return on U.S. 34, a bit of offroad and some in-town stop-and-go was 14.9 mpg.

The truck was finished in a bright “velocity blue.” Parked one afternoon outside my garage in the driveway, the Ford was photographed by my neighbor Dennis, who as a friend I call a “blueblood.” He did a similar photo last summer for an F-150, also finished in blue. Rumor has it that Dennis and wife Marsha have owned nothing but blue cars and trucks over the years. The trend has caught up with them; blue is one of the fastest-growing color choices on new vehicles of the past two years.

Ford’s 2021 Mustang Mach-E electric crossover will be displayed at the Denver Auto Show. (Ford)

Ford Motor Co. will show off its 2021 Mustang Mach-E crossover electric at the 2020 Denver Auto Show April 2-5, at the Colorado Convention Center. A Preview Gala will precede the opening of the auto show the evening of April 1, at which an inaugural group of awardees will be inducted into the Colorado Automotive Hall of Fame.

Smooth Honda CR-V is strong seller

Front end design is attractive on 2020 Honda CR-V. (Bud Wells photos)

As it rolls along in mid-4th generation, the 2020 Honda CR-V has earned reputation for pleasant performance – that’s what we got aboard the compact crossover.

The CR-V has led sales of compact SUVs/crossovers in six of the past 10 years and was either second or third in the other four years.

I drove the CR-V Touring edition to Allnut Funeral Service’s Hunter Chapel in Loveland to attend final rites for Johnna Faye Templeton, 79, a classmate of Jan’s and longtime friend of both Jan and me. She is survived by her husband, Paul; daughter, Stephanie; sons, Tom and Brian, and sisters, Marti and Mandy.

That evening, Jan and I drove to Windsor, joining Brent and Tina Wells for dinner at the newly opened Cacciatore at Heller’s Kitchen at Windsor Mill on Main Street.

Though those two drives were smooth and relatively easy and the fact the CR-V is noted for outstanding economy, such as a 27 city/32 highway EPA fuel-mileage rating, the cold and snow took a toll and the review model showed only an average of 26.6 miles per gallon overall.

Turbocharging develops a satisfactory 190 horsepower from a small, 1.5-liter 4-cylinder engine and CVT transmission; ride and handling are above norm, with MacPherson strut front suspension and multilink rear. The review model was equipped with Bridgestone 235/55R19 all-season tires.

Among a long list of compact competitors to the Honda are the Toyota RAV4, Mazda CX-5, Subaru Forester, Ford Escape, Chevy Equinox, Jeep Cherokee, Kia Sportage, Volkswagen Tiguan, Hyundai Tucson, Nissan Rogue, GMC Terrain, Jeep Compass and Mitsubishi Outlander.

The CR-V is slightly longer in overall length and a bit heavier in curb weight than the RAV4 and CX-5. Besides its nice, comfortable ride, the Honda offers a roomy cabin and large cargo area. The space behind the back seat measures 38 cubic feet and the cargo floor is positioned relatively low for easy loading.

The well-equipped CR-V Touring model, with sticker price of $35,845, carried among its standard items – Apple CarPlay/Android Auto/wireless phone charger, power moonroof, heated steering wheel, hands-free access power tailgate, remote start, 19-inch all-season tires. A Honda Sensing safety package added adaptive cruise control, collision-mitigation braking, lane-keeping assist and road-departure mitigation.

The base 2020 CR-V LX trim level with all-wheel drive has a beginning price of around $27,550.

An earlier Honda CR-V, in model year 2005.

Highlighting the spring selling season for Honda will be a hybrid version of the CR-V. Powertrain will include a 2.0-liter Atkinson Cycle engine, battery pack, electric motors and CVT transmission. It will compete head-on with the Toyota RAV4 hybrid.

The CR-V is built in Alliston, Ontario, Canada. It was introduced in Japan for the 1996 model year and came to the U.S. the following year.

Elegant Lexus ES300h fuel-efficient, too

The sleek 2020 Lexus ES300h. (Bud Wells photo)

A nice, comfortable ride is a guarantee with the Lexus ES300, a sure thing. Opting for the hybrid version hands the driver a couple other assurances – smooth acceleration and relatively high fuel mileage.

Two electric motors perform very efficiently with the Lexus ES’s 2.5-liter, 4-cylinder Atkinson Cycle internal combustion engine, which isn’t overly powerful with or without the electric boost. It has become, though, one of the most efficient non-plug-in luxury hybrid vehicles. The ’20 model earned an EPA estimate of 43 in city/44 on highway.

Lexus shares its new platform, designed to reduce center of gravity and increase rigidity, with the Toyota Camry.

For the wedding of our youngest grandchild, Alison Wells, to Brian Bassett, we headed south on a Sunday afternoon with the Lexus ES300h and ended up in the north end of Denver at Wedgewood at Brittany Hill. Recording of 41.5 miles per gallon of fuel mileage for the 100-mile drive to Thornton and back was outstanding.

The new look for the ES300h is of low-profile, somewhat coupelike. Never has an elliptical grille looked so good on a car as this one, in waterfall style. Its elegant cabin is spacious and the trunk is large – 16.7 cubic feet. A hands-free power trunk lid can be opened with thewave of a foot.

Contrasting an excellent Mark Levinson surround-sound system was an offcourse directive to our navigation request; we’d been as well off with a 1970s Rand McNally Road Atlas. Fortunately, an iPhone map got us to the Sunday destination on time.

Tied to the front-drive Lexus’ hybrid power is an electronically controlled continuously variable transmission, for which performance can be enhanced through use of paddle shifters and a Sport drive mode. Acceleration is adequate, though, in Normal mode. The knob for selecting Eco, Normal or Sport modes is awkwardly placed on the right side of a cover atop the gauge panel.

On a wheelbase of 113 inches, the ES is 196 inches  in overall length. It stands barely over 56 inches in height and lists curb weight at 3,709 pounds.

The Lexus ES often is listed as a competitor of the Big Three of luxury midsize models – the BMW 5 series, Mercedes-Benz E Class and Audi A6. None of those three German products can match the low base price ($41,760) of the Lexus ES300h.

Apple CarPlay and Android Auto are now standard for the Lexus, along with lane-tracing assist and precollision system with pedestrian detection. Sticker price jumped to $53,810 with addition of blind-spot monitor with rear cross-traffic alert, triple-beam LED headlights, the Levinson/navigation package, heated and cooled memory seats, heated wood/leather steering wheel.

The Lexus ES is built in Georgetown, Ky.

Subaru Legacy gets turbo, interior touch

The Subaru Legacy has been lengthened for 2020. (Bud Wells  photo)

Finished in crystal white pearl, a 2020 Subaru Legacy Touring XT sedan was a smooth ride to History Colorado’s  Stephen H. Hart Research Center on Broadway in Denver.

The Touring XT, like the new Outback recently reviewed, uses a new 2.4-liter, turbocharged 4-cylinder boxer engine of 260 horsepower/277 torque, linked to a continuously variable transmission. Other lesser-priced Legacy models continue with the 2.5-liter boxer engine. Overall fuel mileage average for the XT was 26.7.

Leather trim dresses up the Legacy interior. (Subaru)

The Legacy interior is dressed well with butterscotch-colored, soft leather on the doors and dash front and perforated leather on the seats. A relatively small steering wheel is equipped with paddles for shift control of the steps built into the CVT transmission. A large infotainment screen dominates the center stack.

The long-standing Legacy midsize model has been a part of Subaru since 1989. It is built at the Subaru of Indiana plant, where Ascent, Impreza and Outback are also assembled. The Legacy, though competitive with its standard symmetrical all-wheel drive, is far down the list in sales of midsizers in the U.S.

Midsize model sales for the first nine months of 2019 are led by the Toyota Camry with 258,456, followed by Honda Accord 204,463, Nissan Altima 159,969, Ford Fusion 133,908, Chevy Malibu 97,603, Kia Optima 75,666, Hyundai Sonata 68,368, Subaru Legacy 26,177, Mazda6 17,286, Volkswagen Passat 12,970. Every one of the listed models has suffered a continued sales decline this year, except the Fusion, which increased slightly. Interestingly, Ford plans to end production of the Fusion in 2020.

The 2020 Legacy Touring XT shows a sticker price of $36,795, with Eyesight Driver Assist technology’s advanced adaptive cruise lane centering, 11.6-inch navigation and multimedia screen, heated and cooled front seats and power moonroof.