Born at Wray, Colo., graduate of Sterling High School, attended Northeastern Junior College, began work at Sterling Journal-Advocate in 1956, began work at The Denver Post in 1968, resides at Greeley, Colo. Bud and wife Janice are parents of three sons and two daughters.
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Four-wheel drive can be dialed in when needed for the 2015 Nissan Titan 4X4 Pro-4X. (Bud Wells photo)
I’ve taken a final drive in the outdated 2015 Nissan Titan 4X4 Pro-4X pickup, still operating with its 317-horsepower, 5.6-liter V-8 and 5-speed automatic transmission with gated shifter.
The tough Titan was a fine competitor 10 years ago; today its lack of updates is apparent and the lapse has been costly – in all of 2014, only 12,000 Titans were sold, less than 1 percent of the light-duty truck market.
The dismal sales totals will soon climb, say Nissan truck officials, who point to a total rebuild of the 2016 Titan for unveiling late this year.
The ’16 Titan XD will show up in the fall with renewed power from a Cummins 5.0-liter V-8 diesel engine and Aisin 6-speed automatic transmission. The crew cab will be joined a couple of months later by an extended-cab model, both units becoming available with V-8 or V-6 gasoline engines, in addition to the diesel.
A choice of three engines will be of good cheer to Nissan prospects, who to date have had available only the 5.6 V-8, which has a relatively low EPA fuel-mileage rating of 12/17. Only twice during the week did I turn the 4-by-4 dial from 2hi to 4hi, and then for short stretches of travel, and my overall average with the Titan was 14.4 mpg.
The crew cab, equipped with a 5-foot-7 box, carried a base price of $40,370. The addition of these options pushed sticker price to $46,365:
Rockford Fosgate premium audio with 10 speakers,
NissanConnect navigation,
leather seating (heated in front),
under-seat storage bin,
sliding bed extender,
rear-bumper step assist,
spray-on bedliner,
utili-bed track channel system with tiedown cleats,
The Ram in Buff territory near the University of Colorado campus. (Jan Wells photo)
With a big boost from its fuel-mileage-leading status, the Ram 1500 EcoDiesel pickup has moved to the top of the auto industry’s light-duty diesel sales chart.
The Ram has raced past perennial leaders from Volkswagen – the Jetta, Golf and Passat TDI diesels.
Through the end of May, Ram has sold 24,608 ecodiesel pickups, followed by the VW Jetta with 9,840 car sales, VW Passat 9,257, VW Golf 4,034, BMW X5 2,843, VW SportWagen 2,434, Audi Q5 2,082, Porsche Cayenne 1,848, Mercedes-Benz GLK 1,821, Mercedes GL-Class 1,631, Chevrolet Cruze 1,570, BMW 3-series 1,553.
These are not to be confused with the sales of Cummins, Powerstroke and Duramax heavy-duty diesels; three-quarter and one-ton trucks of Ford, Chevy (GMC) and Ram stage their own competitive sales race in that bigger category.
The Ram 1500 delivered to me was the dressed-up Laramie Longhorn Crew Cab edition. Even in its four-wheel-drive configuration, it carries an EPA highway estimate of 27 miles per gallon (29 for rear-wheel drive), best among half-ton pickups.
We drove to Boulder, up and around the increasingly crowded University of Colorado campus and back to Greeley, averaging 24.2 mpg. Daily in-town drives and a bit of offroad maneuvering dropped the overall average to 22.7 mpg, which also included a drive to Parker to test the barbecued steaks of Daniel Hansen.
The Ram engine, also available in the Jeep Grand Cherokee, is a 3.0-liter V-6 turbodiesel built by VM Motori of Cento, Italy, developing 240 horsepower and 420 lb.-ft. of torque. It performs with strong midrange torque and smooth shifts from the German-developed 8-speed automatic transmission, controlled from a dial on the dash. Just beneath that are buttons for the electric shift-on-the-fly transfer case between two-wheel, four-wheel and low-range settings. The half-ton crew cab offers 9,250 pounds of tow capacity.
The pickup provides a very comfortable, controlled ride, based on its coil springs at all four corners. Typically, half-tons use coils in front and stiffer leaf springs at the rear. The Ram offers an electronically controlled air suspension as an option, and parent company Fiat Chrysler Automobiles believes most truck buyers, if seeking best hauling capability, will opt for the company’s 2500 and 3500 units with strong leaf springs.
The Laramie Longhorn edition features wide, supportive front seats, heated and cooled, with lumbar support. The cattle tan interior is finished with lots of leather and trimmed with light wood atop the display screen and around the air/audio controls of the center stack. Dual glove boxes and a large center console bin boost storage possibilities.
The Ram’s short bed (5-foot-7 length) is complemented with Ram boxes for lockable cargo along the upper sides of the pickup bed. A step can be lowered from the left corner of the rear bumper for ease of access into the box; it seems not as handy as those steps built into the corners of both sides of the Chevy Silverado bumpers.
The ecodiesel engine and RamBox cargo compartments on both sides of the pickup bed boosted sticker price on the Ram 1500 to $55,970. Among the many amenities not aforementioned are deep cherry red exterior, Laramie Longhorn instrument cluster, remote start, backup camera, UConnect 8.4AM/FM/navigation and integrated voice command with Bluetooth, nine amplified speakers with subwoofer, leather-wrapped and heated steering wheel, power adjustable pedals, rear power sliding window and heated second-row seats.
Here are the specifications for the 2015 Ram 1500 Longhorn EcoDiesel Crew Cab 4X4:
The 2016 Fiat 500X crossover was shown at luncheon in Denver. (Bud Wells photo)
Hustling into town on a recent morning, I was headed for one of the newer event venues, the Blanc, for a preview of one of the newer compact crossovers, the Fiat 500X.
The 2016 500X was shown to members of the Rocky Mountain Automotive Press at a luncheon meeting at the Blanc, 3150 Walnut St., Denver.
Fiat executives expect the new little crossover will help chase away the blues brought on by slow sales in the U.S. of other versions of the 500 – the standard Fiat 500 since its introduction to the U.S. in 2012 and the lengthened 500L which was added last year. In particular, Fiat expects the 500X all-wheel-drive model to gain favor in Colorado.
The 500X, offered in front-drive or AWD, will compete with the new Honda HR-V, Nissan Juke, Mazda CX-3, Mini Cooper Paceman and Chevrolet Trax.
Its stiffest competition, I believe, will come from a sister model off the same platform as the 500X, the Jeep Renegade. Nicole Longhini-McElroy, a Fiat representative, showed little interest in discussing that aspect of the 500X’s challenge in coming to Denver.
Rounded off with lots of Italian style, the 500X will be available in five trim levels – the Pop, Easy, Lounge, Trekking and Trekking Plus.
I teamed with friend Bob Sweeney, publisher of The Villager, in driving the little Trekking FWD model on a fairly short course about the streets in the vicinity of the Blanc, where it displayed excellent steering response and good suspension from its MacPherson struts and coils in front and Chapman struts and coils at the rear.
Performance was adequate from its 180-horsepower, 2.4-liter 4-cylinder engine and shifts were near-seamless, thanks to the 9-speed automatic transmission. Twelve-inch vented rotors up front came through with impressive stopping strength. In front-wheel-drive form, its EPA estimate is 22 in the city and 31 on the highway. The fuel-mileage rating goes even higher when the 500X is equipped with a turbocharged 1.4-liter 4-cylinder engine and 6-speed manual transmission.
The 500X Trekking review model, finished in rosso passion (red), carried a base price of $23,100. Boosting sticker price to $25,300 were options of power driver seat with lumbar adjust, heated front seats and steering wheel, dual-zone temperature control, ambient lighting, cargo compartment cover and 18-inch aluminum wheels, as well as destination charge of $900.
The Fiat 500X, built in Melfi, Italy, is swinging into full sales at Fiat dealerships this month.
The 2015 Range Rover Supercharged LWB has been stretched 8 inches. (Bud Wells photos)
Rushing one morning along I-25 from the north, I felt somewhat out of place in the stretched Range Rover.
Normally, a Range Rover or Land Rover would be a wonderful means of travel for me – I appreciate the driving qualities of all, the Evoque/LR4/Discovery/Sport and the standard Range Rover.
In this one, though, the 2015 Range Rover Supercharged LWB version, I can’t seem to get seated just right. Perhaps I should have worn my chauffeur’s cap. The LWB designation indicates it has been lengthened 8 inches, creating enormous legroom in the second row of seats. This was in answer to requests from wealthy in China and Dubai, United Arab Emirates, for more comfortable space in the second row where they ride behind their chauffeurs. Even with the added length, it is only a four- or five-passenger, $118,000 model; it offers no third row.
With the added length, the rear door from front to back measures 51 inches; I can’t think of any rear door that compares to that size. Open with care when parked beside another vehicle, for the door swings out 8 to 10 inches wider than most car doors and may ding the one in the park space beside it.
Added length created spacious second row in Range Rover LWB.
To drive the Range Rover, of course, is opportunity to test the 510-horsepower, 5.6-liter V-8 engine and 8-speed automatic transmission. The power, of which delivery is very quick, is smooth as can be. The torque rating is 461 lb.-ft.
Not only does Range Rover offer its convenient shifter dial, it also is equipped with a smaller dial for selecting terrain settings, from normal to snow to mud to sand to rock crawl capability. Paddle shifters also lend quicker control of upshifts and downshifts. The paddles are positioned far out on the steering wheel crossmember and often are touched and unintentionally engaged when making a turn with the wheel.
The English-built LWB rides on a wheelbase of 123 inches, 7 inches beyond the regular full-size Range Rover. The powerful V-8 carries an EPA fuel-mileage estimate of 14/19; my driving resulted in an average of 18.8 mpg.
The Range Rover LWB’s sticker price of $118,501 includes, in addition to aforementioned amenities, voice-control navigation, 13-speaker Meridian audio with satellite and Bluetooth streaming, power blinds on rear side doors, panoramic roof, four-zone climate control, front massage seats, surround camera view, blind-spot monitor and lane-departure warning, power split tailgate.
Here are the specifications for the 2015 Range Rover Supercharged LWB SUV:
Capacity 5-passenger SUV
Wheelbase 122.9 inches
Length 204.7 inches
Width 78.1 inches
Height 72.4 inches
Curb Weight 5,320 pounds
Track 66.5 inches front, 66.3 rear
Ground Clearance 11.6 inches
Turn Circle 42.7 feet
Drivetrain Four-wheel-drive
Engine 5.0-liter supercharged V-8
Horsepower/Torque 510/461
Transmission 8-speed automatic
Steering power rack-and-pinion
Suspension electronic air, automatic leveling
Fuel mileage estimate 14/19
Fuel mileage average 18.8
Fuel Tank 27.7 gallons, premium
Wheels 21-inch
Tires Goodyear Eagle 275/45R21
Cargo Volume 32.1 cubic feet
Warranty 4 years/50,000 miles basic, 4/50,000 powertrain
Competitors Mercedes-Benz G63 AMG, Cadillac Escalade ESV, Lincoln Navigator L
Assembly Plant Solihull, England
Parts Content U.S./Canadian 1%, United Kingdom 74%, Germany 14%
Base Price of Lowest Model $106,995; Base Price of Review Model $106,995; Destination Charge $925; Sticker Price $118,501.
The 2015 Infiniti QX8O rests off U.S. 34 near Laird, Colo. (Bud Wells photos)
When a hermosa blue Infiniti QX80 rolled off an assembly line in Yukuhashi, Japan, a while back, it was pure conjecture among company officials as to what roads the luxurious, high-riding SUV might travel once it reached America.
Eventually to Denver, its destination papers indicated, and best guess beyond that might have been “west into the Rockies,” the route of my recent drive with a new pickup from Ford.
My turn in the QX driver’s seat, though, was a turn in opposite direction, based on my predilection for visiting the northeastern Colorado plains, particularly during the Memorial Day holidays. It was off to the pretty little town of Wray, Colo., for Jan, me and the 2015 Infiniti.
The QX80 draws notice wherever it goes for its big, tall, square-bodied stance on 22-inch wheels with Bridgestone P275/50R22 tires. The hood stands 4 ½ feet high and the SUV itself is almost 6 ½ feet tall. With all this size, an innovative body-motion control system which distributes variable pressure to the outer or inner suspensions increases its cornering capability.
A high-riding hood is prominent for the big Infiniti.
Performance is at hand when needed from a 400-horsepower (413 lb.-ft. of torque), 5.6-liter V-8 engine mated to a 7-speed automatic transmission. The Infiniti is an excellent handler, impressive in its maneuverability, belying its oversize. It averaged 18.3 miles per gallon for the near-300-mile round-trip. Its EPA estimate is 14/20. Turn circle is among the widest in its class, more than 41 feet.
The QX, featuring three rows of seats, is one of most finely finished interiors among premium full-size sport utility vehicles. Push one button among the dozens of driver controls up front and a second-row seat flip-folds forward to clear a wide path for climbing in or out of the far-back third-row seating.
Beautiful stratford burl wood is an interior highlight for the QX8O.
A wide center stack is trimmed in a bright new wood, stratford burl. A dial on the center console gives the driver a choice of four-wheel high or four-wheel low over the automatic 4WD system; snow mode and tow mode are added selections. In auto mode, as much as 50 percent of engine torque can be directed to front wheels when needed in adverse conditions.
Even with the huge, lengthy size of the QX80, it seems the fore and aft range of the driver seat is somewhat tight. Its comfort, though, is unquestionably among the best. Vision is good.
In addition to its voice-recognition navigation system, a highlight of long-range travel in the Infiniti is its premium 13-speaker sound from Bose, including Bluetooth and USB connection. Second-row passengers not only have heated seats, but also entertainment screens on the backs of the front-seat headrests.
A few among the long list of amenities in the QX80’s sticker price of $80,285 are self-leveling suspension, power tilt/telescope steering wheel, blind-spot and lane-departure warning, remote start and power liftgate.
The QX80 is the former Infiniti QX56. All Infiniti models have been renumbered; the cars carry designations of Q50, Q60 and Q70, and the crossovers and SUVs are now known as QX50, QX60, QX70 and QX80.
Here are the specifications for the 2015 Infiniti QX80:
Capacity 7-passenger SUV
Wheelbase 121.1 inches
Length 208.3 inches
Width 79.9 inches
Height 75.8 inches
Curb Weight 5,878 pounds
Track 67.5 inches front, 67.9 rear
Ground Clearance 9.2 inches
Turn Circle 41.6 feet
Drivetrain Four-wheel-drive
Engine 5.6-liter V-8
Horsepower/Torque 400/413
Transmission 7-speed automatic
Steering power rack-and-pinion
Suspension independent double-wishbone front and rear
Fuel mileage estimate 14/20
Fuel mileage average 18.3
Fuel Tank 26 gallons, premium
Wheels 22-inch
Tires Bridgestone Dueler P275/50R22
Cargo Volume 16.6 cubic feet
Warranty 4 years/60,000 miles basic, 6/70,000 powertrain
Competitors Lincoln Navigator, Cadillac Escalade, Range Rover, Mercedes-Benz GL450, GMC Yukon XL, Lexus LX570
Assembly Plant Yukuhashi, Japan
Parts Content N/A
Base Price of Lowest Model $66,350; Base Price of Review Model $66,350; Destination Charge $995; Sticker Price $80,285.
The 2015 Jeep Cherokee Limited’s Selec-Terrain system conquered the mud. (Bud Wells photos)
The distinct style of the Jeep Cherokee – its seven-slot grille and slit running lights which pass as headlights to most observers, as well as its high-riding rectangular taillights at the rear – makes it easy to notice the multitude of those models driving the roads of the Front Range.
The Cherokee 4X4, perhaps more than other popular compact crossovers Escape, CR-V, RAV4 and Forester, fills the pleasing role of smooth, comfy family cruiser in the one lane and with the push of a button or twist of a dial meets the demands of the rugged offroad bruiser in the other lane.
In its year and a half of sales in these parts, the Cherokee has made its presence known.
It outsells the bigger, more luxurious Grand Cherokee. Through the first four months of this year, Jeep has sold 67,285 Cherokees. Other totals for the make are Wrangler 60,967, Grand Cherokee 59,407, Patriot 39,162, Compass 18,530 and the new, small Renegade 5,157 in its first month.
In the Colorado market in the past year, the Jeep ranked sixth, outsold only by Toyota, Ford, Subaru, Honda and Chevrolet. A million Jeeps were sold worldwide last year, including 692,348 in the U.S.
On a recent warm afternoon following a previous week of 4 inches of rainfall, while on a soft, sticky trail of a road I chose the “sand and mud” setting of the Cherokee’s Selec-Terrain system. This adjusted the throttle and delayed shifts to keep the wheels spinning through the gooey surface. Other terrain sets, besides sand and mud and the normal automatic, are those for snow, sport and rock. These are dialed in, and 4wd Low can be engaged with push of a button.
. . . .and the snow
The Cherokee performs somewhat brisk with its 271-horsepower, 3.2-liter Pentastar V-6 engine and 9-speed automatic transmission. It’s a smooth operation; shift points are nearly imperceptible. Base engine for the crossover is a 184-hp, 2.4-liter 4-cylinder, also mated to the 9-speed.
The Cherokee Limited review model averaged 22.7 miles per gallon for the full week; 18 months ago I averaged 21.7 with the more rugged Trailhawk edition using the same powertrain. The Cherokee Limited averaged in the 25s on an easy drive to Denver and back.
“Stop and remove hands from steering wheel” was the message when I tested Jeep’s ParkSense assist system for parallel parking. When I obeyed, the steering wheel turned slightly every couple of seconds as it guided the vehicle into the available space. I maintained control of the accelerator, shift lever and brakes during the maneuver. I’d prefer to do the full park myself, in most situations.
Pairing indigo blue and Jeep brown on the nappa leather seats, company officials say, “mirrors the evening hues of Italy’s Mt. Vesuvius.” A bit of zebrano wood trim is added to the interior’s doors. Handy are a 12-inch-deep glove box and a covered bin over the audio screen atop the dash.
Cheaper than the Limited and Trailhawk are Sport and Latitude versions of the Cherokee.
The Limited’s V-6 and 9-speed, adaptive cruise, park assist and UConnect with Bluetooth and navigation pushed sticker price to $39,505. Also included are a stop/start system, hill-descent control, lane-departure warning, power liftgate, heated and ventilated front seats, offroad suspension and rain-sensitive wipers.
Here are the specifications for the 2015 Jeep Cherokee Limited 4X4:
Capacity 5-passenger compact crossover
Wheelbase 106.3 inches
Length 182 inches
Width 73.2 inches
Height 66.2 inches
Curb Weight 3,985 pounds
Track 62 inches front, 61.9 rear
Ground Clearance 8.7 inches
Turn Circle 37.6 feet
Drivetrain All-wheel-drive
Engine 3.2-liter V-6
Horsepower/Torque 271/239
Transmission 9-speed automatic
Steering speed-sensitive electronic
Suspension independent offroad
Fuel mileage estimate 19/26
Fuel mileage average 22.7
Fuel Tank 15.9 gallons, regular
Wheels 18-inch
Tires Continental ProContact 225/60R18
Cargo Volume 24.6 cubic feet
Warranty 3years/36,000 miles basic, 5/100,000 powertrain
Competitors Ford Escape, Kia Sorento, Honda CR-V, Subaru Forester, Chevrolet Equinox
Assembly Plant Toledo, Ohio
Parts Content U.S./Canadian 71%, Mexico 16%
Base Price of Lowest Model $24,500; Base Price of Review Model $30,395; Destination Charge $995; Sticker Price $39,505.
The 2015 Ford F-150 SuperCab 4X4 outside the old Redstone Inn. (Bud Wells photos)
Our most recent jaunt was a very easy, carlike drive and quiet ride in the new aluminum-bodied Ford pickup. The 2015 F-150 Lariat SuperCab 4X4 carried Jan and me to Redstone for her birthday.
The new truck, even in its less-than-spectacular gray metallic finish, looked good parked outside the old Redstone Inn.
The F-150, you know, showed up this year with aluminum body panels in place of steel, initiating a great amount of buzz among supporters and skeptics. Many weigh the benefits of the lighter structure against the potential added cost of repairing aluminum over steel.
The aluminum body, weighing 4,800 pounds, is 700 pounds lighter than a comparable F-150 from a year ago.
So, in the F-150 review model I drove, the lesser weight allowed Ford to equip it with a 2.7-liter V-6 EcoBoost engine; that is the smallest-displacement V-6 engine in any half-ton pickup in the country. And don’t assume the small size equates to low power – the 2.7 is a twin-turbo producing 325 horsepower and 375 lb.-ft. of torque, with towing capability of 7,600 pounds.
Small 2.7 V-6 is easy fit under hood of F-150.
Mated to a 6-speed automatic transmission, it performed with plenty of power, maintaining highway speeds on the climbs to Eisenhower Tunnel and Vail Pass and maneuvered some sharp twists on narrower roads once we left I-70 at Glenwood Springs. Its road manners are excellent; its suspension of double-wishbone front and leaf springs rear soaked up the road imperfections, including the roughness on the eastbound descent of Vail Pass.
Redstone is on Colo. 133, 15 miles south of Carbondale. For the overall trip of 488 miles, the F-150 averaged 22.9 miles per gallon. The 4X4’s EPA estimate is 18/23; the two-wheel-drive version of the F-150 is rated at 26 mpg on the highway, topped only by a diesel.
For those pickup buyers who still like the feel and sound of V-8 power, the F-150 offers the 5.0-liter, as well as two other V-6s, the base 3.5 and a turboed 3.5 EcoBoost engine.
Our stay at the Redstone Inn lent opportunity to meet Bruce and Libby Yaple of Lakewood; Bruce is owner of Yaple Company Real Estate in Lakewood. He was reared in Michigan, so, of course, he has an interest in cars. Parked out front of their room at the Inn was a Lexus RX350.
Power lumbar front seats added comfort over the four-hour drive each day. Rear-seat access isn’t particularly handy with the SuperCab, as the doors are rear-hinged and can be opened only when a front door is open. An easy-drop tailgate can be lowered by double-clicking a button on the Ford’s key fob.
Among options on the F-150, which brought sticker price to $47,060, were remote start, 3.65-ratio rear axle, voice-activated navigation, 36-gallon fuel tank, integrated trailer-brake control, leather bucket seats and blind-spot detection.
The Ford F-150 is the runaway best seller among all cars and trucks in the U.S. For the past year, Ford has sold more V-6-powered F-150s than those with V-8s.
Here are the specifications for the 2015 Ford F-150 4X4 SuperCab:
The 2015 Mini Cooper S Hardtop 4 door. (Bud Wells photos)
Better-looking, I’d say, of the new four-door style added to the 2015 Mini Cooper.
I’ve been driving the Mini Cooper S Hardtop 4 door with the 2.0-liter turbocharged 4-cylinder engine and 6-speed Getrag automatic transmission.
The added length (almost 6 inches) and two extra doors give it some authority in its stance and may put to rest some of the good-natured go-kart references of the little Mini. The four-door’s side view, enhanced with stripes and Union Jack flag stickers, is attractive.
The front-wheel-drive Mini made its debut in Great Britain in 1959 and was imported into the U.S. from 1960 to ’67. Sales over here were stopped and didn’t resume for 35 years. Under ownership of BMW, though still built in England, the Mini Cooper was reintroduced to the U.S. in the spring of 2002.
I reviewed in the Post one of the first ‘02s to come to Denver, a red-and-white model.
One of the first Mini Coopers in Denver on the car’s reintroduction in 2002.
My lead read, “Look at the new Mini Cooper, and you’re apt to smile.” The same hold true in 2015. Deeper into the ’02 review, I wrote, “The ride is on the rough side.” The same holds true in 2015. Avoid all potholes.
The new Mini is an excellent handler, even improved, it seems to me, over the smaller one. The S version’s performance is strong with the twin-power turbo kicking out 189 horsepower and 207 lb.-ft. of torque. Standard engine is a 134-hp, turbocharged 1.5-liter 3-cylinder. The S model is worth the extra dollars, plenty of power, almost enough to be called a Super Duper Cooper. Parking is a pleasure.
The added weight of the four-door (200 pounds) reduced EPA fuel estimate to 26/33; I averaged 28.4 with the review model.
A Sport mode added fun to driving the Mini, sharpening the throttle response and firming up the steering feel. For a tamer tour, normal and “green” modes are offered.
Inside the Mini, seat cushions are supportive and front-seat thigh extenders offer increased comfort for long drives. Dual moonroofs brighten the interior and a feature is a ring of colored light changing from green to red, depending on driving habits, around the center display screen. Any difficulty in programming audio selections can be solved by simply pushing the voice button and stating a preference, then set it as a favorite.
Expanded shoulder room and headroom in the rear-seating area create space for two full-sized adults, though legroom is still tight. Cargo space has grown from 8.7 cubic feet in the two-door to 13.1 in the four-door; flatten the rear seatbacks in the new one and the space grows to 40 cubic feet.
The Mini is known for oversized oval headlights. Open the hood and it’s as though two large eyeballs are peering back at you.
Raised hood reveals “bug-eyed” headlights on new Mini Cooper.
The price of the four-door Mini jumped from a base of $25,100 to $35,900 sticker with the addition of navigation, harman/kardon sound, Bluetooth and USB connections, heated front seats, the moonroofs, the automatic transmission, leather-covered steering wheel and head-up display.
Here are the specifications for the 2015 Mini Cooper S Hardtop 4 Door:
Capacity 5-passenger sedan
Wheelbase 101.1 inches
Length 157.4 inches
Width 68 inches
Height 56.1 inches
Curb Weight 2,930 pounds
Track 59.1 inches front, 58.5 rear
Ground Clearance 5.7 inches
Turn Circle 35.4 feet
Drivetrain Front-wheel-drive
Engine 2.0-liter turbocharged 4-cylinder
Horsepower/Torque 189/207
Transmission 6-speed automatic
Steering electromechanical power
Suspension strut front/multilink rear
Fuel mileage estimate 26/33
Fuel mileage average 28.4
Fuel Tank 11.6 gallons, premium
Wheels 18-inch
Tires Pirelli 205/40R18
Cargo Volume 13.1 cubic feet
Warranty 4years/50,000 miles basic, 4/50,000 powertrain
Competitors Volkswagen Golf, Fiat 500, Honda Fit, Nissan Juke
Assembly Plant Oxford, United Kingdom
Parts Content U.S./Canadian 5%, Germany 35%, United Kingdom 25%
Base Price of Lowest Model $25,110; Base Price of Review Model $25,100; Destination Charge $850; Sticker Price $35,900.
The 2,300-pound Marathon electric is powered by 12 six-volt heavy-duty batteries. (Photo by Bud Wells/1980)
Thirty-five years ago this week, in May 1980, I reviewed in The Denver Post the ’80 Marathon electric automobile. Excerpts:
Choosing between the use of 3rd or 4th gears – a tradeoff between range or speed – is one of the few decisions to make while driving a Marathon electric. Its operation is smooth but slow and limited, and marked by simplicity.
Testing of an electric seems appropriate since several models have recently become available in Denver.
The Marathon, sold by John and Josie Fetters of Alternative Autos on East Colfax, is called a utility vehicle. It is a two-passenger type with rear deck for cargo, and has jeep-like doors and canvas top. Selling price, like all automobiles, has shot up, going from $6,800 last year to $8,500.
Builders of the Marathon claim a minimum range of 30 miles between charges. My first-day test ran 24 miles.
Hills proved to be the biggest challenge for the Marathon, with speed falling to as low as 15 on some of the steeper ones. Second gear held the speed at 18 going up the hill at the 20th Street viaduct; the relatively slow pace riled many motorists following me in the 5 p.m. rush hour.
The company claims top speed of 30; the Marathon actually ran easily at 35 in 4th gear. It isn’t fast enough, though, for use on the Valley Highway.
Below the cargo deck at the rear is the power source – 12 six-volt heavy-duty batteries. They supply the 72-volt, 8-horsepower electric motor at the front of the auto. Lights, horn, windshield wipers and washers are supplied by a separate 12-volt battery. The car is absolutely silent at idle.
The 2,300-pound vehicle has good braking from its front discs and rear drums. The ride is on the stiff side. Suspension includes coil springs in front and leaf springs at the rear. Wheels are 13-inch.
The company says an overnight charge of the batteries costs less than 30 cents. Battery life should be sufficient for approximately 20,000 miles of driving, according to Marathon officials.
The 2015 GMC Sierra Denali Crew Cab sits in the snow in Big Thompson Canyon. (Bud Wells photo)
“Well, hell’s bells,” let me mutter.
My longed-for time in the SRT Hellcat version of the Dodge Charger in reality lasted five hours. The ‘Cat is the beast with a 707-horsepower, 6.2-liter supercharged Hemi V-8 engine and 8-speed transmission.
I walked from my garden one afternoon last week to welcome the Hellcat into my driveway. That evening, four of us were aboard when I drove away from a small-town restaurant for a short run of the powerfully built Dodge. Along the way, prompted by the Charger’s driver info center, we detected an oil leak. The big four-door was quickly parked, Chrysler execs soon reclaimed possession and it is in Detroit getting a once-over and retuning.
It will be back; I’ll drive it again, and I look forward to it. What a potentially awesome sedan.
In the meantime, let’s talk of my week with the 2015 GMC Sierra Denali 1500 Crew Cab.
Setting the review model apart from the already likeable Sierra pickup were the dazzling and cushy Denali trim and a $2,500 package adding the 6.2-liter V-8 power and an 8-speed automatic transmission. The engine/tranny option is a step above in performance and smoothness over the standard 5.3 V-8 and 6-speed automatic.
A new magnetic ride control suspension adds increased containment of body motion by instantly changing damping to meet the demands of the roadway.
With Jan along, I got to test the four-wheel-drive capability when we drove the Sierra into Big Thompson Canyon, west of Loveland, during a mid-April snowstorm. The switch of grip controls – from two-wheel to automatic all-wheel to four-wheel-high to four-low is as simple as turning a dial at the extreme left side of the dashboard.
GMC’s Denali, named for the vast national park in Alaska, offers bright chrome honeycomb grille, easy-lift and lower tailgate, heated and cooled front bucket leather seating, wood trim, Bose surround sound and navigation with Bluetooth/USB and rearview camera. Big, roomy bins are a highlight in the front center console. The ease of entering and exiting the four doors of the Sierra are aided by 6-inch-wide step rails. Rear bumper cornersteps lend access to the pickup box.
Horsepower for the 6.2 engine is 420, with 460 lb.-ft. of torque. The 8-speed smooths shift points and the driver gains more direct control with use of paddle shifters at the steering wheel. Overall fuel mileage for my drives was 17.7 miles per gallon; EPA estimate is 15/21.
Options not aforementioned in the $57,820 sticker price were power sunroof, trailer brake controller, lane-departure warning, forward-collision alert and safety-alert seat. Some other standard equipment features were spray-on bedliner, power sliding rear window, remote vehicle start, power-adjustable pedals, heated steering wheel and dual-zone climate control.
Here are the specifications for the 2015 GMC Sierra Denali 1500 Crew Cab:
Capacity 5-passenger pickup
Wheelbase 143.5 inches
Length 229.5 inches
Width 80 inches
Height 74 inches
Curb Weight 5,750 pounds
Track 68.7 inches front, 67.6 rear
Ground Clearance 8.9 inches
Turn Circle 47.2 feet
Drivetrain Four-wheel-drive
Engine 6.2-liter V-8
Horsepower/Torque 420/460
Transmission 8-speed automatic
Steering electric power rack-and-pinion
Suspension Magnetic ride control
Fuel mileage estimate 15/21
Fuel mileage average 17.7
Fuel Tank 26 gallons, premium recommended (not required)
Wheels 20-inch
Tires Goodyear Wrangler LT 265/60R20
Cargo Volume 5-foot-8 bed
Warranty 3years/36,000 miles basic, 5/100,000 powertrain
Competitors Ford F-150 King Ranch, Ram 1500 Laramie Limited
Assembly Plant Silao, Mexico
Parts Content U.S./Canadian 45%, Mexico 52%
Base Price of Lowest Model $41,115; Base Price of Review Model $52,155; Destination Charge $1,195; Sticker Price $57,820.
