Mazda’s spacious, new CX-70 SUV, a 2025 model, showed up tuned and timed for a very busy Saturday for Jan and me.

With two rows of seats and a 40-cubic-feet cargo area, the CX-70 is same-sized as Mazda’s three-row CX-90.

Sent our way was the CX-70 3.3 Turbo S Premium Plus mild-hybrid model, equipped with a 340-horsepower, inline-6 engine, 8-speed automatic transmission, all-wheel drive and a small electric motor as a power boost and fuel-mileage enhancer.

The 5,200-pounder, 201 inches in overall length, handles twists and bends and climbing tasks in the manner of a smaller and lighter crossover and its EPA fuel rating of 23 city/28 highway is more than adequate.

The turbo’s performance is impressive; switch from Normal to Sport Drive mode brings higher shift points, of course, and adds an audible rumble, plus providing a visual appeal of red flash inside the instrument panel. Also available is an Offroad mode, which activates traction assist through increased brake force on wheels without traction.

First leg of the Saturday commitments was from Greeley to Sterling, for lunch meeting of the Sterling High School Alumni Foundation committee at the River City Grill. Other attendees included James Leh, chairman; Jolene Maul, Justin Weber and Don Carey. We met and visited with SHS’s new principal, Jeff Hoff, and his wife. Before heading for a dinner meeting north of Cheyenne, Wyo., Jan and I visited with my ailing sister, Norma Wagner, and her husband, Dave.

The turboed Mazda clipped along at a good pace on Colo. 14 to Ault, then north on U.S. 85 to Cheyenne. From there we found Horse Creek Drive, north of Cheyenne, and arrived at the home of Tim Coy and Cynthia, for a bit of housewarming, for they moved there recently from Louisville.

It was with great interest I leafed through the just-published Cadillac Old Car Club book, covering all things Cadillac in the 1970s. Coy, a page layout specialist at the Rocky Mountain News and Denver Post for a number of years, has continued his talent with the Cadillac club since retiring from The Post.

On the subject of books, mine (“2,600 Cars and a Dog Sled, Bud Wells’ 67 Years in Newspapering and Automobiles”) continues to sell. It can be ordered through BudWellsBooks.com or by phone or text 303-549-4464.

Another just released is “Dude, Where’s My Flying Car,” by Tim Jackson, former head of the Colorado Automobile Dealers Association. I served as an editor for the book and received a hand-delivered copy one day last week. It can be ordered through Amazon.com.

From the 300 miles driven last Saturday, the Mazda CX-70 averaged 27.2 miles per gallon of premium fuel. An interior highlight is the butterscotch-colored suede-finished dash front and nappa leather-trimmed seats. The CX-70 is built in Hofu, Japan. Sticker price is $57,715. Also soon to be offered is a PHEV plug-in hybrid version, providing 26 miles of electric drive.

Strong half-ton performance is offered by the AT4X trim and Duramax inline 3.0-liter, light-duty, 6-cylinder turbodiesel on the 2024 GMC Sierra 1500. Ratings are 305 horsepower, 495 lb.-ft. torque, towing capacity 9,300 pounds.

Entry requires “step high and jump a bit” to contend with the rock rails, offroad suspension and 2-inch lift. Once in the heated/ventilated leather seats, it is a magnificent interior to appreciate, with 13.4-inch color touchscreen infotainment, 12-speaker Bose premium audio, 15-inch head-up display, power sunroof.

The impressively structured Sierra AT4X is priced at $88,585; I can recall only two pickups I’ve driven with higher pricetags – both electrics, a Hummer and F-150 Lightning.

The 10 most expensive pickups I’ve driven through the years:

• ‘23 GMC Hummer electric $110,295;
• ‘22 Ford F-150 Lightning Platinum electric $94,004;
• ‘24 GMC Sierra AT4X Duramax turbodiesel $88,000;
• ‘20 Ram 1500 TRX $87,370;
• ‘22 Ford F150 Raptor Super Crew $82,060;
• ‘23 GMC Sierra 1500 Denali Ultimate 4WD light-duty 3.0-liter inline turbodiesel $81,000;
• ‘18 Ram 3500 Laramie Longhorn Crew Cab turbodiesel $80,115;
• ‘17 Ram 3500 Crew Cab dually $79,965;
• ‘23 Toyota Tundra Capstone $78,709;
• ‘22 GMC Sierra 1500 AT4X $76,790.

We did little offroading with the beefed-up Sierra, though a nice, smooth highway drive last Saturday morning was to the PACE Center in Parker for a noontime memorial service for Roy Morgan, who died April 4.

Morgan, a classmate of mine at Sterling High School, with one helicopter and a single hospital contract in Colorado in 1980 founded Air Methods, which today conducts annually more than 100,000 air medical transports.

Air Method executives in May 2024 conducted the two-hour service for Morgan, who served as president, CEO and director of the corporation, and was inducted into the Colorado Aviation Hall of Fame. The two-hour service was concluded with a “Missing Man Formation Aerial Salute” over the terrace at the PACE Center.

Little more than a week after our graduation from Sterling High in 1955, Roy married Dorothy Dubois, another classmate and a cousin of Jan’s. Dorothy passed away in 2016; Roy later married Dian Horton. Other survivors include his daughter, Debi, and son, Roger, and their families.

Earlier last week, another highway run took Jan and me to the New York Deli News in Denver for lunch with friends Mary Conway and Ken Baldwin.

That drive and the later one to Parker weren’t enough to boost the Sierra above the 19-20 mpg range. While the light-duty, 6-cylinder turbodiesels produce mid-20s miles per gallon for the standard GMC Sierra 1500, it doesn’t hold up for the AT4X with its front and rear e-locking differentials, large wheels and tires, shocks with increased damping force, skid plates and heavier curb weight. My overall mpg was 20.4; its EPA combined rating is 19.

The Toyota Land Cruiser, a competitor of Jeeps and Range Rovers for offroad toughness until it was discontinued in 2021, is back – much trimmer and somewhat current in exterior styling. Built in Tokyo, it is of five-passenger design, with two rows of seats.

From its base price of $57,345, the addition of optional rock rails, roof rack and skid plates pushed sticker total just past $60,000. That price, believe it or not, is $30,000 below the sticker on the 2021 Land Cruiser I tested three years ago, just before the model was discontinued.

In preparing for the reintroduction of the Land Cruiser, Toyota replaced its big, old body-on-frame unit with the modern GA-F platform, still body-on-frame but narrower and shorter and lighter, using new techniques for saving weight while increasing rigidity. The new Land Cruiser, in the 5,000-pound curb weight, offers locking center and rear differentials. It rides on Yokohama Geolandar 18-inch tires. Regarding curb weight, the old one was closer to 6,000 pounds.

To counter performance from the previous 381-horsepower, 5.7-liter V-8 engine, Toyota has equipped the ’24 Land Cruiser with its “i-Force Max” hybrid drivetrain, a 2.4 turbocharged 4-cylinder engine, an electric motor, 8-speed automatic transmission, fulltime four-wheel drive. Its low-range torque, boosted by the electric motor, was noticeably quick; impressive, too, was the 4Lo Crawl Control tests in offroad mode in the sandhills. Ratings for the 2.4 engine are 326 horsepower, 465 lb.-ft. of torque.

Most of my driving miles with the ’24 model averaged 21 to 23 miles per gallon; EPA estimates are 22 mpg city/25 highway. That big one I drove in 2021 averaged 15.6. The overall length of the 2024 Land Cruiser at 193.8 inches is about an inch shorter than the ’21 model.

Land Rover 1958 is the base model which I tested; it reflects the year of the Land Cruiser’s unveiling in the U.S. The midlevel trim is simply the Land Cruiser and the top-of-the-line is the Land Cruiser First Edition.

The Lexus GX550 is built on the same platform as is the Land Cruiser, though the GX is powered by a twin-turbo, 3.4-liter V-6 and the Land Cruiser by the 4-cylinder hybrid package.

All 2024 Land Cruiser models come standard with Toyota Safety Sense 3.0, the company’s suite of active safety and convenience systems. Including precollision system with pedestrian detection; lane-departure alert with steering assist; full-speed range dynamic radar cruise control; lane-tracing assist; road-sign assist; automatic high beams; proactive driving assist.

The pre-collision system with pedestrian detection has enhanced detection capabilities, thanks to new system sensors. In addition to pedestrian and bicyclist detection, the system also includes capability to detect a motorcyclist.

Let’s take a look back – long ago – in contrast with review of the sleek 2024 Volvo V90 Cross Country Mild Hybrid Wagon.

One hundred years ago, late May 1924, my dad, Dale Wells, graduated from Burlington High School and in the same week began employment as a mechanic at the town’s Ford garage, operated by Cecil Reed.

Dad’s older brother, Albert Wells, was already working as a salesman at the Reed Ford dealership. Dad and Albert would become Ford dealers themselves down the road a few years – Albert at Cozad, Neb., and dad at Wray.

These happenings merit mention after all these years, in that it marks 100 years that my family has been associated with the automobile business.

As U.S. auto builders entering year 1942 shifted gears and cleared production lines of new automobiles, they prepared their manufacturing capabilities for the Allied efforts in World War II.

Dad at the time had not only the Ford/Mercury franchises for Wray, but also Chrysler/Plymouth, and bought the last 1942 Chrysler sent his way before the shutdown; he and my mother drove the Chrysler Windsor sedan, with blue body and cream-colored roof, through the war years.

It performed with a 142-horsepower, straight-8-cylinder engine and Chrysler’s relatively new Fluid Drive transmission. General Motors was in the early stages of its Hydra-matic transmission. We all know which prevailed in that competition.

Two chapters, “The Garage at Wray” and “The Chrysler at 100,” add discussion in much more detail in my book. “2,600 Cars and a Dog Sled, Bud Wells’ 67 Years in Newspapering and Automobiles” is offered in soft-cover ($28.50 including shipping) or hard-cover ($38.50 including shipping) and can be ordered through Budwellsbooks.com or [email protected], or by phone or text 303-549-4464.

2024 Volvo V90 mild hybrid

The anticipated transition to electric automobiles has assembly lines in a state of flux for most manufacturers heading into summer 2024, such as “scrap the Malibu, electrify the Hummer, toss the Hemi, Mach-e or no Mach-e, Tesla this and Tesla that, charging points, etc., etc.”

Volvo, builder of wonderful internal-combustion-engine-powered wagons for 50 years, was one of the first manufacturers to commit to electrifying its fleet.

The sleekly styled and comfortably seated V90 exists yet due to installation of a 48-volt mild hybrid system with regenerative braking. The Cross Country B6 version is powered by a 2.0-liter turbocharged 4-cylinder engine and 8-speed automatic transmission with all-wheel drive. The regen braking is a product of the mild hybrid, which also is used to start the engine and boost the engine in acceleration, all of which help the wagon’s EPA estimate of 23 city and 29 highway miles per gallon. My overall average was 24.2.

The Ultimate trim level lends Bowers & Wilkins premium sound, Nappa leather, massaging front seats, head-up display, lifted suspension with rear air and a crystal shifter that adds assurance the wagon is of luxury rank.

The V90, built in Torslanda, Sweden, carries sticker price of $73,380.

Based on a relatively brief, one-day drive, the country’s newest fully electric automobile is one of the finest. It’s the 2024 Kia EV9, a seven-passenger SUV crossover.

Kia is a busy automaker with electrification in its product line. In addition to the new EV9, the EV6 is a compact electric crossover. The small Niro is offered in electric, plug-in hybrid and gas/electric hybrid. The Sportage and Sorento are available as plug-in or regular hybrid.

Traditional gas-only versions include Telluride, Seltos, Carnival, Forte, K5 and Soul.

The key pod for driving the new EV9 was handed to me by Dustin Pew, general manager of Fowler Kia on U.S. 34 between Greeley and Loveland. The Kia’s 99.8 kWh lithium ion high-voltage battery was fully charged, offering 263 miles of range. Jan and I headed on over to I-25, then in to Denver for a short visit with friends Ted and Shirley King.

Accessing I-25 was a snap with the instant torque and quick acceleration of the EV9; its lane correction system is firm and very effective. It is moved by a 379-horsepower, dual-motor powertrain, with tow capacity up to 5,000 pounds. Its MPGe rating is 88 city/72 highway; its energy rating in kilowatt-hours to travel 100 miles is 42.

On the return trip, I pulled off I-25 into a long line of cars entering Buc-ees, in its first week of open-for-business on Colo. 60, west of Johnstown. Cars were nearly bumper-to-bumper all over the place, in all directions. After fully circling the filled parking lots and passing by the 116 gas pumps, also nearly all occupied, Jan hopped out of the EV9 and took a couple quick photos while drivers of cars behind ours waited patiently.

Back to the dealership, I had driven 90 miles, with the battery pack reduced by 88 miles of range.

It was a warm day. Cold weather probably would have impacted the range usage to a wider degree, though Recurrent, a used-EV research firm, found in a study that the smaller 2022 Kia EV6 maintained 93 percent of its EPA range while operating at 32 degrees Fahrenheit. This level of range retainment for the Kia was considerably higher than that of a direct competitor in the same study, Recurrent observers reported.

There is comfort aplenty aboard the EV9; its bolstered seatback was perfect for me. Its blunt front end brightens with new lighting technique for nighttime cruising. It has less distinguishing appeal up front during daylight hours.

At 197.2 inches in overall length, the EV9 is a bit more than a foot longer than the EV6.

The EV9 with GT-Line all-wheel-drive trim was sticker priced at $75,735, including head-up display, self-leveling rear suspension, Meridian premium audio, dual 12.3-inch screen panoramic display with navigation, forward-collision avoidance and rear cross-traffic avoidance.

Denver was once called a “cow town.” It’s not. It’s a “car town,” and that tag was emphasized in the heart of the city during the first week of April with the 2024 Denver Auto Show at the Colorado Convention Center.

For a third year in a row, a compact pickup – this time the Chevy Colorado – edged out the more popular full-sized models (F-150, Silverado, Ram, Tundra) for Truck of the Year in voting by the Rocky Mountain Automotive Press at the auto show.

Taking top honors in the previous two years was the new Ford Maverick compact pickup. The last full-sizer to win the award was the Ram 1500 TRX Crew Cab in 2021 The Colorado, introduced in 2004 to replace the Chevrolet S-10, has gotten a bit larger and much stronger with each of its two previous generational upgrades. It is built at Wentzville, Mo.

Car of the Year honors went to the Acura Integra Type S, a sleek, four-door hatchback with coupe styling. It is one of the few models still offered with a manual transmission. Toyota’s three-row Grand Highlander, 4 inches longer in wheelbase than the standard Highlander and 6 inches longer overall, received most votes for Crossover of the Year. It is noted for its smoothness of acceleration, handling and braking.

The Genesis GV60, based on the Hyundai Ioniq 5 and Kia EV6, was named Electric Vehicle of the Year. It features all-wheel drive, electronically controlled suspension, a Boost button on the steering wheel for extra horsepower and Bang & Olufsen premium sound.

Inducted into the Colorado Automotive Hall of Fame for 2024 are six auto stalwarts:

John Bowell, who at age 18 got his start in the car business under tutelage of Anne Goodro at Goodro Ford, became a best-selling dealer with Volvo and Mazda and in 2007 joined Don Hicks as co-owner of Shortline Automotive Group.

Ed Bozarth (Pic above), got his start in the 1960s in Topeka, Kan., and eventually owned five Chevrolet dealerships, including Ed Bozarth Chevrolet in Aurora, played pivotal role with CADA in shaping Colorado franchise law.

Steve Taylor, Peak Automotive Group, started as a salesman in 1970 for Sports Car Sales, was the first general manager of Stevinson Lexus dealership in 1990, teamed with Mitch Pierce to purchase a Nissan store, recently sold Peak Kia of Windsor.

Mike Feeley, attorney, Brownstein, Hyatt, Farber, Schreck LLP, and former Colorado senator, was CADA’s lobbyist for nearly two decades, tirelessly championing the cause of new car dealers.

Thomas Botterill (posthumously), assumed manager role at Pierce Arrow store in Denver in 1901, was first president of the Denver Automobile Dealers Association and a leading Hudson dealer in the 1930s.

Art Stapp (posthumously), a three-sport star at Lakewood High School and Colorado College, with his father, Robert, founded in 1973 Longmont Toyota, now known as Stapp Interstate Toyota at Frederick.

CEO and president of the Colorado Automobile Dealers Association is Matthew Groves; Eric Beutz is auto show chair and Todd Maul is automotive hall of fame chair.

When I drive a Polestar electric, I think of Volvo, for Polestar was founded and is owned by that Swedish car company, yet it is built in China, for Volvo is owned by Geely Manufacturing, a Chinese firm.

I’ve driven the 2024 Polestar 2 Dual-Motor Performance Plus model. It is reasonably quick, not to the burst-like-level of EQS or XM, but enough to please this internal-combustion-engine user. It has an excellent regenerative braking system.

Following haircuts in Eaton on a Friday afternoon of last week, Jan and I drove north on U.S. 85 into Wyoming, sped via I-25 through Cheyenne a few more miles and took a right off the highway and a left over the highway, winding up on Horse Creek Road. Some twists and turns highlighted the Polestar’s tight steering, while magnifying the bumpiness of the liftback’s stiff suspension.

With all that behind us, we rolled merrily into the driveway of the new home for Tim Coy and Cynthia Rutledge; they recently relocated from Louisville. I was delivering to Coy a hardbound copy of my book, “2,600 Cars and a Dog Sled, Bud Wells’ 67 Years of Newspapering and Automobiles,” for which he designed the colorful cover and back cover. It can be ordered ($28.50 for soft-cover, $38.50 for hard-cover) through budwellsbooks.com or by contacting me at [email protected].

The 78kWh battery in the Polestar Dual-Motor electric was easily charged to 270 miles of range for the all-wheel-drive hatchback. The Eaton/Cheyenne drive of 124 miles consumed 125 miles from the range capacity. Earlier in the week, a drive of 210 miles reduced the range by 245 miles; much of that distance was on 75-miles-per-hour interstate highway. The faster speeds tend to reduce range excessively.

While in Eaton, Jan and I enjoyed a visit with Sara Martin, mother of Walker Martin, the 20-year-old Eaton baseball star who signed last summer with the San Francisco Giants.

Regarding the Polestar, an extended range of 320 miles is available by foregoing AWD and opting for a rear-wheel-drive version with a single motor at the rear axle.

The dual motors offer 455 horsepower, 325 kW and 546 lb.-ft. of torque; its MPGe rating is 112 mpg in the city and 100 highway.

While yellow/orange seatbelts appear to be, perhaps, too bright inside the car, when seen from outside they match the brake calipers and are aesthetic.  Harman Kardon premium sound and a large infotainment system are highlights.

Comfortably ventilated nappa leather seats ($4,000) boosted sticker price to $69,650 for the dual-motor Polestar 2. A large panorama roof adds pleasantness to travels, front vision is excellent, though somewhat limited at the rear from a reduced-size liftgate window. The cargo area offers 14.4 cubic feet of room behind the rear seats; a front trunk or “frunk” adds a small stow space of about a cubic foot.

Among some competitors of the Polestar are Tesla Model 3, BMW i4, Mercedes EQE, Ford Mustang Mach-e and Hyundai Ioniq 6.

Jay Cimino, 87, retired president and CEO of Phil Long Dealerships, died February 24, 2024, at his home in Colorado Springs.

My lasting remembrance of Jay was the evening of Sept. 17, 2021, when more than 600 persons gathered beneath a large tent on the grounds of the Elitch Gardens to celebrate the inaugural class for the Colorado Automotive Hall of Fame. Jay walked over to our table and visited with my family and me, before he and I were inducted into the HOF.

He once sent to me a photo of his 1936 Ford Roadster, one of many beautiful models in a large, private collection of his. I assumed the roadster probably was his favorite; others, though, said he favored a custom 1957 Chevy Corvette. Cimino declined to select a favorite.

Cimino was born and raised in Trinidad; he has given back to his hometown bigtime through the years. His philanthropy has boosted the community. He established the Trinidad Community Foundation, the Jay Cimino Champion Scholarship Fund for Holy Trinity Academy students and a visitor center. Perhaps most meaningful is the establishment of the Mt. Carmel Health, Wellness and Community Center.

He opened Phil Long Toyota of Trinidad in 2010. The Phil Long dealerships are the largest privately held automotive group in Colorado. A celebration of Cimino’s life ceremony was in Colorado Springs.

A roomy, three-row crossover added flashes of “crimson red pearl” to a four-day relaxation in California earlier in February.

The crimson-finished 2024 Subaru Ascent was waiting when four of us – Jan and I, daughter Kim and granddaughter Missy – landed at Palm Springs, then carried us the few miles to Palm Desert, where we joined Dale and Sandy Wells, who were vacationing from their home in Johnstown.

The Ascent, which competes with the Chevy Traverse, Hyundai Santa Fe, Jeep Grand Cherokee L, Volkswagen Atlas and others, is large enough for six adults, though in row-by-row comparison, of course, the third row was third-rate.

We drove 70 miles along Calif. 74 to Riverside, where we enjoyed lunch with younger brother, James Kent Wells, who resides in Seal Beach. The Ascent was also smooth and good-handling on a drive to LaQuinta and the PGA West Jack Nicklaus Tournament Course.

Performance was very adequate from the Subaru’s 2.4-liter boxer engine; the continuous variable transmission’s 8-speed manual-shift mode worked well, droning occasionally on acceleration demand, of course. The overall fuel-mileage average was 20.2 (EPA rating is 19-25).

The all-wheel-drive Ascent, built in Lafayette, Ind., was introduced for the 2019 model year. For 2024, it starts at $34,195. The Touring model I drove carried a sticker price of $49,931, featuring Cabin Connect, Surround View Monitor, Harman Kardon surround sound, Eyesight Driver Assist, panoramic moonroof.

I enjoyed a visit in late February with Adam Botterill, who owns and operates Botterill Excavation in Johnstown.

It wasn’t that I needed excavation work done, my interest was digging back three generations to Adam’s great-grandfather, Thomas Botterill.

Tom Botterill was among Denver’s earliest automotive dealers and one of the most prominent of the first half of the 20^th century. Botterill in 1901 was named manager of the Pierce Arrow automobile store in Denver; by 1903 he became agent for the company. When he sold 40 new cars that year, he couldn’t imagine ever selling that many again. By the time he retired in the 1940s, though, it was estimated he had sold 25,000 autos.

It was from this building in 1921 that Botterill loaned his ace salesman, Thomas D. Braden, for doing the legwork, not for selling cars, but for selling charter memberships into the newly formed Denver Automobile Dealers Association.

Botterill was elected president of the group, and Braden served as its secretary for that year and 40 more. First-year directors for the association included D.W. James, Finlay L. MacFarland, Arthur Kumpf, O.L. Davis Jr., Fred Green and Myron L. Smith.

Dodge Brothers was sold to Chrysler Corporation later in the 1920s, at which time Botterill exchanged his Dodge business allegiance for a Hudson franchise, and moved his dealership a block away into the big building on the corner of Broadway and 13^th Avenue. It was noted through the 1930s for a huge neon sign, “Botterill Hudson Essex,” rising high above the building top. The Buick line was also added to Botterill’s business for a few years.

By 1940, Tom and his family – wife Elizabeth and sons Thomas, 31, and William, 20 – resided in a nice home just east of City Park in the 4000 block of East 19^th Avenue. When new car production in the U.S. shut down in 1942 for World War II, Botterill continued to sell a few used cars before retiring.

In addition to his year as president of the Denver dealers association, Botterill was a director of the National Auto Dealers Association, served office terms with the national Hudson dealers association, chairman of the state Highway Transport Committee, served on the State Council of Defense, president of the Lakewood Country Club, member of Denver Country Club, Denver Athletic Club, Rotary, Chamber of Commerce and Episcopalian church.

Botterill died on Oct. 15, 1964, at age 91. About that time, Jack Botterill, a third son of Thomas, moved his family to Berthoud in northern Colorado, and other relatives have resided in Loveland and Johnstown. Jack’s son, George, who passed away nine years ago, was the father of Adam. Adam’s son Zavier Thomas Botterill, 23, is active in the excavation business with his father.

The elder Tom Botterill is destined for inclusion into the Colorado Automotive Hall of Fame.