Among those greeting Glenwood Springs car dealer Michael Payne in his “tiger-striped” jacket was Charlene Bowlin of Security Service Federal Credit Union. At right is Casey Tynan. (Jan Wells photo)
A “tiger-striped” jacket from a Pontiac promotion of years ago attracted “sideshow” attention at the annual meeting recently of the Colorado Automobile Dealers Association.
It was CADA’s 100th Anniversary Gala at the Renaissance Denver Downtown City Center Hotel in the beautiful, old Colorado National Bank building on 17th Street.
Thom Buckley of Colorado Springs was introduced by 9News Meteorologist Marty Coniglio, master of ceremonies, as new chairman for CADA, succeeding Bill Hellman of Delta.
Unveiling of the book, The 100-Year Deal, and auctioning of the first three copies highlighted the business meeting. The new 336-page, coffee-table-type book features car dealers of the state and includes a reprint of The Colorado Car Book by Bud Wells,
The No. 1 copy of the book drew a high bid of $1,500 from Dean and Tracy Dowson of Golden, No. 2 went to Jeff Carlson of Glenwood Springs for $1,200 and No. 3 to John Medved of Golden for $800.
Heading the book project was Tim Jackson, president of the CADA, assisted by Tim Coy, Caroline Schomp and Bud Wells.
Speakers discussing cars, dealers and consumers of the future were Glen Mercer of Cleveland, president of GM Automotive, an auto industry consulting firm; Paul Eisenstein, reporter, publisher and chief of The Detroit Bureau, and Charlie Vogelheim, host of Motor Trend Audio, Los Angeles.
The “tiger-striped” jacket was worn to the gathering by Michael Payne, owner of Mountain Chevrolet in Glenwood Springs. Jackets like that were worn by Pontiac salesmen in the mid-1960s as part of an aggressive tiger advertising theme, a promotion of John DeLorean, chief engineer at Pontiac. Payne’s father, Leo Payne, was a Pontiac dealer in the ‘60s, operating Clark-Payne Pontiac on West Colfax.
The jacket drew all sorts of responses at the party; Michael Payne said a couple of persons who didn’t know him thought “that I must be a member of the band.”
The ’15 Honda CR-V stands out in farm country south of Longmont. (Bud Wells photos)
Happy Thanksgiving!
How many turkeys can be hauled in the cargo area of the 2015 Honda CR-V?
Talking frozen, dressed birds of 15 to 18 pounds, the number might be 40 to 50, depending on how they’re squeezed in and stacked.
If you’re talking live turkeys, it depends, first and foremost, on how many you can catch.
The CR-V’s cargo space at 35.3 cubic feet is one of the largest in its class. The cargo floor sits low, with the spare tire resting beneath it, and it is easily accessed.
All this room behind the second-row seats is among reasons cited for the popularity of Honda’s compact crossover.
There are better-looking crossovers, and those with more power and better shift control, but this one excels in all-around pleasant performance.
And it shows in the sales charts. The Accord and Civic sedans for years have been Honda’s best sellers. Not so in October, when the CR-V outsold both of them.
The top 10 sellers of SUV/crossover vehicles for October, behind the Honda’s 29,257, are Ford Escape 24,919, Toyota RAV4 21,524, Chevrolet Equinox 17,603, Ford Explorer 16,496, Jeep Cherokee 15,715, Jeep Grand Cherokee 14,993, Nissan Rogue 14,685, Jeep Wrangler 13,685, Subaru Forester 12,971 and Toyota Highlander 12,106.
The five-passenger ’15 CR-V is a bit longer with slightly wider track than the one I last drove, a 2012 model. Though the CR-V is of shorter wheelbase than the Ford Escape and Toyota RAV4, it is within an inch in overall length, longer than the Escape, shorter than the RAV4.
Torque and economy have increased with a new 2.4-liter (Earth Dreams Technology) 4-cylinder engine tied to a continuously variable transmission (VT). Peak efficiency is called upon with the push of a green “econ” button, which delivers feedback to best-type engine demands for high fuel mileage. The CVT’s modest speed recovery takes some getting used to; the 18 additional pounds-feet of torque help some.
Honda CR-V’s new Earth Dreams 4-cylinder.
My time with the CR-V was the recent extremely cold and snowy week, which dragged the vehicle’s overall fuel mileage down to 25.9 miles per gallon. Its EPA estimate is 26/33.
The crossover did a nice job of switching from its front-wheel-drive system to front/rear control for added traction on icy streets.
In addition to the normal rearview camera, the CR-V featured LaneWatch, activated with the right-turn signal, giving an on-screen view of the car’s blind-side area. It lends assurance on turns, as well as for lane changes on a busy I-25.
Eighteen-inch alloy sport wheels are shod with Dunlop Grandtrek 225/60R18 tires.
Sporty 18-inch wheels compliment the CR-V’s prominent nose.
The CR-V review model is the high-end Touring version, with a sticker price of $33,650, including such other features as voice-recognition navigation and audio (AM/FM/CD, Bluetooth, Pandora, USB, satellite), leather-trimmed seats (heated in front), dual-zone climate control, push-button start, adaptive cruise control, power moonroof and tailgate and variable intermittent wipers.
The shifter dominates the CR-V’s center stack.
Here are the specifications for the ’15 Honda CR-V AWD:
Capacity 5-passenger
Wheelbase 103.1 inches
Length 179.4 inches
Width 71.6 inches
Height 65.1 inches
Curb Weight 3,624 pounds
Track 62.2 inches front, rear
Ground Clearance 6.8 inches
Turn Circle 36.9 feet
Drivetrain All-wheel-drive
Engine 2.4-liter 4-cylinder
Horsepower/Torque 185/181
Transmission Continuously variable
Steering rack-pinion
Suspension strut front, multilink rear
Fuel mileage estimate 26/33
Fuel mileage average 25.9
Fuel Tank 15.3 gallons, unleaded regular
Wheels 18-inch
Cargo Volume 35.3 cubic feet
Warranty 3 years/36,000 miles basic, 5/60,000 powertrain
Competitors Ford Escape, Toyota RAV4, Jeep Cherokee, Mazda CX-5, Subaru Forester
Assembly Plant East Liberty, Ohio
Parts Content U.S./Canadian 70%, Japan 15%
Base Price of Lowest Model $24,570; Base Price of Review Model $32,770; Destination Charge $880; Sticker Price $33,650.
Ford brought its 2015 F-150, with aluminum body, to Colorado this week. (Bud Wells photo)
To adhere a “light on its feet” label to a tough-looking vehicle is a major step toward success these days in the automotive truck world.
Ford, on a cold, windy morning this week, showed off its new aluminum-bodied F-150 pickup at a parking lot in Broomfield.
Not only is it 700 pounds lighter, it is stronger than the traditional steel bodies for trucks, says Ford Motor Co.
Some detractors, though, say the durability of aluminum body panels for pickups isn’t yet proven, and it’s a risky move for the country’s leading builder of those vehicles.
Production of the new pickups began last week in Dearborn, Mich., and the models will reach Ford showrooms in this area in December. We’ll then begin to assess how they stack up in the real world.
For me, the level of excitement for testing the 2015 F-150 at Broomfield was heightened by the opportunity to also drive one with power from a relatively small, innovative V-6 engine.
It is the high-output, twin-turbocharged 2.7-liter EcoBoost producing 325 horsepower and 375 lb.-ft. of torque, with towing capability of 8,500 pounds. Only because of the aluminum-lightened body is the 2.7 strong enough for truck duty. It’s the smallest engine to ever power an F-series pickup.
Ford’s new turbocharged 2.7-liter V-6 for its F-150. (Ford)
The little V-6, with direct fuel injection, moved the Crew Cab 4-by-4 around in relatively easy fashion. Maneuverability was excellent. Mated to Ford’s electronic 6-speed automatic transmission, the 2.7 is very smooth and its acceleration is strong.
Adding to its economic attributes is Ford’s first stop/start system for a pickup, in which the engine shuts down at stoplights, restarting when brake pressure is eased. It is a fuel-saving feature.
The smaller 2.7 rates better power numbers than Ford’s base 3.5-liter V-6 (283 hp, 255 torque), with higher tow capacity and payload.
The key to use of the small V-6 is, of course, higher miles per gallon. Ford has said the 2015 model will get up to 26 mpg on the highway. One Ford representative told me that the 2.7 in an F-150 Crew Cab averaged 23 overall in a variety of driving duties.
The Crew Cab interior, a bit roomier for 2015, was a quiet cabin during the test-drive operation. Its seats were of wear-resistant vinyl.
The new aluminum body panels will be tied with structural adhesives and rivets, instead of the spot welds which held the former steel panels.
The large new five-bar grille in the 2015 Ford F-150. (Bud Wells photo)
In addition to its turbocharged 2.7 and the base 3.5 engines, also available will be a turboed 3.5 EcoBoost V-6 and a 5.0-liter V-8; the 6.2-liter V-8 has been dropped.
A yellow/gold finish adds flair to 2015 BMW M4 Coupe. (Bud Wells photos)
Compliments seemed to follow this special new car all over the place.
It’s the 2015 BMW M4 Coupe, which previously was designated the M3. BMW, though, has separated its 3 series four-door sedans from the coupes, which now are known as the 4 series.
Thus, the ’15 version of the super-handling, performance two-door is the M4.
To further distinguish the new one, BMW has returned its traditional 3.0-liter inline-6-cylinder engine, this one a 425-horsepower twin-power turbo, beneath the hood. It replaces a 414-hp, 4.0-liter V-8. The new inline-6, mated to a 7-speed dual-clutch automatic transmission, boasts 406 lb.-ft. of torque, and exceeds low-end acceleration of the former V-8.
Though the 2015 M4 is 2 inches longer in wheelbase and overall length than the previous M, heavy use of carbon fiber and aluminum have lightened curb weight of the coupe by 170 pounds. The prevalence of carbon fiber usage is most visible at the molded roof panel and, with the hood open, the strange-looking, half-loop strut brace.
An eyecatcher beneath the hood is the half-loop carbon fiber strut brace.
“Great-looking car,” “nice wheels,” “beautiful Bimmer,” were typical of comments heard wherever I parked it last week in Denver and northern Colorado.
Even the color, labeled Austin yellow metallic but seemingly tinting a bit to the gold or green shade, drew generally favorable reaction.
The M4’s sound, enhanced with electrically actuated flaps in the exhaust pipes, doesn’t compare with the awesome roar emitted by the 560-horsepower V-8 in the ’13 M6 Coupe I tested two years ago.
Other than its priceiness, there are not a lot of negatives associated with it. Its performance is a blast, and it is one of the better-handling coupes in the country.
Dual-scroll turbos generate tremendous torque for the inline-6, and the 7-speed automatic offers quick shifts, paddle controls and a launch-control program for track time. Throttle response and suspension stiffness are controlled by comfort, sport and sport-plus settings. EPA fuel-mileage estimate has taken a big jump to 17/24 from the old V-8’s rating of 14/20. My overall average with the M4 was 21.2.
The lengthened wheelbase and upgraded suspension, brakes and other underparts mean the M4 has a very wide turn circle of 40 feet, 3 feet longer than a standard BMW 3 or 4 series model.
Wheels sport gold brake calipers and large rotors.
The sleek coupe shows off a hood bulge up front and quad tailpipes at the rear, with gold-painted calipers standing out against each of the large brake rotors at the wheels.
Inside, bolstered white perforated leather seats are mounted low into the cabin. A thick, stitched leather-covered steering wheel and short shifter knob await guidance from the pilot. Rear seats are comfortable, with some tightness of legroom.
Here’s how the M4 goes from its base price of $64,200 to a sticker total of $86,200:
$8,150 for M carbon ceramic brakes, in which fixed-caliper brakes are fitted to the front and rear axles with four pistons at the front and two at the rear, instead of single-piston sliding calipers; $4,000 for heated steering wheel, rearview camera, retractable headlight washers, park-distance control, head-up display, satellite radio; $2,900 for the 7-speed double-clutch transmission (a 6-speed manual is standard); $1,900 for adaptive full LED lights, with automatic high beams; $1,200 for 19-inch black wheels; $1,000 for adaptive M suspension; $875 for Harman Kardon sound system; $550 for the yellow metallic exterior finish; $500 for enhanced Bluetooth and Smartphone, and $925 for destination charge.
Here are the specifications for the ’15 BMW M4 Coupe:
The 1942 Packard Clipper served Gen. Douglas MacArthur.
Following are excerpts of a column, featuring a 1942 Packard of the late Gen. Douglas MacArthur, in The Denver Post in early November 1979, 35 years ago (I was automotive editor in the Post’s business news department at the time):
What would induce a Colorado man to pay out $175,000 for a drab olive-colored 1942 Packard Clipper?
A peek into the back seat gives a clue to the value of the vehicle, which is sitting in the new facility of Class-iques Colorado Inc., in Golden. There’s an old Army helmet and a corncob pipe, left there by Gen. Douglas MacArthur.
Gen. Douglas MacArthur
The car was MacArthur’s from his World War II days in the Philippines in 1942 to the end of the occupation of Japan in 1948, when he gave it to a driver who had served the general. The car sat forgotten in a barn in Texas for 30 years.
(The late) Bob Esbenson, co-owner with author Clive Cussler of the new classic car garage in Golden, said the Colorado buyer wishes to remain anonymous. The auto was purchased from Tom Barrett, internationally known car collector from Scottsdale, Ariz.
The khaki car is decorated with stars, flags, military lights, adjustable louvered headlight shutters and siren. Atop the Clipper hood ornament is a cormorant. Inside is a submachine gun mounted at the dash, fire extinguisher and first-aid kit, in addition to the helmet and pipe.
The car was a gift to MacArthur from the employes of the Packard company. It followed him from Australia to the Philippines to the occupation of Japan.
The car was retired in 1948 and MacArthur presented it to his driver. The five-star general made arrangements through a Navy friend, a skipper of the aircraft carrier Princeton, for transportation of the auto to San Diego.
It was loaded onto a military flatbed truck and carried to Fort Sam Houston in San Antonio, Texas, where it was released to the driver. In his home city of Dallas, he made arrangements to have the military hardware removed and the body painted a bright postwar color. But the body shop was busy at the time and he agreed to bring it back in a week. That night, after parking the Packard in his small, dirt-floor garage, the driver died in his sleep. There the Clipper remained untouched year after year until Barrett recently acquired it.
How the Packard became a gift to MacArthur is an interesting tale. His check for $2,600 which accompanied the order for the auto was returned to him with a letter (dated Feb. 25, 1942, portions of which follow) from M.M.Gilman, president of the Packard Motor Car Co.:
“We are deeply honored that your interest in the Packard motor car has prompted your personal order for one for military service. A shipment of our vehicles will be leaving our plant in March for the military; these will be the last cars to leave our facilities until the end of hostilities. Included in this shipment is one Packard sedan model 2011motor number E318750D which is a gift to you from all the employees and their families of the Packard Motor Car Company. We hope this gift will express to you our heartfelt thanks, appreciation and support for your fantastic efforts on behalf of our country during this period of great peril. Your two thousand six hundred dollars is herein returned with our compliments.”
I drove the Packard and the old straight-8 engine is amazingly quiet. The starter button is beneath the accelerator pedal. The car is solid and handles fine. Driving it might not make you feel like a five-star general; it makes you feel more like a chauffeur for the general.
If the big auto doesn’t command the road, a flip of a toggle switch puts a siren at your fingertip, activated by the horn ring.
It was equipped with an air conditioner, one of the first in the auto industry, and the cooling unit was so large it had to be mounted in the trunk.
The ’42 Packard Clipper is on a wheelbase of 120 inches and weighs 3,600 pounds. It is 208.5 inches long, 76.1 inches wide and 63.5 high.
The L-head eight-cylinder engine has a 282-cubic-inch displacement and a compression ratio of 6.85 to 1.
It averaged about 13 miles per gallon and had a 17-gallon fuel tank. Tire size was 6.50×13.
The 2015 Toyota 4Runner Trail 4X4 is at home in offroad settings. (Bud Wells photos)
I recently scanned a lengthy list of refined vehicles by Toyota, let my eyes fall near to the bottom, and selected a 2015 4Runner 4X4 Trail Premium V-6, finished in barcelona red metallic paint.
The 4Runner, built on the Tacoma platform, remains one of the few body-on-frame sport utility vehicles.
Its toughness and upright stance don’t compare in sleekness and ride quality with all those crossovers which have flooded the market the past few years. Want to do some crawling about in the rough, or get outdoors in a big snowstorm, though? This one’s for you.
Its step-in height of a little over 22 inches proclaims it is structured for heavy-duty service; it boasts over 9 inches of ground clearance.
The 4.0-liter V-6 engine, mated to a 5-speed automatic transmission, puts out 270 horsepower and 278 lb.-ft. of torque. This is the same power configuration as was in the 2010 model I tested five years ago, and is somewhat dated, as most competitors have moved to 6-, 7-, 8- and 9-speed transmissions. Though not quick on low-end acceleration, the 4.0-liter has performance aplenty to move the 4,700-pounder up and down the hills.
For engaging four-wheel drive, the transfer case’s mechanical lever sits on the floor just ahead of the transmission shifter. The old-fashioned lever is part of the 4Runner Trail’s rugged setup; available on the 4Runner’s SR5 and Limited versions is a dial-type electronic control for the transfer case.
The lever’s normal position is H2 for rear-wheel drive and can be shifted into H4 for four-wheel control at speeds up to 50 miles per hour. An L4 gate can be accessed for low-range gear when the going is especially troublesome.
A dial control for the accommodating terrain settings is placed, awkwardly for the driver, in the overhead console. It alters throttle, gearing and braking to better tackle conditions involving mud/sand/dirt, loose rock, mogul or solid rock. Moguls are shallow ditches, ridges and slopes. A dial placed on the center console seems much less distracting for the driver than in the overhead position.
A $1,750 option on the 4Runner review model was kinetic dynamic suspension, a hydraulic system that varies the damper rates and sway-bar firmness in offroad situations. The 4Runner rides on Bridgestone Duelers H/T P265/70R17 tires.
The suspension upgrade pushed sticker price of the Toyota to $40,890, including skid plates for its stabilizer bars, touch-screen navigation and audio, App Suite/Bluetooth/USB, side-curtain airbags, heated mirrors with turn-signal indicators, tow-hitch receiver, rearview camera and moonroof.
Adding distinction (or distraction) to the 4/Runner’s exterior finish are bulging headlights and taillights.
Lending easy access to gear or the cooler at the rear is a sliding rear cargo deck, which can support up to 440 pounds. The cargo area is a cavernous 46 cubic feet in size.
A slide-out cargo tray has been popular with the 4Runner for several years.
Here are the specifications for the ’15 Toyota 4Runner 4X4:
Capacity 5-passenger
Wheelbase 109.8 inches
Length 190.7 inches
Width 75.8 inches
Height 71.5 inches
Curb Weight 4,760 pounds
Track 63.2 inches front, rear
Ground Clearance 9.6 inches
Turn Circle 37.4 feet
Drivetrain Four-wheel-drive
Engine 4.0-liter V-6
Horsepower/Torque 270/278
Transmission 5-speed automatic
Steering rack-and-pinion
Fuel mileage estimate 17/21
Fuel mileage average 19.2
Fuel Tank 23 gallons, regular unleaded
Wheels 17-inch
Cargo Volume 46.3 cubic feet
Warranty 3 years/36,000 miles basic, 5/60,000 powertrain
Competitors Nissan Xterra, Nissan Pathfinder, Jeep Wrangler, Jeep Grand Cherokee, Ford Explorer
Assembly Plant Tahara, Aichi, Japan
Parts Content N.A.
Base Price of Lowest Model $35,270; Base Price of Review Model $38,655; Destination Charge $885; Sticker Price $40,890.
Ford Motor Co. is refining a pedestrian-detection safety system. (Ford)
We’ve moved fully into the new model year, with 2015 cars and trucks all over the showrooms.
Yet, delivered recently to me was a 2014 Ford Fusion SE, and I was glad to get it, for two reasons:
In order to view Ford’s popular new color, the Dark Side, and to test its smaller 1.5-liter, turbocharged 4-cylinder EcoBoost engine.
The Ford Fusion is a good-handling, roomy midsize sedan. (Bud Wells photo)
At first glance, the Dark Side finish on the Fusion appeared to be black. As I walked closer, it seemed to be a dark blue, Ford says it is dark gray and several others who walked around it said they saw a dark green cast to it.
The new engine might be the bright side of the dark side, particularly if the driver keeps a foot deep into the acceleration process. The 1.5 is a little light on low-end torque, but the turbo boost overcomes much of the delay, with help of a switch on the shifter knob which engages the 6-speed automatic transmission’s manual mode for better-controlled shifts. The SE is of front-wheel-drive configuration.
Announced during the week I was driving the Fusion was an interesting safety development by Ford Motor Co. aimed at the surge in recent years of car/pedestrian accidents.
Ford, and other makers, respond to surge in car/pedestrian accidents. (Ford)
This is timely for our area. Of nearly 4,800 pedestrian fatalities in the U.S. in 2012, 76 were in Colorado, according to the National Highway Traffic Safety Administration. It seems there has been no letup in numbers of car/pedestrian collisions in Denver and Colorado since.
Available new technology from Ford – pre-collision assist with pedestrian detection – is designed to reduce the severity of, and, in some cases, even eliminate frontal collisions involving pedestrians.
Debuting on the 2015 Ford Mondeo in Europe (which is the Fusion in the U.S.), the detection system provides a collision warning to the driver and, if the driver does not respond in time, can automatically apply the vehicle brakes.
The system uses radar and camera technology to scan the roadway ahead to determine collision risk. The assist also may help drivers avoid rear-end collisions with other vehicles at all speeds.
“This technology adds to the list of driver-assist technologies Ford customers already benefit from today,” said Raj Nair, Ford group vice president, Global Product Development. He mentioned lane-keeping aid, blind-spot information with cross-traffic alert, adaptive cruise control and active park assist.
The new system processes information collected from a windshield-mounted camera and radar near the bumper, then checks the information against a database of pedestrian shapes to help distinguish people from typical roadside scenery and objects.
If a collision seems imminent, the driver first receives an audible and visual warning. Should the driver not respond, the system improves brake responsiveness by reducing the gap between brake pads and discs. It there is still no response, the brakes are applied automatically and vehicle speed is reduced. Several other makers have similar pedestrian safety features. More information regarding the new system is available at ford.com.
The Fusion is among the top-five-selling midsize sedans in the country, with the Toyota Camry, Honda Accord, Nissan Altima and Hyundai Sonata.
The SE model I drove, a nimble performer, is a reasonably priced four-door, with a sticker price of $28,625.
It is quiet and comfortable out on the road. Seating position is low for the front passenger, and there is no adjustment, power or manual.
The Fusion is very roomy in the rear-seating area and offers trunk space of 16 cubic feet. Ford’s rear inflatable seat belts were added as a $190 option; among standard airbags are dual front, front-side impact, driver/passenger knee and side air curtain.
Equipped with the 1.5 turbo and 6-speed automatic, the Fusion SE carries an EPA estimate of 23/36 miles per gallon; my overall average was 27.8.
Ford’s new engine is 1.5-liter, turbocharged 4-cylinder EcoBoost. (Bud Wells photo)
Ford Sync technology offers hands-free access to phone, navigation and audio. Other amenities include rearview camera, dual-zone air conditioning, sport wheels, rear spoiler, intermittent wipers, rear window defroster, Sirius satellite, power locks/mirrors/windows and trip computer.
On several occasions, the engine cranked over several times before starting; a pressure adjustment to the fuel pump corrected the crank time.
For 2015, the Fusion offers, in addition to the 1.5-liter turbo, a base engine of 2.5-liter, 4-cylinder with 178 horsepower and a turboed 2.0-liter, 4-cylinder EcoBoost with 240 hp.
Here are the specifications for the ’14 Ford Fusion SE four-door:
Capacity 5-passenger
Wheelbase 112.2 inches
Length 191.7 inches
Width 72.9 inches
Height 58.2 inches
Curb Weight 3,427 pounds
Track 62.7 inches front, 62.4 rear
Ground Clearance 5.5 inches
Turn Circle 37.6 feet
Drivetrain Front-wheel-drive
Engine 1.5-liter EcoBoost 4-cylinder
Horsepower/Torque 181/185
Transmission 6-speed automatic
Steering electric power-assisted
Fuel mileage estimate 23/36
Fuel mileage average 27.8
Fuel Tank 16.5 gallons, regular unleaded
Wheels 18-inch
Cargo Volume 16 cubic feet
Warranty 3 years/36,000 miles basic, 5/60,000 powertrain
Competitors Honda Accord, Toyota Camry, Chevrolet Malibu, Hyundai Sonata
Assembly Plant Hermosillo, Mexico
Parts Content N.A.
Base Price of Lowest Model $21,970; Base Price of Review Model $23,935; Destination Charge $825; Sticker Price $28,625.
Book committee members, from left, are Caroline Schomp, Tim Jackson, Bud Wells and Tim Coy. (Photo by Anneke vanHall, CADA)
The sharp-looking little compact, a 2015 model, got me to Denver on time early last week for a final meeting of the book committee before the volume’s delivery to the printer. The car is the Mazda3 five-door hatchback; the book is “The 100-Year Deal,” commemorating the 100th anniversary of the Colorado Automobile Dealers Association (CADA). The four-member book committee of Tim Jackson, Caroline Schomp, Tim Coy and me met at the CADA headquarters building, 290 E. Speer Blvd., for a final look at the page proofs. A last-minute alteration was squeezing into the book a photo of a couple who operate a dealership way out on the Eastern Plains, just this side of Kansas. Initial distribution of the 332-page book will be at the CADA’s annual dinner gathering in late November, then it will go on sale to the public. A large part of the publication is a reprint of The Colorado Car Book, published in 1996.
The 2015 Mazda3 hatchback at City Park, Denver. (Bud Wells photo)
The Mazda3 has evolved into a highly respectable competitor for such popular models as the Ford Focus, Honda Civic, Toyota Corolla, Chevrolet Cruze, Volkswagen Golf and Nissan Sentra. I ought to know, for in the past four years, I’ve driven and reviewed more Mazda3s than any other model. Our recent sunny days brought out the best of shine in the 2015’s blue reflex mica exterior finish. Designers have toned down just a bit the “wide-smile” grille of the past for Mazda. Adding distinction to it sleek design is a well-sculpted rear hatch.
Prominent grille on ’15 Mazda3. (Bud Wells photo)
It is the S Grand Touring version, and is loaded with amenities. A 6-speed manual transmission has been made available to the bigger 2.5-liter 4-cylinder engine for ‘15, and I thoroughly tested the matchup. The bigger engine, even with the manual tranny, falls short of the very high fuel mileage produced by Mazda’s smaller 2.0-liter 4-cylinder. The ’15 Mazda3 averaged 31.3 miles per gallon in a fairly even split of city/highway driving; its EPA estimate is 26/35. Previous models I’ve driven, with the smaller 2.0-liter, averaged from 32 to 36 mpg; they were rated as high as 41for highway miles. The 2.5 setup, with 30 more horsepower than the 2.0, is noticeably quicker in acceleration, and with a sporty suspension and the 6-speed manual transmission, is a step up in level of fun-drive. The manual wasn’t available with the 2.5 in 2014. The ’15 Mazda3 rides on Dunlop Sport 215/45R18 tires. Inside, it is dressed up with perforated leather seats (heated in front) and leather-covered steering wheel, shifter knob and park brake positioned between the driver and center console. A large upright display screen sits up in the center of the dash, appearing somewhat like an add-on feature. It is visible without lowering the driver’s sightline, though making selections from dials on the center console are a bit of distraction. It offers Bose sound, Bluetooth audio and phone connectivity, navigation and Sirius. Among other items pushing the Mazda’s sticker price to $26,635 are dual-zone climate control, push-button start, rearview camera, cruise control, trip computer, paddle shifters, sunroof and rain-sensing windshield wipers. The rear seating area is somewhat tight on legroom, though headroom is plentiful. A temporary spare tire is stored beneath the floor in the cargo area. Fold the rear seat down and the cargo space expands from 20 cubic feet to a roomy 47 feet. The Mazda3 compact showed up in 2003, while still a part of Ford Motor Co. Second-generation model was introduced for the ’10 model year. Today’s third-generation, built in Japan, is wholly independent. Here are the specifications for the ’15 Mazda3 5-door Grand Touring:
Wheelbase 106.3 inches
Length 175.6 inches
Width 70.2 inches
Height 57.3 inches
Curb Weight 2,978 pounds
Track 61.2 inches front, 61.4 rear
Ground Clearance 6.1 inches
Turn Circle 34.8 feet
Drivetrain Front-wheel-drive
Engine 2.5-liter 4-cylinder
Horsepower/Torque 184/185
Transmission 6-speed manual
Steering electric power-assisted
Fuel mileage estimate 26/35
Fuel mileage average 31.3
Fuel Tank 13.2 gallons, regular unleaded
Wheels 18-inch
Cargo Volume 20.2 cubic feet
Warranty 3 years/36,000 miles basic, 5/60,000 powertrain
Competitors Ford Focus, Honda Civic, Toyota Corolla, Chevrolet Cruze, Nissan Sentra Assembly Plant Hofu, Japan Parts Content Japan 85% Base Price of Lowest Model $17,750; Base Price of Review Model $25,545; Destination Charge $795; Sticker Price $26,635.
The 2015 Dodge Challenger R/T at Missouri Lakes, near Blackhawk. (Bud Wells photos)
Improvements in the 2015 Dodge Challenger R/T surfaced among the curves and tight twists on a stretch of Colo. 119 from Rollinsville to Blackhawk last week.
Even with all its size and heft, the rear-wheel-drive Challenger has become a very capable, sure-footed handler.
Jan and I spent three days in the mountains with the new Challenger. Its sportier suspension is slightly lower, and includes short/long-arm front with a high upper “A” arm, coil springs and stabilizer bar. Its five-link independent rear suspension works with coil springs, gas-charged monotube shocks, stabilizer bar and an isolated suspension cradle. Most body lean has been eliminated in cornering.
The refinement, featuring Bilstein high-performance shock absorbers, has created a decent balance between hard-charging grip and turn security, and a fairly pleasant ride for driver and passenger.
The R/T Plus model we drove was finished in granite crystal metallic paint with dual red R/T side stripes.
The strong 5.7-liter Hemi V-8 and smooth 8-speed automatic transmission beneath the hood are an outstanding combination. The Hemi generates 375 horsepower and torque of 410 lb.-ft.
The ultimate Challenger for ’15 is the Hellcat with an all-new supercharged 6.2-liter Hemi producing 707 horsepower, the most powerful V-8 ever for Chrysler Group. Pricing begins at around $60,000 for the Hellcat; the Challenger R/T we drove was sticker-priced at $44,255.
Other engines available in the new Challenger are a 485-hp, 6.4-liter Hemi V-8 and a 305-hp, 3.6-liter Pentastar V-6.
Steering wheel and instrument panel.
The original Dodge Challenger made its debut in the fall of 1969 as a ’70 model, and was built until April 1974. Almost 190,000 were sold. It shared its platform with the Plymouth Barracuda. The Challenger was offered in two-door hardtop and convertible style, and, back then like today, also boasted a wide choice of engines, including the 426-cubic-inch Hemi V-8, a 440 V-8, 383 V-8, 340 V-8, 318 V-8 and Slant-6.
Inside the ’15 Challenger, the center console is shaped some like the original, with a ridge on the far side. This year’s automatic shifter is a T-shaped handle. A large 8.4-inch touchscreen media center offers access to navigation, Uconnect and Harman/Kardon premium sound with SiriusXM satellite radio. Seats are covered in suede/nappa leather.
New shifter is T-handle.
Fore of the driver are Dodge Performance Pages display, which can be used to adjust throttle, steering and transmission sensitivity, as well as activate “launch control” for the brutish engine. Individual trials and performances can be recorded in the display,
A total of 16.2 cubic feet of trunk space makes the Challenger roomiest in its class for cargo.
The Challenger R/T rides on Goodyear Eagle F1 245/45R20-inch tires; big four-piston Brembo brakes (14.2-inch rotors in front, 13.8 in the rear) lend secure stopping power.
The Challenger’s 20-inch wheels.
The 5.7 Hemi/8-speed automatic combination earned an EPA fuel-mileage estimate of 16/25 miles per gallon. My driving time resulted in an overall average of 22.6.
Among options not already mentioned, which helped push price from a base of $29,995 to $44,255, are remote start, adaptive speed control, automatic high-beam headlights, blind-spot and rear cross-path detection, heated steering wheel, paddle shifters and power sunroof.
Seat finish is suede/nappa leather.
Here are the specifications for the ’15 Dodge Challenger R/T Plus:
Wheelbase 116 inches
Length 197.7 inches
Width 75.7 inches
Height 57.1 inches
Curb Weight 4,082 pounds
Track 63 inches front, 63.1 rear
Ground Clearance 5 inches
Turn Circle 38.1 feet
Drivetrain Rear-wheel-drive
Engine 5.7 Hemi V-8
Horsepower/Torque 375/410
Transmission 8-speed automatic
Steering electronic power
Fuel mileage estimate 16/25
Fuel mileage average 22.6
Fuel Tank 18.5 gallons
Wheels 20-inch
Cargo Volume 16.2 cubic feet
Warranty 3 years/36,000 miles basic, 5/100,000 powertrain
Competitors Chevrolet Camaro, Ford Mustang, Nissan 370Z
Assembly Plant Brampton, Ontario, Canada
Parts Content U.S./Canadian 61%, Mexico 27%
Base Price of Lowest Model $26,995; Base Price of Review Model $29,995; Destination Charge $995; Sticker Price $44,255.
The 2014 Mini Cooper S hardtop on a fall afternoon. (Bud Wells photos)
The little Mini Cooper showed a bit of growth this year, having been stretched 4 inches in overall length on an inch-longer wheelbase, and it is 1.7 inches wider.
Some performance pop, too, has been added to the 2014 Mini Cooper S hardtop – not enough to call it a Super Duper Cooper, though sufficient for a more fun drive. Under hood is a new 189-horsepower, 2.0-liter TwinPower Turbo 4-cylinder engine with a 6-speed Getrag automatic transmission.
For the coming model year the really big news, effective following the Thanksgiving/Christmas holidays, will be the arrival of the 2015 Mini Cooper Hardtop Four-Door, a hatchback that goes on sale in January.
It will be the first four-door for the Cooper hardtop. Pricing will begin just below $22,000, about $1,000 higher than the standard two-door Cooper.
The four doors will make the new Mini more accessible for four-passenger use than is the original. The wheelbase will be expanded by 2.9 inches and the overall length by 6.3 inches.
Engine choices will be a 134-hp, 1.5-liter, 3-cylinder or the 2.0-liter, 4-cylinder. Both are turbocharged. Standard transmission will be a 6-speed manual, with a 6-speed Steptronic automatic optional.
The Cooper four-door will be a competitor of the Honda Fit, Kia Rio, Ford Fiesta and Chevrolet Sonic.
A choice of three driving modes – Sport, Green and Normal – enhanced the driver control of the ’14 Cooper S hardtop I drove. Shift points were more pronounced and suspension stiffened in the Sport setting, while the eco-minded Green set tamed the performance and upped the fuel mileage. Overall fuel mileage average was 31.3 miles per gallon, right in the middle of its EPA estimate of 26/35.
Pricey options such as the sport transmission, navigation, panoramic moonroof, leather seats (heated) and harman/kardon premium sound pushed the Cooper’s price from MSRP of $23,600 to a sticker of $37,395.
The big circular informational screen offers navigation, audio selection.
Among other options were racing green metallic exterior finish, power folding mirrors, automatic climate control, 18-inch cone-spoke silver wheels, LED headlights, head-up display, satellite radio and anthracite headliner.
The Mini Cooper, built in England, was reintroduced into the U.S. in 2002 by its parent company, Germany luxury-car maker BMW, after an absence of 35 years. A convertible was soon added, and, later, two larger models, the Clubman and Countryman.
Here are the specifications for the ’14 Mini Cooper S Hardtop:
Wheelbase 98.2 inches
Length 151.9 inches
Width 68 inches
Height 55.7 inches
Curb Weight 2,760 pounds
Track 58.5 inches front, rear
Ground Clearance 4.9 inches
Turn Circle 35.4 feet
Drivetrain Front-wheel-drive
Engine 2.0-liter twinpower turbo 4-cylinder
Horsepower/Torque 189/207
Transmission 6-speed automatic
Steering electric power
Fuel mileage estimate 27/38
Fuel mileage average 31.6
Fuel Tank 11.6 gallons, premium
Wheels 18-inch
Cargo Volume 8.7 cubic feet
Warranty 4 years/50,000 miles basic, 4/50,000 powertrain
Competitors Ford Focus ST, Volkswagen Golf R, Kia Soul, Nissan Juke, VW Beetle, Mazda 3
Assembly Plant Oxford, England
Parts Content Germany 35%, England 25%, U.S./Canadian 5%
Base Price of Lowest Model $20,745; Base Price of Review Model $23,600; Destination Charge $795; Sticker Price $37,395.
