Ford EcoSport

THE AUTO PAGE

By

John Heilig

• MODEL: 2018 Ford EcoSport
• ENGINE: 2.0-liter I-4 
• TRANSMISSION: 8-speed automatic 
• HORSEPOWER/TORQUE: 166 hp @ 6,500 rpm/140 lb.-ft. @ 4,500 rpm 
• WHEELBASE: 99.2 in. 
• LENGTH X WIDTH X HEIGHT: 161.3 x 69.5 x 65.1 in. 
• TIRES: P205/50R17 
• CARGO CAPACITY: 20.9/50.0 cu. ft. (rear seat up/down)
• ECONOMY: 26.8 mpg (test) 
• FUEL TANK: 13.6 gal.
• CURB WEIGHT: 3,325 lbs. #/HP: 20.0 
• TOWING CAPACITY: 2,000 lbs. 
• COMPETITIVE CLASS: Chevrolet Trax, Fiat 500X, Honda CR-V
• STICKER: $20,000-$25,000 (est.) 
• BOTTOM LINE: Ford’s newest vehicle is the EcoSport, based on the Fiesta, that is a small SUV with surprisingly decent performance.

            There’s a growing interest in smaller, more fuel-efficient vehicles, yet vehicles that are useful as well. We’ve all seen those little two-passenger sedans on the road, but they have little or no utility. Many utility vehicles, on the other hand, are less than economical.

            Ford’s answer to this conundrum is the new EcoSport, which is based on the small Fiesta sedan. EcoSport is a small sport utility vehicle, probably more of a crossover utility vehicle, or CUV. Our tester delivered 26.8 mpg in our test, admittedly in primarily local driving. 

            Officially classified as a small SUV, EcoSport is also a fun vehicle to drive. Take it along winding country roads and it reveals its true character. Handling is very good, and it almost feels like a small sports car. You can even shift the transmission into manual mode and use the paddles on the wheel, but I didn’t find that necessary. It was fun enough with the 10-speed automatic.

            On my way to the golf course, I first lowered the rear seat backs and placed my clubs in. Then the ride began, and I zipped over that back roads. I’ll admit I drove more sanely when my wife was in the EcoSport, but if she needed it, there was a grab handle on the dash if she got nervous.

            On the center stack is a larger infotainment screen that dominates the dash. During the day it has a clear, white background that turns black at night. The default screen is a map on the left and entertainment options on the right, with a menu along the bottom. The center stack has all the HVAC controls with a pair of USB outlets if you want to plug in.

            Front seats are comfortable even though side support is minimal. In keeping with the “small” theme, there’s a small cubby that’s ideal for keys on the console. The center console/arm rest is also small.

            Rear seats offer tight legroom, which was my one major complaint with the EcoSport. Indents in the backs of the front seats help with the knee room, but not much. However, there’s good rear seat headroom. And the rear head restraints fold forward to give the driver better rearward vision.

            There are clothes hangers above the rear doors, but not assist handles.

            Unique among the EcoSport’s features is a rear door that opens like a side-hinged door, rather than like a hatch. With the door open, the rear bumper offers a nice seat, which is convenient when you’re changing into golf shoes. Once you figure how to unlatch the door, it’s convenient.

            As a new entry into Ford’s stable of utility vehicles, the EcoSport could have been just an “eco” car/CUV, but it isn’t. The EcoSport ends up as a nice riding, nice driving vehicle, with the added practicality of utility vehicle styling for those times when you have to tote, but not that much. It’s more like a small - dare I say it? - station wagon that’s ideal for young families or empty nesters.

(c) 2018 The Auto Page Syndicate

           

RAV4 Adventure, a new look for a familiar small SUV

The RAV4 from Toyota has been positioned as everything from a small SUV to a city friendly crossover with cargo capability. Now the vehicle is also being touted as something that can do more than hit the paved roads. Bumper2Bumpertv thinks that claim may be taking things a little far.

2018 Nissan Leaf SL

THE AUTO PAGE

By

John Heilig

• MODEL: 2018 Nissan Leaf SL
• ENGINE: 110kW AC synchronous motor 
• TRANSMISSION: Single speed reducer 
• HORSEPOWER/TORQUE: 147 hp @ 3,282-9,795 rpm/236 lb.-ft. @ 0-3,283 rpm  
• WHEELBASE: 106.3 in. 
• LENGTH X WIDTH X HEIGHT: 176.4 x 70.5 x 61.4 in.
• TIRES: P215/50R17
• CARGO CAPACITY: 23.6/30.0 cu. ft. (2nd row seat backs up/down) 
• ECONOMY: 125 mpge city/100 mpge highway  
• FUEL TANK: Not applicable  
• CURB WEIGHT: 3,508 lbs. #/HP: 23.9 
• TOWING CAPACITY: Not recommended 
• COMPETITIVE CLASS: Tesla Model 3, Chevrolet Spark, BMW i3 
• STICKER: $38,510 (includes $885 delivery, $1,425 options) 
• BOTTOM LINE: The Nissan Leaf has advanced from a fairly small to a mid-size sedan that can be a real player in the electric car market.
•  
  

            Electric cars have been hampered fro years by range anxiety. Early electrics had ranges of less than 50 miles before requiring recharging. Tesla leapfrogged its competition by offering a claimed 250-300 mile range. The competition is now heating up.

            The Nissan Leaf was one of the first mass-market full electrics, and the first iteration forced drivers to be constantly aware of how much charge remained and how far they could go before running out of juice. The redesigned 2018 Leaf sports a larger 40Kwh battery that can allow the Leaf to travel up to 170 miles on a full charge. That should mean no range anxiety, except….

            We drove the Leaf for four days without recharging. I had reservations for dinner at a local winery that was 16 miles away (according to my GPS) and I had 50 miles of range left in the Leaf. I could have detoured slightly on the trip home if necessary to reach a charging station, but I decided to gut it out and we made it home with 10 miles to spare. Coasting down hills helped in power conservation.

            However, I charged the car overnight from a 110-volt outlet. In the morning, only 70 percent of power appeared on the meter. A second night brought it up to 100 percent and 170 miles, but I was still reluctant to try a 130-mile round trip.

            Simply charging the Leaf can be a challenge the first time. I looked in the owners manual and eventually discovered that the gas pump symbol on the dash actually released the cover to the charging port, which is located in front right over the “grille.” 

            On my normal “handling hill,” I used 5 miles in range climbing the hill, and none going downhill. It was the same on the return trip.

            Overall, I am impressed by the Leaf. Silent operation is a plus and can be addictive. True, there’s some tire noise that intrudes into the cabin, but it is slight.

            The electric motor delivers enough power to keep up with other vehicles on the road. There is no lack of power, thanks to the electric motor that delivers instant torque from 0 rpm. Handling is also very good for a small car. The suspension is firm, but not too firm. It seemed strange to have (almost) sports car handling from a small car and no sound.

            Among the new technologies in the Leaf is the e-Pedal, that allows the driver the simplicity of accelerating, decelerating and stopping the car by using the accelerator pedal alone. By releasing the accelerator, the Leaf will come to a smooth and complete stop without the need to press the brake pedal. 

            Front seats are comfortable and invite silent touring. Rear seats offer cozy legroom, and I hit my head on entering the back seats. There’s adequate cargo capacity, and with the rear seat backs folding easily, I could fit my golf clubs back there. In fact, with a little creative stowing, I could fit the clubs there without dropping the back seat backs.

            The driver faces a simple instrument panel that consists of a speedometer on the right and, most important, range details on the bottom (percent charge and range). 

            The navigation screen is clear, with Nissan’s reverse camera adding a 360-degree “overhead” view.

            There’s no gear selector per se. In the center of the console, right where your hand rests, is a  mouse-like tool. Like a good mouse, it is comfortable to use, and like some similar shifters with a stalk of some kind, it’s easy to use. Shift the “mouse” to the left and down to hit drive, shift it to the left and up for reverse. Park is a button in the middle. 

            Overall, the Nissan Leaf may not win the range wars, but it is a perfectly useable electric car with all the attributes you would expect. It is a big improvement over the previous generation in all areas.

(c) 2018 The Auto Page Syndicate

The Longer Range Nissan Leaf

Nissan is taking the long view with the all electric Leaf in 2018. Bumper2Bumpertv has a look at the latest version of the platform which has evolved from an experimental vehicle to something that is pretty mainstream.

The 2019 Kia Sorento claims its place.

The 2019 Kia Sorento is the brands latest attempt to make a name and space for the company in the full sized suv or crossover segment. Bumper2Bumpertv has a look at the seven passenger unit which has some good points and some bad.

Lincoln Navigator

THE AUTO PAGE

By

John Heilig

• MODEL: 2018 Lincoln Navigator
• ENGINE: 3.5-liter turbocharged V6 
• TRANSMISSION: 10-speed automatic 
• HORSEPOWER/TORQUE: 450 hp @ 5,500 rpm/510 lb.-ft. @ 3,000 rpm 
• WHEELBASE: 122.5 in 
• LENGTH X WIDTH X HEIGHT: 210.0 x 93.8 x 76.3 in. 
• TIRES: P285/45R22 
• CARGO CAPACITY: 34.3/73.3/120.2 cu. ft. (3rd row up/3rd row down/2nd and 3rd rows down) 
• ECONOMY: 15.5 mpg test 
• FUEL TANK: 23.0 gal.  
• CURB WEIGHT: 5,926 lbs. #/HP: 13.2 
• TOWING CAPACITY: 8,400 lbs. 
• COMPETITIVE CLASS: Cadillac Escalade, Infiniti QX80, Toyota Sequoia 
• STICKER: $87,930 (includes $1,195 delivery, $5,530 options)
• BOTTOM LINE: The Lincoln Navigator is large, very large, but it is extremely comfortable and practical, as long as you don’t have to refuel it.
•  
  

            “Ohmygod is that big,” was my wife’s initial comment when she saw the Lincoln Navigator. And it is big - 17.5 feet long on a 10-foot wheelbase, and nearly six and a half feet tall. But, while you have room to move around inside, the Navigator is also a very nice vehicle to drive and ride in. 

            Front seats are comfortable with armchair comfort and adjust to almost anyone’s preferences. Let’s face it, you can’t please everyone.  The head restraints are almost pillow-soft and I couldn’t keep from bouncing my head off mine.

            Second-row seats are equally wide with a similar console/arm rest with an underneath tray. For third row access, the second row seat powers forward.

            Visibility is awesome all around. In reverse, you have a standard reversing camera plus a 360-degree ”overhead” view that can be turned on even in forward mode. 

            A huge vehicle like the Navigator should have a huge engine. Nope. A 3.5-liter twin turbocharged V6 resides under the hood. It develops a healthy 450 horsepower and 510 pound-feet of torque. Floor the accelerator and the Navigator perks up like a smaller vehicle.

            The 10-speed automatic transmission is operated with a pushbutton shifter located at the base of the center stack on the dash. I felt this was not practical. I had to stop and think every time I chose a gear.

            I like the simple instrument panel with a tachometer and speedometer that only displays the vicinity you’re in. For example, if you’re running at 60 mph, you only see roughly 50-70 mph displayed plus the pointer. Same with the tachometer. Nothing else. We spoiled the view by adding fuel economy, but this is a nice simple IP.

            The Heads-Up Display (HUD) is something else. It is the most informative HUD I have seen. It not only displays speed, but it also has the local speed limit, turn signals, time, outside temperature, miles to empty, gear and lane departure warning guidelines. 

            The huge iPad-size infotainment screen is primarily a map display. If you can figure out how to choose audio selection, it doesn’t display on the screen. There is a one-line indication of what is playing at the top of the instrument panel. Make changes to the HVAC (temperature or fan speed) and this takes over the map screen for a few seconds.

            Big SUVs are traditionally hard for entry and egress. The Navigator has running boards that extend when you unlock the doors. Plus, assist handles on the A pillars (both sides) help. 

            Cargo capacity is excellent. With the third-row seats down I was able to put my golf bag in longitudinally. We could have put several more in there. A big plus is that the seats are powered, so all you have to do is push a button to get the third-row seat backs to fold.

            With interior space galore you can make use of innovations. For example, beneath the console by the center stack there is a large shelf that works for purses, etc. It has a smaller partner that extends beneath the console. 

            Six cupholders should be sufficient for the front passengers (the standard two in the middle and two each in the doors). The very large console/arm rest is probably big enough for a six pack (of soda, of course). Second row passengers must make do with only four cupholders.

            While its size dwarfs most other vehicles, the Lincoln Navigator atones for its size with good performance and comfort.

(c) 2018 The Auto Page Syndicate