Scion winds down

Scion, once the social media darling of the Toyota group of automobiles is ending after a 13 year run as a stand alone division. Bumper2Bumpertv has a look at where the brand is and what is left of its automotive legacy.

A proven classic- the Ford Explorer

THE AUTO PAGE

By John Heilig

• MODEL: 2016 Ford Explorer Platinum 4WD
• ENGINE: 3.5-liter Ecotec V6
• TRANSMISSION: 6-speed automatic with SelectShift
• HORSEPOWER/TORQUE: 365 hp @ 5,500 rpm/350 lb.-ft. @ 3,500 rpm 
• WHEELBASE: 112.8 in. 
• LENGTH X WIDTH X HEIGHT: 198.3 x 78.9 x 71.0 in. 
• TIRES: P255/50R20
• CARGO: 21.0/43.9/81.7 cu. ft. (3rd row seatbacks up/down/2nd row seatbacks folded)
• ECONOMY: 16 mpg city/22 mpg highway/16.3 mpg test
• FUEL TANK: 18.6 gal.
• CURB WEIGHT: 4,571 lbs.
• COMPETITIVE CLASS: Acura MDX, Dodge Durango, Jeep Grand Cherokee
• STICKER: $54,760 (includes $945 destination, $845 options (2nd row bucket seats and console)
• BOTTOM LINE: When it comes to standard SUVs, the Ford Explorer stands with the best of them. It is large and solid and offers great ride quality.

          When I started on this journey more than 32 years ago, the first vehicle I tested was a Ford Bronco II. This was what we would now call a mid-size SUV with two doors and a manual transmission.

          The successor to the Bronco II was the four-door Ford Explorer, introduced in 1991, and which has grown a bit over the years. I remember the first Explorers as being mid-sizeish and comfortable.

          The 2016 version of the Explorer (or the Exploder as it’s called internally because of its sales success) seems large, although there is also the Expedition, which is larger. However, with that size, comes a great ride and plenty of room to either carry people and all their luggage, or lots of cargo. And isn’t that what a SUV is supposed to do?

          We had an interesting week behind the wheel of the Explorer. As grandparents, our assignment was to drive to Penn State and pick up our granddaughter from gymnastics camp, then drive her home to Virginia so that her father wouldn’t have to make an 11-hour round trip. Simple enough. Unfortunately, I became sick before we even left State College and spent a couple of nights in the (great) hospital there. Subsequently, my wife had to drive the Explorer back and forth from the hotel with my granddaughter. 

          My wife usually doesn’t drive at night and this was in a strange vehicle where she was unaware of even how to start it (push button) or adjust the mirrors. But when she got acclimated, she did well. Fortunately, a daughter who was on vacation detoured on her way home and drove the Explorer home from Penn State. She also had trouble adjusting the mirrors. 

          Both women liked driving the Explorer, despite the size differential from their normal cars. My daughter commented that the brakes worked extremely well, which is something you want for a large vehicle. They tended on the tacky at times, but that’s better than the other extreme.

          I had a chance to be a passenger, first in the front seat and then in the second row. Both seats were comfortable individual buckets with good side support. I liked the “Platinum Edition” styling of the seats, with diamond-shaped pleating on the sides.

          In the rear there is plenty of legroom. I guessed this since my granddaughter didn’t complain during her short stint back there. The second row shoulder belts inflate in the case of a collision, acting like a small air bag. No, we didn’t test this out.

          Driving the Explorer is comfortable. It seems like a much larger vehicle, but that may also be a misconception of mine because I have been driving small and mid-size SUVs recently. The 3.5-liter Ecotec V6 seems more like a V8, and it delivers 365 horsepower. There was never any need for more power.

          Handling is very good. We drove the Explorer on our tight hill climb course and enjoyed the ride. There was no need to use paddle shifters (they weren’t there) or manually shift the gearbox. It just wouldn’t have been in keeping with the character of the vehicle. 

          Cargo capacity is great. With all the seats up, there is a deep well behind the third row. The third row seats power down into the well when you need more cargo. Fold the second row seats and you have an enormous cargo volume, nearly 82 cubic feet, with 12 tie-downs.

          For convenience there is a large, deep center console/arm rest. A large cubby at the base of the center stack has USB and SD plugs plus 12-volt power. At the rear of the center console there are 2 USB plugs plus a 110-volt outlet. Dual sunroofs add brightness for both front and second row passengers.

          I had a few complaints. The speedometer is way too confusing and almost impossible to read, with KPH inside the MPH outer ring. I’m sure there is a way to eliminate the KPH, but I couldn’t figure it out. A digital speedometer in the center of the instrument panel would have been ideal.  Again, this may have been possible, but I couldn’t figure it out. 

          There are  no assist handles, and, therefore, no large hanger hooks in the rear. There are small hanger hooks, but they were inadequate for the amount of clothes we had. There are assist handles on the front passenger A pillar and on both B pillars in the rear to ease entry and exit. 

          I can see the Explorer as a good vehicle for families who travel, as an alternative to a minivan, for example. In our unique situation, it was ideal and I was grateful for the size. 

(c) 2016 The Auto Page Syndicate

Ed Welburn, a design leader.

One of the people who has had a major impact on the look of General Motors vehicles is Ed Welburn. Bumper2Bumpertv has a look at his career at the automaker and gets his thoughts on what may be coming next.

The Nissan Leaf extends its shadow

For 2016 the Nissan Leaf has been re-engineered to give a drive more confidence in how far it can go between charges. Bumper2Bumpertv explains what is happening now and what we might be able to look forward to.

2017 Kia Sportage

THE AUTO PAGE

By John Heilig  

• MODEL: 2017 Kia Sportage SX FWD
• ENGINE: 2.0-liter turbocharged I-4
• TRANSMISSION: 6-speed Sportmatic automatic
• HORSEPOWER/TORQUE: 240hp @ 6,000 rpm/260 lb.-ft. @ 1,450-3,500 rpm
• WHEELBASE: 105.1 in.
• LENGTH X WIDTH X HEIGHT: 176.4 x 73.0 x 64.8 in.
• TIRES: P245/45R19
• CARGO: 20.7/60.1 cu. ft. (2nd row seat backs up/down) 
• ECONOMY: 21 mpg city/26 mpg highway/18.8 mpg test 
• FUEL TANK: 16.4 gal.
• CURB WEIGHT: 3,666 lbs.
• COMPETITIVE CLASS: Jeep Cherokee, Buick Encore, Honda CR-V
• STICKER: $33,395 (includes $895 delivery)
• BOTTOM LINE: Despite what is probably the most wimpy horn in the industry, the new Kia Sportage is quiet, efficient and comfortable, with very good handling and practicality. 

            While similar in appearance to its brother, the Hyundai Tucson, the all-new Kia Sportage has dramatic styling and a stiff chassis that makes driving and riding it a pleasure. 

            Primary among the Sportage’s attributes is a quiet ride in nearly all circumstances. Our local roads are generally poorly surfaced, but that was no problem for the Sportage. Ride quality is good over almost all surfaces.

            Handling is also very good, thanks to a fully independent rear suspension and a front suspension has stiffer wheel bearings and bushings for more precise handling. We took our tester over a tight hill climb course, using the sequential manual feature of the 6-speed automatic transmission, and had a ball throwing the Sportage through the turns. There is little or no tendency to lean in corners at sensible speeds. Yes, I know it isn’t a sports car, but it was fun to drive sportingly anyway.

            The D-shaped wheel is comfortable and is loaded with switches for  audio, the information panel and cruise control. The switches are also clear, and once you figure out exactly where each switch is and how to use it, you can drive without taking your eyes off the road. 

            In addition, the Sportage is loaded with driver safety features. The blind spot monitor, for example, can detect vehicles as far as 230 feet behind for quick warnings. It’s a little testy when you flip the turn signal on even if you know there’s a vehicle there, but that’s better than not letting you know at all. Also, the Lane Departure Warning emits a loud beep whenever you stray from the straight and narrow. 

            Two of my favorite features are Rear Cross Traffic Alert and Front and Rear Parking Assist. RCTA alerts you to cars that may be coming at you as you are pulling out from a row of parked cars, like in a supermarket parking lot. FRPA lets you know that you are approaching an obstacle, like a parking lot cement barrier. I’m certain this saved a lot of underside dings.

            The Sportage is redesigned and the face is now one that I like. Surrounding the Kia grille are projection headlamps on each side. The headlamps are also positioned higher, sweeping back along the outer edges of the hood. Below the headlamps are four daytime running lights that give the Sportage a truck-like front fascia.

            Inside, the front seats are comfortable with decent side support. We took the Sportage on a long ride and were relaxed and comfortable at the end. The bench-like rear seats offer very good leg room. Visibility in the rear is very good. In addition, the panoramic sunroof extends to the rear seats, so passengers back there can not only look left to right, but can enjoy the view above as well.

            Behind the second row seats is a very good cargo area that doubles in capacity when the rear seat backs are folded flat. Not only are the seat backs easy to fold, there is no need to remove the head restraints to gain a flat floor. There is also storage in the rear footwells if needed. As a detail, the license plate mounting has been lowered, which results in a lower liftover height for the cargo area.

            Interior surfaces are all soft touch with a leather-like pattern. The instruments are clear round dials with an information panel between them that I kept at the digital speedometer setting. You have to work to get the other readings, so I suggest you do it while parked.

            The infotainment panel is clear and large, unlike the Tucson. On startup, the screen is split, with a map on the left and audio on the right. Touching the proper side can revert to a 100 percent view.

            The navigation was easy to program. We used POI (Point of Interest) to locate several destinations and I could almost do it while driving. 

            You can’t not be impressed by the all-new Kia Sportage. It has adequate power and very good handling and ride quality to go with a new body. It’s a shame the designers also didn’t have input for the horn, which is the most pathetic sound I have heard in years.

(c) The Auto Page Syndicate