2022 NYIAS: The Show Finally Opens Its Doors To Electric Vehicles

April 22, 2022 in Automobiles

Well that took long enough. 10 years after the sale of the first Tesla Model S, the dealer association that runs the New York International Auto Show has finally accepted our electric future. It was inevitable. Of course, Tesla is never invited to any auto show, nor would it need to show off its cars in a traditional show. Tesla, for now, is still big and attractive enough to sell its cars its own way.

Tesla aside, the NYIAS has fully pivoted away from big oil and towards full electrification. The impression I got in a lot of the discussions and presentations was that big oil wasn’t trying to stop this massive shift in energy sources for cars and trucks. It’s as if big oil is just running a “prevent” defense on the flight from gasoline while shifting to renewable energy themselves. And while the automotive industry doesn’t attract the best technology or marketing people, they can see the public demand for EVs become real and permanent. For the old dealers, it seems that they don’t have to waste any time choosing a side. Dealerships are doing really well these days, and a good salesperson can sell gasoline-powered cars until retirement. For the new generation of auto sales and marketing people, EVs are the only game in town.

This year’s edition of the New York International Auto Show (NYIAS) was the first in three long years. There was a wonderful relief to be back at the show as an invited non-credentialed media guest. But it was apparent that the number of presentations, attendees, and even the amount of security was lower in this return. Having said that, there was still a good number of New York car debuts, if you keep track of all the new cars that have ben released in recent months. Setting aside big names like the Ford Bronco, Mach-E and C8, the show saw the New York debuts of the Nissan Z, Subaru Solterra, Hyundai Santa Cruz, Hyundai Ionic 5, Kia EV6, Nissan Ariya, Ford F-150 Lighting, Volkswagen ID Buzz (the Bus), and Toyota GR (Gazoo Racing) Corolla without an event or presentation for any of them.

This week was also the first time the New York show got to see the Nissan Ariya in motion (it did sit at the Formula E race weekend in July 2021). And while not officially in production, New York saw a bonus electric car debut with the INDI ONE. Where is it made? When can we drive it? Why does it market to gamers and Tik Tok users? Why do the LED lights inside and out look like the strip light kits you can get on Amazon? All those questions remain unanswered.

Here are some photos from my miles of walking at the Jacob K Javits Center:

There were more things to do at the show this year despite it being smaller overall. Hyundai offered indoor rides of their beautiful Ionic 5 electric hatchback / wagon. Jeep was back with their Camp Jeep for the 16th time, with a new, taller “mountain” (which really made the ride down a thrill, like a slow roller coaster). Toyota had their safety road course again, featuring at least five different models. In the Javits lower level, there was an EV ride track featuring at least 6 manufacturers, including INDI and VinFast. Toyota had their game show trivia show again (which might be loudest booth at the show), and Subaru was back with their maze-like National Parks themed booth with an impressive LED display floor.

The list of manufactures opting not to appear the New York show grew as Honda / Acura weren’t there. Honda has a new HR-V that city people will surely like, but they will wait to market it. Now I was going to write that BMW, Mercedes, Audi, Porsche and Volvo were no-shows again. But that’s not accurate. Volvo was showing their electric XC40 and C40 on the lower level. BMW had their i4 on the EV ride track, also on the lower level. The Mercedes EQV and Audi e-Tron GT were nominated for multiple World Car awards, so the cars were there, as was the BMW iX4, another nominee. Lamborghini was technically there, with the latest Huracan, the Tecnica. And outside the show, things got interesting. BMW hosted a party after the first press day that quite a few automotive journalists weren’t invited to. I saw Lamborghini activity outside the show, as well as Land Rover / Jaguar. Companies might not be investing in the show, but they know hosting events around it has value. Are auto shows dying? I think they are diminishing in importance. But the New York show is supported by ticket-buying attendees who are always eager to see cars. Embracing electric cars was a very wise move. At $17 per adult ticket, the show should have another successful year.

I think the automotive press agrees that the new car presentations, aside from the Kia Niro and VinFast lineup, were all forgettable. Kia and Hyundai refreshed their big 7-seat family SUVs. Jeep made the Wagoneer and Grand Wagoneer a foot longer and introduced an inline 6 motor that all the Wrangler fans would love as an option. Chevrolet wanted to talk about the electric Silverado a little. Ford just wanted to show the F-150 Lighting and Mach-E in action, which will make a big impression on the show-going public. Nissan let the new Ariya and Z do their talking. Same with Volkswagen and their ID.Buzz. Same with Toyota and their soon to be sold-out GR Corolla. And that was about it. I will remember some of those cars, especially if I one day own an Ariya or Mach-E.

But it was the food that was more memorable. You can check out my food photos in the gallery above.

Here’s what anyone on the press day could have gotten. Lincoln had espresso and lattes, which I think they have had since the brand was given a thorough new look in 2014. Nissan handled the “coffee break” duty in lieu of lunch. They had big, sweet and doughy doughnuts, hot chocolate with rectangular marshmallows as big as Lincoln keyfobs, a tasty sweet and salty trail mix bar (for the new Pathfinder Rock Creek), lattes and virgin cocktails from Curious Elixers out of Tucson. And VinFast took the afternoon reception duties with simple cocktails and small plates.

But it was the Infiniti booth that has reclaimed its place as the place the press wanted to stay in for a while. In previous years (2013-2017 come to mind), they served red and white wine in the afternoon to lure in members of the media to hang out, sip the wine and recharge their lithium-ion batteries. The press day schedule didn’t list Infiniti as provider of breakfast, lunch, or anything else, but they served food from 9am until they ran out. Incredible. What did they have? They had breakfast sandwiches, like sausage egg and cheese on an english muffin, or lox, capers, cucumbers and cream cheese on an everything bagel. They had an excellent supply of Saratoga sparking mineral water. They had various hors d'oeuvres, including a little potato doughnut and a tiny beef filet on a flatbread chip. They had premium wine. For the red they had the 2019 ‘Artemis’ cabernet sauvignon by Stag Leap. And for white they had the 2020 chardonnay by Cakebread Cellars. Three days later, I noticed the same wines for sale at my local elite wine seller, PJ Wine, priced at $70 and $40, respectively. By my under $26 standards, this was premium Napa wine. And I estimate by 4pm on press day, the wine was gone. The loud parties at the high tables supported this. I heard a lot of alcohol fueled laughter.

But maybe it wasn’t the wine. Maybe it was the whisky. That’s right, there was a featured offering that was not only great, they had enough of it to last into the second press day. It was a trio of Japanese whiskys (yes, the Japanese distilleries are trying to enforce that spelling without an e, just like Scotland). Nothing special. There was no Hibiki. But I got a re-introduction to these whiskys. It seems I don’t have to desire top of the line Japanese whiskys at all. These three will do. They were Suntory Toki, Mars Iwai, and Nikka Coffey. I have long seen Japanese whiskys as finely made scotch-style elixirs. And that’s generally true. But with this sampling, I learned that Japanese whisky is more than that. They can fall on a wide range on the whiskey spectrum, with some whiskys tasking like bourbon, scotch and Irish whiskey.

I think this was a perfect introduction to Japanese Whisky. Toki is the ground floor. Sip it, or shake it into a Toki highball (which takes some skill). Mars Iawai has some poor reviews online, but I think the whiskey snobs miss the point. Iwai is really good at what it sets out to do. It is a young whisky that brings some bourbon character to the Japanese distillery scene. It’s totally mixable, and it’s good enough to drink neat thanks to hints of pear and general good balance. Plus, it is cheap ($30), unaffected by the supply shortages at the high end. I’d love to see Mars release whisky that has spent more time in the barrel.

The third whisky was probably the best, Nikka Coffey. Not only the most complex, flavor-wise, but also the most aged. If I had room on my bar cart, I’d get all three! But if I had to choose just one, I’d get the Iwai. Maybe it can make a good old fashioned. Maybe I’ll post about that.

So this wasn’t an auto show at all! It was a good food sampling in a socially-distanced, high ceilinged hall. Until next year!

The Seventh Generation Nissan Fairlady Z Is A Triumph Of Design And Good Cost Control

September 16, 2020 in Automobiles

I want to share what the good car company in Yokohama just shared with the world. This is the seventh generation Nissan Fairlady Z, a car that shouldn't exist in today’s automotive market.

Chief engineer Hiroshi Tamura and the chief designer, Miami-born Alfonso Albaisa, have given the world a new (the last?) Fairlady Z. The 2-door Japanese sports car market should have died when the domestic bubble economy burst in 1991. So many marques disappeared after 1991. Some came back (GT-86, Supra). And some special cars, like the Honda S2000 attempted to bring the segment back. A lot of credit needs to be given to the rear-wheel drive Japanese sports cars that never left, the Mazda MX-5 and the Nissan Fairlady Z.

In the 4-door market, Subaru and Mitsubishi emerged as all-wheel drive performance leaders after 1992. Honda and Acura dominated the front-wheel drive 2-door and 4-door market after the bubble as well. As the 2-door Japanese sports car market collapsed, we also saw the fall of the Japanese 2-door luxury sports coupe. The Toyota Soarer, Nissan Sylvia and Nissan Leopard are gone. The European luxury sports coupes would follow 30 years later. Only now is Mercedes killing most of its flagship luxury sports coupes - the cars that really make Mercedes what it is (or was).

The market for 2-door sports cars in Japan faded as soon as the bubble burst. But we Americans -we consumers- who helped make 5 of the 6 major Japanese carmakers successful, kept the MX-5 and Z (and now the Supra and GT-86) alive. America also got the latest Nissan Skyline, another car that shouldn’t exist. Our passion for a lost, 20-year era of automotive history has established some options for those with decent disposable income to get into the game.

In the last two decades, annoying, vaping young men in cities like Los Angeles and Queens who bought Infiniti G35 and G37 coupes kept this segment alive. I want to believe that they knew the history of these cars, far before The Fast And The Furious: Tokyo Drift. These are the sport and luxury/sport coupes that salarymen bought when they moved up the company ladder. Many might have been girl-shy, but they could get a car called the Fairlady (ha!).

I will refer readers to the awesome crew at Japanese Nostalgic Car for a detailed analysis of the latest Z’s design. Oh, and Jason Torchinsky of Jalopnik just published an even better design review! I will leave my casual observations here.

I think Nissan has hit a home run. These design looks close to production-ready. It’s not too retro and it looks mildly post-modern. And while it has cutting edge rear LEDs, they are not too wild to manufacture. The interior has climate control knobs and door release handles out of the Nissan parts bin (those door handles are the same as those found in the discontinued Nissan Cube and Skyline Crossover). This tells me that this is very close to being production-ready, and the team was okay with dipping into the parts bin to save on costs. The polyester (alcantara) suede covering the center gauges is keeping with trends from last decade, and yet it works. After all, who is going to buy one of these aside from older drivers who want a little Japanese bubble era (Showa Era?) nostalgia and the younger drivers who have kept the Z alive?

Gimme the boost: The seventh generation Z will have a twin-turbo V6.

Back to those rear taillights, I love how the insides of those clusters resemble the bubble-era twin-turbo 300ZX (Z32). That’s a clear call to those who love the Z to come back (or stay loyal, if they already own a current generation 350Z or 370Z. The rectangular grille in the front is also a nod to history. The Z has not had fancy shaped grilles. It has kept it simple and rectangular for decades. It looks really good and clean.

Nissan is a corporation in trouble. They have bled cash, jobs, car models and market share. They didn’t have to do this. They need to sell crossovers and SUVs in North America, Europe, South America and Australia in order to fund fun projects like this. They failed to deliver the exciting, super cute, electric IDX coupe, which they unveiled as a concept in 2013. This new Z makes amends for that. It gives enthusiasts a new platform that can be used for cruising, commuting, or at the track, much like the Ford Mustang. It has the potential to be an affordable alternative to a Jaguar coupe, which was the styling intent of the original Z.

I’m excited about this car. It shouldn’t exist. Assuming this goes into production, it will be a sweet bonus - the continuation of the Z, which anchored Japanese sports coupes in North America for over 20 years.

Car Review: My 2019 Lincoln MKC 2.3T Reserve

November 15, 2019 in Automobiles

Mister Sterling here. If you’ve watched the news on American television in 2019, you have probably seen the ad above. Lincoln has a few thousand MKC crossovers to sell to make room for the new Corsair. I am here to argue that the MKC is worth a serious look if you are stepping up to a luxury vehicle for the first time. That’s precisely what I did.

You will see these ads now that you have clicked on this post.

This past spring, I replaced my trusty, 2009 Hyundai Elantra Touring with a 2019 Lincoln MKC 2.3T. I love it. For such a buttoned-down, conservative-looking crossover, it has more than enough features and nice design touches to keep me happy. More important, it encourages driver focus through comfort and sound insulation. It's a tiny corner office on wheels. While small on the inside, it has some classic Lincoln mid-century modern touches, like the return of Bridge of Weir leather seating and the 1960s-style interior door panels. Every Lincoln model since 2014 has only built on that aesthetic. It’s a big reason why the Continental is the best sedan assembled in the US.

Before I dive into a long review, let’s cut straight into the pros and cons.

Pros:

Overall an excellent design with great attention to detail.
Has a distinctive, American version of automotive luxury that Lincoln has brought back to the market.
A great, buttery smooth ride.
Better than expected handling.
Driving confidence through power - a free-spooling 2.3-liter turbo that Ford has almost perfected.
An outstanding THX audio system that is worth paying extra to get.

Cons:

Small cargo area.
Small fuel tank - expect more frequent fill-ups.
Lacks the latest tech and some expected tech in 2019, like a front-facing camera.
Driver aids are not worth the extra cost. Some should have been standard, anyway.
Styling is too safe and conservative for younger buyers.
Steering wheel design could be better

This is a crowded market, and there aren’t many premium crossovers that auto journalists are really excited about. But I am going to try to make the case for the outgoing MKC. It was the second model of the current Lincoln resurgence, and its first great crossover. I don’t think the first Aviator was great. And I think the first generation MKX was a sad, rebadged Ford Edge. But Lincoln finally got it right with the MKC. It also helps that they hired a new spokesman who gave us a little history lesson about Lincoln. The brand doesn’t try to be cool. It doesn’t try to run with the Germans. It’s a brand that comforts you. Lincoln makes the car that you’d agree is the most comfortable you’ve driven. This ad was an a-ha moment. Lincoln got its voice and identity back. Sure, McConaughey is talking to himself, and this is ripe for parody. But he’s saying what Lincoln hadn’t said since the 1980s. Uncool IS cool, and Lincoln is a great American brand.

The MKC is not an exercise in slapping Lincoln badges on a Ford. It shares its platform with several Ford vehicles that ride on the C1 platform (C for “Compact”). They include the Ford Kuga/Escape, Focus, Fusion, Lincoln MKZ and even the Volvo V40 wagon that I love. So there is some sharing of parts and components. Notably, it has an almost stock Ford SYNC 3 system and the same gauge hood, wiper and turn signal stalks as the Ford Fusion and Lincoln MKZ. It has the same interior door lock buttons as the previous generation Ford Explorer. And it has the same headlamp and fog lamp control panel as almost any Ford going back to the last decade. I will return to the instrument panel and gauges in a bit, but this gets the familiar Ford switchgear out of the way. In the following sections, we turn to the Lincoln gear.

The Lincoln MKZ was the first new Lincoln that put the brand on the path to regained success. It had a new design language, inside and out, and a revitalized attention to design detail. The MKC came next, and it was crucial. It was the vehicle that would represent the fastest-growing segment in the industry: the luxury compact crossover. That’s where brands make their big profits. Today there are close to 50 models and variants of luxury compact crossovers for sale in the US, representing three continents. The MKC entered a crowded field in late 2014 that only became more crowded today. It was supposed to be a big hit. It was only a modest hit, selling between 24,000 and 28,000 units per year in North America, China, Saudi Arabia and the U.A.E. Not a flop by any means.

It’s tough for both Cadillac and Lincoln to compete against Lexus and the three big German brands. But niches can be carved out in this industry. Cadillac tried the sporty, performance route. Lincoln looked to America’s past to re-capture what it calls “quiet luxury,” or American luxury.

All Lincoln vehicles are available in three trim levels that emulate wine and liquor labels: Select, Reserve and Black Label.

My MKC is a Reserve in Ruby Red with the 2.3 turbo motor (part-time AWD comes with that upgrade), THX audio system, panoramic sunroof, climate package, splash guards, and an ivory interior with dark espresso walnut wood trim. The total cost with tax was a little over $42,000, about $8,000 less than what it would have cost two years earlier. Buying a vehicle at the end of its production run can save money, provided it's not a high performance vehicle or has a final special edition. Also, it is worth noting that all American-made vehicles depreciate faster than their foreign counterparts, and American manufacturers are more likely to offer discounts and incentives. I certainly didn’t overpay for my MKC.

Interior

In Lincoln’s view, “American Luxury” starts with the details. The MKZ and MKC introduced the rear light bar to all Lincolns (I think Porsche quickly re-introduced their lightbar after seeing what Lincoln did). Inside, the MKZ and MKC have a modified version of the Ford Fusion interior. The instrument cluster is the same (minus an outside temperature display, which is annoying). The turn signal and wiper stalks are also the same (which I like a lot for their sculpted shape and solid tactile feel). After that, the Lincolns add all the things that differentiate the models from the Ford. They get a power-adjustable steering column, real wood trim, a unique center stack with push button gear selectors, and felt-lined storage compartments. Next come the premium leathers. The comfortable leather seating is by Bridge of Weir (Scotland) with deep, soft seams (similar to the seats in Mercedes sedans today), a leather-wrapped steering wheel by Wollsdorf (Austria), leather armrests, plus eye-catching french stitching on nearly the full length of the center console -from the storage compartment forward to the extra padding for the inside knees of the front occupants. Finally, there are (faux?) leather panels inside the doors with classy, asymmetrical stitching. The stitched door panels are a highlight for me. They remind me of mid-century furniture designs which Lincoln is trying to copy in future models. The 1962-64 Continental is a design and luxury triumph. Its Bridge of Weir seats, fine finishes and suicide doors make it a mid-century design icon, right at home in Los Angeles, Las Vegas or Palm Springs. So the MKC tips its cap to that tradition in the door panels. It’s small but I eat that up.

The interior of the MKC is a small personal sanctuary. An optional full panoramic sunroof goes a long way to brighten and open up the small space. I think the big reason the interior is small is because the interior walls are so thick. The doors feel heavy - think the opposite of the 4Runner and Wrangler doors, which are very light. Head to the cargo area, and you see the walls protruding into the hatch opening. Owners will appreciate the noise insulation and peace they get inside the MKC. But those thick walls cut into cargo capacity. There’s no way a golf bag could lie horizontally (still a benchmark for luxury automakers). My cargo area can barely hold two carry-on rollers, two beach chairs, some shopping totes and a deconstructed beach tent. That’s the most I carry. But at baseline, it’s small because I always have the tent and beach chairs in there year round. I’m a New Yorker. I don’t have an extra closet for summer gear.

Lack of cargo space aside, the MKC is a very pleasant vehicle to sit in. It can accommodate two adults in the back seat just fine. It has a little more legroom than a BMW 3 Series or the last generation Infiniti QX50 (a key competitor of the MKC). There’s less rear room than the similarly sized Subaru Forester and my previous car, the Hyundai Elantra Touring. Up front the MKC is a cozy, luxurious space for two. I do think the MKC is a personal luxury vehicle, best for singles or empty nesters. More on that in my conclusion.

The latest episode of Regular Car Reviews takes a look at what was entry-level luxury in 1970 with the beautiful Chrysler Imperial. It was super smooth, and wasn’t made to haul more than some luggage. Mr. Regular has a great tangent about how in the 1950s and 60s, it was sexy for a white collar salaryman to have clean fingernails. The MKC is a clean fingernails car. It’s a high riding luxury cruiser for people, not things.

Mr. Regular says that several movie villains from my childhood used nail files. I remember one.

When I first saw the MKC interior (in the 2017 movie Get Out, no less), I did not like the push button gear selector at all. It’s oversized, and simply reminds me of old people. Hell, it even resembles a weekly pill organizer in a way. But once the MKC rose to the top of my list list of new car candidates, I had to try out the buttons. And they are fine. On a typical drive, I only push the buttons six times, including the push of the engine stop-start button, which is included in the column of big buttons. Lincoln knew owners would push a button and forget it, and they were correct. Now the shifter is a thing of the past throughout the Lincoln brand.

The 2019 MKC running the latest version of Android Auto (October 2019 update)

The buttons clean-up the space where a traditional shifter would live, but it doesn’t really add interior storage space. It just looks super clean. The cup holders are in a prominent central location and there’s a storage compartment ahead of them. That compartment was too small for most phones when the MKC was released in 2014. And now, virtually no phones can fit neatly in that compartment. So when you have a phone tethered for use with Apple CarPlay or Android Auto, that phone will rest partially inside the compartiment (oh, but the new Motorola RAZR will, have you seen that marvel?). Pity there isn’t an alternative tethering location, like the mustang does inside the center storage console. Speaking of which, the center storage console in the MKC is very deep. Well over a foot. You can hide a lot of things in there. It’s not wide enough for a laptop or tablet (a feature that Acura pushes with its MDX), but it is the biggest gadget storage location in the vehicle, and has a charge-only USB port if you don’t need to use Apple CarPlay or Android Auto.

One more element of the interior that hasn’t aged well is the steering wheel. Just as the MKC was introduced, the trend from premium automakers was to make steering wheels beefier and more racing-inspired. The stitching become more prominent and some manufacturers started to offer flat-bottom steering wheels. While flat bottoms and Alcantara polyester would be out of place in a Lincoln, the MKC and MKZ share essentially the same steering wheel as the Ford Fusion. It’s comfortable to hold at the 9 and 3 position, as well as the less orthodox but very comfortable 8 and 4 position. But it is not comfortable to hold at the long-taught 10 and 2 position. There’s not enough room for the pinky fingers to comfortably rest at 10 and 2 for long periods of time. The curvature to the horn/airbag core seems just a little too high. I found this same issue in the previous generation Ford Explorer with its larger steering wheel. The feel of the wheel is such an important factor in liking or buying a car. Having one-third of possible hand positions not be super-comfortable is something MKC shoppers should investigate. Always spend time with the steering wheel and take note of how it is designed. In the technology section, I will detail the many buttons on the MKC steering wheel.

But sometimes many buttons are a good thing, in my opinion. The climate control buttons are a smaller version of what was offered in the last generation Ford Explorer. Everything except the heated steering wheel can be controlled with the buttons without having to go into the SYNC 3 touchscreen (which you can do). Automatic climate control, while decades old in luxury cars, is new to me and it works really well here. Turn the system on, press the Auto button, and then set your desired temperature. The large audio volume and tuning knobs are unique to the MKC. In future Lincolns, these knobs remain but get a lot smaller.

The audio and climate control buttons and knobs in the MKC.

The audio and climate control switches in the 2019 Ford Explorer - the MKC’s big brother.

Aside from stepping up to the Reserve trim and getting the panoramic sunroof, the only other option I'm thrilled I got is the THX audio system. I think in any car, amplifier wattage is the compensation for poor acoustics. So whether it is a Rockford Fosgate system a college student has in her Mitsubishi Lancer or a Harmon/Kardon system in a Subaru or BMW, opting for the audio upgrade is always a smart choice. The THX-certified system in the MKC is outstanding, with more than enough power and clarity for the small cabin. The MKZ and MKC are the last Lincolns to include a standard CD player and that is still the superior medium for the ultimate in sound quality and loudness. The THX system (which might be made by Sony, like the system in the Explorer) sounds best when playing a Compact Disc. Sirius XM radio, as compressed and undersampled as it is, also sounds enhanced with this system.

With the Reserve trim, all interior lighting is LED, as expected. Ford delivered a nice bonus lighting feature with colored LED ambient lighting, not unlike the Mustang and Edge. There are six colors to choose from, in addition ti white. While the color doesn’t stretch to the back seat, as it does in high-end BMW models, it's a nice touch for the front passengers. It shows off the sculpted and sloping center stack, which was designed by Korean-born designer Soo Kang. It’s not a surprise that the MKC was a hit with women. The interior has an elegant flow to it, and some of that feel carries over to its replacement, the Corsair. It was pretty clear from the Corsair debut presentation in New York that the Corsair is aimed at women.

Exterior

Outside the MKC is more generic. It’s conservative for the times, actually. Back in the 90s when we saw sketches and design concepts for the crossovers of the 21st century, they looked wild with their egg-like profiles and huge wheels. Now those cars are on our roads, and they are kinda “meh.” The Lincoln has just a few details that give it a hint of personality. Muscular horizontal lines bulge out over each wheel well to emphasize power and all wheel drive. They almost remind me of the Dr. Zapatinas designs of the Alfa Romeo 156 and Subaru B9 Tribeca. The bulges don’t project as much, but their presence is felt. The rear hatch (tailgate - as the industry calls it) is where a lot of money went into the design. It’s totally copied after Audi’s crossovers, but it’s still an impressive piece of molded aluminum with a great LED light bar. Open it up, and the brake lights rise with it, just like the Audi. So supplemental lights are on the rear bumpers, as required by Federal law.

*“Imitation is the sincerest form of flattery…”*

Up front is where Lincoln made the biggest improvement to the MKC. Ford didn’t have to do this, but the final model year, the 2019 MKC got the new signature Lincoln grille and front fascia. Also called the Continental grille, it adds a ton of class and distinction to the vehicle. Gone is the art deco waterfall grille and unconventional front hood seam. In is the facia seen on all Lincolns, as well as distinctive LED daytime lamps and LED fog lights. This is a huge improvement and has gotten more shoppers to look at Lincoln, including me. I would not have gotten the MKC with the old grille. As much as I liked the drivetrain and the competitive price, the old grille was a turn-off for me.

My MKC rides on fairly generic 18" partially polished star alloys (shown in the two photos above). The factory-supplied tires are Michelin Latitude Tour HP 235/50R18. Apparently these are the wheels and tires you get if you get the upgraded THX audio system. That suits me just fine as I not only get the upgraded audio, but I get a little more tire sidewall. The 18’s look slightly odd in wheel wells that can accommodate 22" rims, but as I'll explain later, these wheels help maintain the buttery ride.

All exterior lighting, as expected at this price point, is LED. This is only my second car, but the first to have full LED lighting inside and out. We’re starting to see full LED lights for the entry level Jeeps, so it only makes sense that we should only see LEDs in the luxury segment.

Mechanical

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This is a big area where Lincoln sold me. When I first paid serious attention to the MKC at the 2018 Los Angeles Auto Show, I asked a Lincoln rep if the MKC had the same 2-liter EcoBoost motor and 6-speed transmission as the Ford Escape. He replied yes, but then he said I could also get the MKC with a 2.3-liter motor. Simultaneously we smiled and exclaimed, "the Mustang motor!" Well, not the same configuration. It has a different tune. It’s turned sideways. But yes, it’s the same motor, which is made in Ford’s plant in Valencia Spain.

I like 2.3-liter turbos the most out of all four cylinder motors. The late 80s Mercedes 190E offered one. The Ford Sierra / Merkur XR4Ti also had one. 2.3 liters means you can pay the extra costs in taxes or fuel (or both) over the general global tax threshold of 2 liters.

The Ford 2.3 EcoBoost, in this quietest and most tame form, generates 285 horsepower and 305 lb-ft of torque. That extra torque over the standard 2-liter motor is very welcome. Acceleration is quite good. 0 to 60 takes a brisk 6.5 seconds -about 1.2 seconds faster to 60MPH than the personal luxury vehicle of my childhood, the BMW E30 3 Series. That is quick enough, and the Lincoln does it almost silently. The Ford 2.3 EcoBost can run on normal 87 octane fuel without issue, but power is slightly reduced from the numbers above.

Attached to that motor is the very common GM/Ford 6-speed transmission, used in the previous generation Explorer, Edge, Escape, and outgoing Fusion and Flex. The particular model used in the MKC is the 6F50, designed to handle up to 300 horsepower and some towing. This drivetrain was most common in the Ford Explorer EcoBoost from the last generation. I liked it in the Explorer and I like it even more in the slightly lighter MKC.

The part-time all wheel drive (AWD) system used is also common among Fords, and made by Dana (the same company that makes solid axles for trucking as well as the Jeep Wrangler). The AWD models include a real-time torque map which shows that the vehicle spends most of its time driving the front wheels. The rear wheels kick in when slippage occurs, when the throttle is opened up from a dead stop or when the driver accelerates to pass at highway speeds. I noticed that when I accelerate past 4,000 RPM, a good amount of torque (up to 40%) is sent to the rear for a brief period of time.

Everything else mechanically is par for the course. Electric power rack and pinion steering. MacPherson struts in the front. Multi-link suspension in the rear. Disc brakes all around. That could be my old Hyundai or my dad’s Subaru. But what isn’t my Hyundai is the addition of active dampeners. And so this is where I get to describe the ride.

Ride and Handling

The MKC has a buttery smooth ride. Once it gets up to speed (which is pretty quick) it simply does its thing and cruises while absorbing road imperfections and bumps. It’s a ride that will not tire out the driver. In Lincoln’s view, the highly cushioned ride reduces stress and delays driving fatigue. The active dampeners can be set to Comfort (soft - not quite Town Car / bounce house, but noticeably bouncy), Normal (medium), or Sport (firm), which is more like the Audi Q5 or BMW X3. The ride is the most adjustable handling feature of the vehicle, and Lincoln has expanded handling and damper adjustment settings in their crossover and SUV models since.

One would expect a vehicle focused on smoothness wouldn’t have any great handling, but this is where the MKC surprises. It’s more engaging and handles better than expected. Cornering is confident. Body roll is minimal, and so is understeer. The MKC feels very planted and mainly flat around corners. By my mild driving standards, a contemporary Subaru feels very planted, while rear-drive performance cars like the Jaguar F-Type and Ford Mustang are a level above. The MKC feels slightly more planted than a contemporary Subaru, which really surprised me. With the ride set to Sport, the MKC feels more like a Mazda CX-5 than a baby Ford Explorer. While the steering lacks sharpness and feedback, the electric power steering doesn’t feel too light. There’s a bit of weight to it. The sharpest steering crossover I’ve driven is the Alfa Romeo Stelvio, and the numbest steering feel I’ve driven is probably the Nissan Murano and Jeep Cherokee. The MKC is like most crossovers - somewhere in the middle. But the handling is definitely closer to a Mazda or Acura than a unibody Jeep or Nissan SUV.

Performance and Sport Mode

Let’s get the fuel numbers out of the way. I average a little over 26 MPG in everyday driving, which is a mix of elevation changes, stop and go traffic and highway cruising. I do most of my driving close to sea level in the New York City and Long Island region, with occasional drives upstate and into the edge of the Appalachian mountains in western New England. I have averaged 29 MPG in warmer weather, and when I get my coasting and “hypermiling” techniques just right (being extra gentle with my right foot). But between 26 and 27 MPG is what a responsible, conservative driver can expect in an MKC 2.3T. The fuel tank is a smaller than average 15.7 gallons, so frequent fuel stops are unavoidable no matter what your driving style. For comparison the BMW X1 fuel tank is 16.1 gallons and the Infiniti QX50 has a 16 gallon tank.

In normal driving mode (D), the MKC is very buttoned down. RPMs tend to hang at 2,500 at cruising or 3,500 and 4,500 when accelerating. And that’s pretty much the MKC power band -between 2,500 and 4,500 RPM. That’s where peak torque lives. If you want peak torque to be accompanied by peak horsepower, you have to increase the RPMs, and that’s where sport modes (S) comes into play.

When I first used sport mode, I thought it was more like performance theater. The transmission holds each gear a little longer. That causes the motor to rev higher. But aside from slightly better handling, all I felt was that I was unnecessarily consuming more fuel. Also, Ford knows how to make a Sport mode more fun, but not in this Lincoln. Put a Mustang with a digital gauge cluster in sport mode, and you see an animation and a lot of text and graphics turn red. Do that in the new Lincoln Corsair, and you see a high resolution animation through the steering wheel. But in the MKC, sport mode is indicated by a thin reddish pink line inside the gauges and an equally feeble "Sport" indicator in the driver's display. I remember the tiny 2011 Lexus CT250h having a more dramatic color and gauge switch.

The MKC has one major odd feature, and that is the damper settings can be programmed for each driving mode, normal (D) and Sport (S). So if you wanted an oddball setting of firm suspension in D and soft, bouncy suspension in S, you could. But the default is medium dampening in D and firm in S.

The MKC has small plastic shift paddles, just like several other Ford models on this global compact platform. The only practical use for them is the downshift paddle (the left one). You you need to make a quicker pass on the highway, kicking-down to fifth gear can help. But at baseline the transmission wants to upshift to sixth gear over 40MPH. Add the fact that Sport mode improves shifting anyway, and the paddles are simply not necessary. This isn't a performance crossover, and the software is going to override your gear selection within seconds regardless.

So if you want firmer handling and more revs, simply press the S gear selector. That’s easy and you can do it while in-motion.

Technology Driver Aids and Safety

Driver Alert Control in Lincoln vehicles is a technology pioneered by Volvo.

The MKC falls short here - so much so I think the Tech Package package can be skipped without regret. This is because by most accounts, the emergency brake and lane keep assist in the MKC is not as reliable or as accurate as other systems. It’s nowhere close to one of my favorite systems, Subaru EyeSight, which is so simple and reliable, my elderly parents use it with confidence. My MKC doesn’t have the Tech Package. That package includes semi-autonomous parking (which is very good!), front-facing parking sensors (those should be standard, as the rear sensors are standard), emergency brake assist, adaptive cruise control, lane keep assist, and my favorite feature, the driver alertness reminder. It’s the same Driver Alert Control (DAC) that was developed by Volvo in 2007 when Ford still owned them. If you drive for a long, uninterrupted time, or if your steering inputs seem abnormal to the system, a coffee icon appears inside the tachometer, reminding you to take a break. I would have loved this feature be standard in the MKC. But we have computers in our pockets now, and they have timer apps. Better still, when running Apple CarPlay or Android Auto, a push of the voice command button on the steering wheel can set up a reminder to take a break. That’s what I do when I drive between New York and New England. I ask the Android Assistant to remind me to take a break in two hours.

The Driver Alert Control as it appeared in Volvo cars in 2007.

I do like the overall look of the Ford Fusion gauge cluster in the MKC. I actually don’t want a high definition computer screen through my steering wheel. I need crisp information, and being a luxury car, I want it to look good. When I first drove a BMW, it was a base E46. I liked what I saw through the steering wheel. I saw a sporty, clear gauge cluster, uniformly lit, all in a very modernist, sans serif typeface. Having just gotten into Swiss watches, I thought that BMW was appealing to the same clientele. The MKC instrument panel is a high contrast mix of white LED-lit numerals against matte black with medium resolution LED displays within the two main gauges, and in between. The needles are digital. The numerals are physical and sit in dials that have some depth, like a chronograph watch.

The fuel gauge and distance until empty always appears inside the speedometer. The display inside the tachometer can show real-time torque levels to all four wheels (AWD model), fuel economy for the current trip, or real-time fuel economy (which can be reset any time). The left side also displays alerts and driving settings. It’s simple, and a little behind the next generation of vehicles now coming out. And yet it is so much more than what I had in my Elantra ten years ago.

Can you spot the difference between Normal driving mode (top) and Sport Mode (below)?

The technology hub in the MKC is Ford SYNC 3. I have used all versions of SYNC, and I think SYNC 3 is the first version to be reliable, practical, and invaluable. It’s also very secure, requiring an extra step when pairing with phones. SYNC 3 is not flashy. It has a flat color scheme and user interface. In a car, this is fine. I’ll take boring and reliable over a sexy system that can’t run Android Auto (I’m talking to you, BMW). Now I do have some gripes. Ford should have put an outside temperature display in the gauge cluster, as the only way to see the outside temperature is in SYNC. This means if you have Apple CarPlay or Android Running, you won’t see the outside temperature and you’ll have to ask your phone to tell it to you. The only other gripe I have is the heated steering wheel can only be activated while using SYNC. You can see the heated steering wheel icon in the video screenshot above. The MKC has physical buttons for all climate functions except for the heated steering wheel. I’m almost certain future versions of SYNC will let you control heated steering wheels and seats with voice commands. It would have been nice to have it activated with a button on the steering wheel. As I said that steering wheel has a lot of buttons -12 buttons and two D pads- and some are only used in setting up driver preferences.

The Ford Fusion has an outside temperature display in its instrument panel. That’s missing in the 2019 Lincoln MKC.

So let’s say you skip the Tech Package and settle for regular cruise control. It doesn’t reduce the number of buttons on the steering wheel. Let’s take a look at these 12 buttons (22 if you include the D pads up top!).

2015 model shown (notice the engine start/stop button has since been moved away from the Drive and Sport Mode buttons)

That’s a lot of buttons. My favorite cruise control switch was the stalk design that Toyota and Subaru used to have. Simply push in and push down to activate cruise control. Even Subaru’s controls today are simpler than the six button setup used by Ford and Lincoln through 2019. Ford has simplified it a bit in 2020, but what we see in the Lincoln MKC is the end of a cluttered era. There are three rocker switches that act like six buttons. One turns the cruise control on and off. Another resumes or cancels the previously speed. And a third both sets and adjusts the speed. It’s all very busy. Through practice, I have learned to stick to the “left edge” buttons to get cruise control activated. And of course it has to be complicated, so the sequence of button presses starts with the bottom left. So first, find and press “ON” and then run your finger or thumb up along the edge to the button marked “SET.” The buttons are small and don’t illuminate well at night, so this older driver has to do it all by feel. Fortunately, I don’t have to use cruise control much as I spend half my time in the New York region in heavy traffic or at stoplights, and I seldom use cruise control at night. But I wanted to point this out as another example of how the MKC steering wheel could be better.

On the right lower quadrant of the steering wheel are three identical pairs of buttons to pick up phone calls, control the audio volume and initiate voice commands. These buttons are far easier to memorize and find by feel, and there’s no worry over whether pushing the wrong button will cause me to rear-end someone.

The voice command button is your friend, especially when running Apple CarPlay or Android Auto.

The voice command button on the steering wheel (above) is the biggest tech feature in the MKC. I find myself using it often. While the Germans and even Hyundai have gone far beyond voice commands in 2019, this is still a very useful feature. Press the voice command button while running regular Ford Sync 3 and you have several navigation, radio, music, text messaging and phone commands available. Press the button while tethered to a phone and you instantly have access to Siri or Android Assistant. That greatly expands what you can do, including more advanced speech-to-text for sending and responding to messages, managing Google maps with your voice, launching music services and podcasts, or asking your phone to set reminders (as mentioned above for driver alertness). Time to destination and weather are also available via voice command to your Apple or Android phone, and I expect abilities and commands to expand each year. It’s here that the MKC can keep up with the times, so long as Apple and Android continue supporting SYNC 3.

The MKC was the first Lincoln to offer an always on, always connected wireless modem (which I think is still the technical term). This allows owners to see the location of their MKC, lock and unlock the doors, start and stop the motor, plus view the current odometer, fuel level and motor oil life using the Lincoln Way app (same as the Ford Pass app). The vehicle data can also be linked to Amazon Alexa accounts. That same always-on cellular connectivity gives owners the option to subscribe to a wireless data plan (provided by AT&T) to set up a Wi-Fi network in the cabin. The SYNC 3 system can also download updates if the vehicle is near a wireless network (like a house, a Starbucks or other public wireless network).

The MKC and MKZ we're also the first Lincolns to feature active noise cancelling technology in the cabin. It uses the 9-speaker audio system to suppress road noise. I can't judge how good it is because it cannot be turned off. But Lincoln says it is on, and it works. I do have to stress that the cabin is super quiet. 30 years ago the quietest new auto interior was the Lexus LS400. With the MKC I bought a quieter cabin for about $5,000 more than LS400 sticker price in 1990. That first Lexus, well equipped, cost about $75,000 in 2018 dollars.

The MKC even has some unique Ford tech from the 1980s and 90s. It has the famous Ford keyless entry keypad, called SecuriCode, on the driver’s side door -a fantastic feature that incredibly debuted in the fall of 1980 on premium Ford and Lincoln models. And it has MyKey programmability, an interesting but also annoying feature in which you can turn one of your keyfobs into a designated ‘teen driver’ or other unreliable driver key. A MyKey can limit the vehicle's top speed, alert the driver when he exceeds a preset speed, activate a constant fasten seatbelt chime, block Sirius XM channels that feature profanity, and prevent any driving safety system from being disengaged, such as stability control. It can even alert the driver of a low fuel level miles sooner than usual.

What I found annoying about MyKey is that it wasn’t easy for me to clear the programming after I was done trying it out. It took a few tries over several days. In the end, I was able to revert my spare keyfob to a regular key only while the MKC was in Drive.

That’s about it for driver aids and technology. As for safety, the MKC has what we expect from cars costing $20,000 less, which is full disc brakes with ABS, stability control, traction control, a multitude of airbags, and a “good” moderate overlap front and side crash tests rating from the IIHS. That puts the 2019 MKC just a notch under the IIHS Top Safety pick threshold, which was won by the very similar 2019 Ford Edge.

Luxury

I think part of what puts a vehicle in the luxury class today is theater. In addition to all the exterior and interior features mentioned above, the Lincoln MKC has the welcoming and hospitality features that are expected in luxury vehicles today. Lincoln calls it the “Lincoln Embrace.” It’s mainly show, but you have to expect something more when choosing a Lincoln over a Ford. Different badging, a big grille and finer leather seats don’t cut it anymore. So following what I believe was Mercedes in the early 2000s, today’s Lincolns turn on the daytime running lights, some rear LED lights, and the door handle and puddle lights once the key holder is within 3 meters of the vehicle. Some interior lights also illuminate before the key holder enters the vehicle. And the side view mirrors automatically fold when the motor is started and stopped. These are all luxury car essentials, but it took Lincoln until this decade to roll them out across their range.

Who Is It For?

This is the question that Jason Torchinsky asked when he reviewed the MKC in early 2015. One would think that a compact luxury crossover would appeal to affluent families with one child. But that is not the case here. Auto journalists and attentive shoppers can detect that a difference of a couple of inches in either the exterior or interior can put a vehicle in a different class. Take the MKC's interior room. It is similar to the previous generation Audi Q3 and Infiniti QX50, which are on the small side. But measure it outside, and it’s larger than those vehicles. On the outside, the MKC is about the same size as the previous generation BMW X3 and Subaru Forester. Lincoln set up the MKC to compete against the larger BMW X3 and Audi Q5. But step inside and it’s clear that it’s small like the Audi Q3 and BMW X1. So the interior and exterior dimensions are not in-step with its European competition, not to mention the gold standard in family luxury crossovers, the Lexus RX. The interior is smaller than the exterior suggests. That means that the MKC is not a family vehicle.

Torchinsky noticed this as well in his review and was a little perplexed. He thinks the cozy interior came down to chunky exterior proportions and the aforementioned thick interior walls. In his review at the first press drive event, Andrew P. Collins noted that a lot of work went into balancing light and space in the cabin. The raked windscreen and sloping center stack are great for the passengers up front, but it must be a factor in reducing cargo space in the rear.

Here is how Lincoln described their MKC customer in 2014:

MKC gives Lincoln a compelling offering in the small premium utility vehicle segment, the fastest-growing part of the luxury market. The segment has grown by 25 percent since 2012 and by more than 200 percent since 2009. The segment growth is being driven by new luxury buyers who are coming into affluence, as well as by current luxury owners who are moving from larger vehicles to smaller ones as their life desires change.
With MKC, Lincoln continues its move toward targeting a younger, more diverse customers. The vehicle also positions Lincoln to resonate with drivers in desirable markets on the East and West coasts.

Automotive press releases will never cease to impress me with their verbal gymnastics. That is a lot of words describing two different types of affluent, urban customers (and those urban centers are called Southern California and the Northeast Corridor). One type of customer is the older professional couple -the affluent empty nesters- who want a smaller vehicle overall but also a more comfortable ride height. The other type of customer is younger, and childless. These are affluent singles and couples who want to reward themselves with their first luxury vehicle. And while Lincoln dances around this, I think they are correct. The MKC appeals to both younger and older childless couples who are ready to break into the $40,000-$50,000 new car price range. Lincoln is a very popular ‘first luxury car’’ brand, and that helps explain their popularity with families that don’t come from money, including the children of immigrants, single women and black customers.

The MKC is a personal luxury vehicle for someone who isn't irked by the lack of a big cargo hold. It wouldn't handle a trip to IKEA very well (my Hyundai wagon, which had a deeper cargo area fared a lot better at). The MKC is not for heavy lifters. It's just as Mr. Regular said today. Lincolns are for the 'clean fingernails' crowd.

Like my Hyundai Elantra Touring review ten years ago, I have written another long review of a car I own. I love my MKC. Years of thought and research went into my choice, and it's the car I hope to own for the next ten years. It's worth a serious look as Lincoln pushes to sell the remaining new models.

Are you single? Do you need a new daily driver? Do you have a new car budget of $45,000? Do you not care about German automotive brands? Are you willing to pay more for an extra peaceful and plush cabin? The MKC might be the dream car you've been overlooking for months.

I close this long review with three videos that helped lock my decision.

The 2019 MKC reviewed by Justin Pritchard of AutoTrader Canada

2015 Lincoln MKC vs. 2015 Acura MDX by the boys at AutoGuide. Sami Haj-Assad is also one of the hosts of the excellent Unnamed Automotive Podcast.

2015 MKC review by the best video journalist in the auto industry, Tom Voelk

The U502 Ford Explorer Restored Greatness To The Nameplate

July 18, 2019 in Automobiles

I bought a new car for the first time. My current car was purchased by my partner. Before I write about my new Lincoln MKC, I have to make a comment about a somewhat-related Ford product, the fifth generation Ford Explorer. We collectively know it as the current preferred vehicle of police departments. It’s the car of authority. But it’s also the first great Explorer since the classic second generation in the mid 1990s. It’s not that the third and fourth generations were poor vehicles. They added many safety features and motor and transmission upgrades. But the cache of the nameplate was restored with the fifth generation. This Explorer got people excited about the Explorer again, and it didn’t need a two-tone Eddie Bauer edition (although that would have been sweet, and I have this feeling we’re going to see a two-tone Explorer in generation six).

2001 Ford Explorer, © Ford Motor Company

The U502 Explorer is basic, but ticks all the boxes for those who need a full-size SUV outside of big cites. It’s quiet. It has safety features and driver aids. It’s got comfortable seats and years of Ford innovation. It can tow. You can get it with a V6 or the mustang’s motor. It’s easy to own and maintain. The 6F35 transmission was reliable and stronger by the time it was put into the heavy Explorer. And it can go off-road to a fair extent, like the more expensive Range Rovers and Jeep Grand Cherokees.

RIP Lee Iacocca, 1924-2019

July 02, 2019 in Automobiles, The USA

RIP Lee Iacocca, 1924-2019

I Had A Blast At The L.A. And Detroit Auto Shows

March 31, 2019 in Automobiles

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It was a tale of two very different auto shows: Los Angeles in December 2018 and Detroit in January 2019. The Detroit show would be the last time the show would be held in January, and you can see why. With all German automakers except Volkswagen skipping the Detroit show, the hall was a little quiet and sad.

But I still had a blast. The L.A. show was exciting and had a different vibe from my home New York show. The food selections in L.A. were also more interesting. Some manufacturers even offered tiny test drives around Gilbert Lindsay Plaza.

These trips were follow-ups of my new car shopping at the New York show. I attend the New York International Auto Show as a member of non-credentialed media, and I usually spend both press days there (that’s about 16 hours). I have attended the press days at the New York show since 2010, less than a year after I got my first car in the city. But in 2018, I was seriously car shopping.

I want a compact SUV this time around. At the New York show, the BMW X1, Ford Escape and Volvo XC40 were looking like the front runners. But all of that changed when I went to L.A. I had ignored the Lincoln MKC. I didn’t like the push button gear selector. I didn’t think it was interesting at all. It used to have an ugly face. But now it doesn’t. And Lady Sterling really liked it. I finally gave it some attention, and I think it’s really interesting now. It’s a baby Ford Explorer. And when we went to the Detroit show, the front-runner was still the MKC. And so I am test driving the MKC next week, and if I have time, I will post a small review.

The Detroit show was not sad overall. First off, we arrived in a snowstorm (pictured above) and drove a JK Wrangler Sport to get to downtown, where we stayed at the lovely Siren Hotel. Cadillac has a great booth that featured a 1959 Eldorado Biarritz convertible that had an incredible amount of chrome. Chinese automaker GAC crashed the party and showed off its cars that have surprisingly good design and build quality. Kia finally showed-off the production version of the Telluride. I finally learned that owners can get into the lounges of most booths by showing their keyfob or some other proof of ownership. As Hyundai owners, Lady Sterling and I got into the Hyndai booth for snacks, a gift (a USB power bank), and a full 15 minute back massage. After an exhaustive 3 hours at the show, we had dinner at San Morello, the fantastic new Italian restaurant at the Shinola Hotel.

We also learned during these trips that Los Angeles is very walkable. We walked from the Staples Center to downtown, City Hall, Union Station, Little Tokyo, the Arts District and back to the top of the impressive Wilshire Intercontinental Hotel.

When we go back to the New York show, we’re going to take fuller advantage of the owner perks at the brand booths. I might have a Lincoln on-order by then. A Lincoln at age 46. Now I am old.

I Finally Drove A Ford Mustang

April 29, 2018 in Automobiles

And I absolutely loved it.

The Ford Mustang is a car that has shadowed me my whole life. As I kid, I saw first generation Mustangs all the time. The Mustang was a triumph in marketing and design when it debuted 54 years ago in Queens. It was marketed as the sports coupe for the common man. The Pontiac GTO debuted the same year, and is the granddaddy of muscle cars. But the Mustang endures as the original American compact muscle car. For decades, it has a solid axle in the back, and was designed for drag racing. Not that Ford would ever promote drag racing or street racing by its customers.

The Fox Body Mustang shadowed my teenage years. I saw it in the final two seasons of Spencer for Hire and in a Vanilla Ice video. In its fourth generation, the Mustang regained its muscle car for the common man status. And while the GTO, Challenger, Charger, Chevelle, and Camaro disappeared temporarily or forever, the Mustang has endured.

This third generation of the Mustang brought back the GT trim line after a 15-year hiatus. Back in 1987, the 5-liter V8 in the GT was the old pushrod Windsor (originally known in the late 60s as the 302). Today, the 5.0 Mustang is powered by the third version of the Coyote V8. Same displacement (well, 307 cubic inches, up from 302). About twice the horsepower, torque, and acceleration. And that’s the first Mustang I played with, after all these years.

I did a solo trip to Central California to visit a friend and scout locations for a future Santa Cruz to San Diego road trip with Lady Sterling. I asked the good people at Sixt for a BMW 430i convertible. It’s luxurious and technologically advanced. It has BMW’s ubiquitous 2-liter turbo motor and ZF 8-speed gearbox. I saw myself getting 34 miles per gallon in that, highway coaster that I am.

But Sixt didn’t have a BMW convertible. They didn’t have a Mercedes C Class convertible either. The manager nodded at me and said “I’ll let you take a 5.0, no extra charge.” I got scared. I knew what he just said. I was getting a Mustang GT convertible for three days. So much torque. So much noise. So many ways to wreck a car in three days. I got nervous. But I let him punch in the codes. I signed the contract. And then there it was. A just-washed 2018 Mustang GT with just 636 miles on the clock. Within 30 minutes, I was in the parking lot of 4th Street Bowl, a midcentury style bowling alley with a “W” shaped canopy above the entrance. There were some sketchy men and women hanging out front, but I wanted to get settled with this beast. I put loose items away, put the top down, got my coordinates for Santa Cruz, and hit Route 17 south. It was a fitting introduction to this car. With the top down, I could hear every exhaust note, and the highway is an old 2-lane with lots of curves and elevation changes. It’s a little like the Merritt Parkway in Connecticut, only with many more hills.

The first thing I noticed was how the Mustang is narrow compared to the Challenger. I drove the Challenger 10 years ago, and it remains a 75-inch wide grand touring coupe dressed at a 1970s muscle car (which is fine). The Mustang is far more nimble in its handling, with far less body roll, and far more comfort in a dense, urban setting. I’m sure the latest Camaro is an even better handler, based on lap times and journalist reviews. But the Mustang is a contemporary car now thanks to its independent rear suspension. And man does it look great, fastback or convertible.

There have been enough detailed reviews for the Mustang, so I won’t go into one now after a long introduction. I’ll just list out some things.

Here’s what I loved:

It isn’t too low. Getting into and out of the car was as comfortable as a 1990s Japanese compact sedan (the 1990 Nissan Sentra was intentionally low for its time). It’s low, but not Chevy Corvette low, and certainly not super low like a Lotus. It didn't feel much lower than my Hyundai Elantra, and I found the height to be livable. I drove from Pebble Beach to Big Sur, and I must have stopped to get out and take pictures 20 times along the route. I would have noticed it the car was too low for my taste.
The exhaust note for the 5.0 GT is impressive and somewhat old school. It doesn’t burp and pop like a Jaguar F Type. It doesn’t have the Mad Max thunder of a Chrysler Hemi V8. But in an era in which the sound of the car is a big part of the retail price, $35-$55K for a Mustang GT is a comparatively excellent value for a car that makes this much noise.
And then there’s the bigger value - the torque and acceleration. The Mustang GT can go from 0-60 in 4 seconds. That’s faster than a 1984 Audi Sport Quattro. That’s even faster than a 2010 Audi S8 V8. It’s faster than any Aston Martin from the 1990s, as well as several 1990s Ferraris. Before the Mustang GT, the most powerful and fastest cars I’ve ever driven were the 2003 Lincoln LS V8 and the 2015 Volvo S60 T5. Both had 250 horsepower. Both could do 0-60 in 6 seconds. This thing is a level of fast I’ve never experienced before, and I know full well that it doesn’t impress journalists today since they get to drive 3 and sub-3 second cars.
And that power, while more than one needs, is actually practical. Getting onto a highway was never easier. Cruising in the travel lane was never more fun. Turning left with heavy incoming traffic was incredibly stress-free. The all-season Pirellis never lost grip, except in dirt on the scenic stops I made along California Route 1.
The interior is not as slick as a BMW, but it’s so well put together. Form follows function. The audio system has two big dials that move with a satisfying notchy feel. The interior is ergonomic, comfortable, and is an updated version of the Mustang interior that has been with the car since its inception. The inside of the Mustang has never been better. I could drive for hors and hours in that bolstered seat. The continued availabilty of My Color, used to customize guage and interior ambient light color is a great bonus.
The visibility with the top down rivals almost any non-convertible aside from a Jeep Wrangler with the top down. And surprisingly, visibility with the top up was as good as a compact crossover, like a Jeep Renegade. You don’t ride as high, but you see everything. Having wide-angle blind spot mirrors set inside each side view mirror helped out a great deal. Thank you, Ford.
Suprisingly comfortable. Even with 19-inch wheels, the Mustng didn’t feel like my Elantra Touring with low profile tires. Of course, being in a state with mostly smooth roads helped out a lot. This was not Manhattan. But when driving slow, the ride was classic Ford. It was like a lower Ford Taurus at slow speed. Smooth and comfortable. And at speed, I got almost the ideal amount of road feedback. The Miata and Audi TT are more connected to the road. But this was still very good. The ride was never harsh.
The base brakes are outstanding. A lot of owners would look to Brembo or Stop Tech upgrades. But the brakes out of the factory are fine in the GT. The stopping power was big, like the motor.
The Wet/Snow mode does its job at reducing torque (at least that’s what I think it does). Grip comes down to tires, of course, but for a rear wheel drive muscle car, this is a great feature.
All the exterior lights are LED. Love them.
I fit in the back seat just fine. I am 6’3” 200 pounds.
The trunk is about 4’ x 3’ and fits two rolling bags plus 1-2 carry-on bags just fine. For traveling couples, the Mustang convertible can securely carry your luggage. Nothing remians in the car to blow around when the top is down.
I am very surprised that I got over 21 miles per gallon in nearly 600 miles of driving. And I didn’t go easy on the throttle, like I normally do. I had some fun, and once unintentionally clocked 85 on the highway.
The Ford/GM 10-speed automatic transmission is super smooth and responsive. Like any contemporary gearbox, it is quick to upshift and hold high gears in order to conserve fuel. I caught it going into 10th gear at under 50MPH regularly. But it does not annoy. For someone who will never drive stick, it was great to have a responsive transmission that got the most out of what I wanted from the motor (which was simple, I drive slow).

And here’s what I didn’t like as much:

The volume controls on the steering wheel are too narrow.. You can find them by feel but they are tiny. I need an extra quarter of a second to find the center of each button with what I think are average-sized thumbs.
Android Auto sometimes cut out and returned me to the standard SYNC3 interface. I blamed my extra long, braided USB cable and not the car. But I had no shorter cable to use.
Collission warning and adaptive cruise control were not on my car, but I could have used them in my first hour. There was stop and go traffic leaving San Jose, and I would have appreciated a more active driver aid system. Consumer Reports argues that every new car should have these systems, despite adding at least $500 to the sticker price.
There is no sunroof option, unlike the Dodge Challenger. I take it that the Camaro has no sunroof option either. If you want sunshine, opt for the convertible.

And so far, that’s all I have found that I do not like. This raises a question for me, personally. I am currently shopping for a compact crossover. A Jeep Renegade is my ideal-sized vehicle for New York City. But could the Mustang be the car I am seeking? Probably not, as there is still the Northeast road quality issue. The potholes would still annoy me in a low-riding car. But in every other aspect I can think of, a Mustang would work. It’s the right size. With the 300 horsepower EcoBoost motor, I’d get closer to 30MPG. My wife could sit in the back when driving hose guests to and from the airport. There would be a need to switch to snow tires in November and all-season tires in April. But there are ways to make that work, even without a garage.

What I learned in my four days with the Mustang GT is that it deserves a place in the most iconic American vehicles made today. The Jeep Wrangler, Chevy Corvette, Chevy Camaro, Ford F-150 and Ford Mustang are living icons of the US auto industry. And of those, the Wrangler, Corvette and Mustang are the most iconic. I drove an icon. And now I want one. That’s why it’s easy to rent a Mustang convertible. They help sell Mustangs. I really want a mustang. A red one, with a red exterior, EcoBoost motor and a ragtop.

Ford And Other Automakers Doubling Down On Crossovers And Trucks

April 28, 2018 in Automobiles

Ford brought cars to the masses in 1908 with the Model T. It cost about $20,000 in today's dollars ($1,000 back then).

GM perfected the market segmentation with their tree or pyrimid of brands.

Customers would start their car ownership years with a Chevy. Or they could start with an Opel or Saturn back when they were available. Then they could move up to a flagship Chevy (Tahoe, Camaro, or Corvette for example). Or, if they preferred, they could move to an Oldsmobile (Grand touring brand), Pontiac (Muscle car brand) or Buick (quasi luxury for Geezers, now Opels for for the Chinese). They could also switch to a GMC (luxury truck brand). And if they reach the top of the GM pyramid, Cadillac awaited them.

That paradigm seems to be under threat, at least temporarily until every automaker has an entry-level electric car.

Ford has announced that it is going to stop selling four cars in the US and Canada: The Fiesta, Focus, Fusion and Taurus. They are doubling down on crossovers and trucks, where the higher profit margins are. Ford had only recently given the Fusion a makeover, with a new 8-speed transmission, which is coming to the next Focus and Escape.

This means that later this year, the least expensive Ford in the US will be the front wheel drive EcoSport, at $20,000. Currently, the least expensive Ford is the base, manual transmission Fiesta at $15,000.

Gasoline prices will surely rise again. And when they do, Ford will lose market share to GM, Toyota, and Hyundai/Kia. But they have laid out their strategy of profit margins over market share. The Mustang, F-150, Bronco, baby Bronco. EcoSport, Escape, Edge, Explorer and Expedition will drive Ford sales in the US and Canada for the next few years. Plus their commercial vehicles like the Transit can and F-250 truck will continue to sell very well. By the time the Bronco and baby Bronco are released, we'll know if this was a smart strategy.

2006_BMW_535d_M_Sport_-_Flickr_-_The_Car_Spy_(10).jpg

The Current State Of BMW

April 02, 2018 in Automobiles

I am one of the last bloggers to write about this. But BMW either is or just was a mess. The world's 11th largest automobile brand is moving forward with its winning strategy of a diverse model lineup and distinct sport and luxury characteristics. This comes after a very rough patch in which the company's turbocharged, direct injection motors (as well as some of their most expensive, coveted M motors) were harboring awful secrets that both the company and even owners didn't want to talk about.

Today's BMW has too many models in too many variations, with names that are sometimes annoying. But this is what BMW wants. And it is making a lot of money on three continents (North America, Europe, and Asia/Pacific).

The badge above is from a BMW X1. Back in the 70s through the early 2000s, those two numbers would represent the engine displacement. However, the X1 does not have a 2.8-liter motor. It has a 2-liter motor. So what is this badge about? It's an homag… — The badge above is from a BMW X1. Back in the 70s through the early 2000s, those two numbers would represent the engine displacement. However, the X1 does not have a 2.8-liter motor. It has a 2-liter motor. So what is this badge about? It's an homage to the days when base BMW motors were 2.8 liters. Somehow BMW thought that this number would matter to longtime brand loyalists. I don't think it does.

The company's model naming system is broken and will likely remain broken for the foreseeable future. Unlike Jeep or Subaru, which have 5 or 6 different models, BMW has at least 25. BMW has done something I've never seen an automobile manufacturer do outside of Japan. It has committed to serious market differentiation, and it has not lost any money doing so. As far as I know, BMW was the first car company to stretch a grand touring coupe into a 4-door sedan, added a rear liftback and call it a Gran Coupe. Who asked for the Gran Coupe? BMW is like Mexican cuisine (or perhaps Taco Bell), with combinations of the same basic ingredients, presented and meant to be eaten differently in each iteration. But one thing remains constant, and that's the fact that in the US, BMW has been a premium, luxury brand since the E30 won our hearts in the mid 1980s. At least Toyota and Honda offer cars for all types of people in their domestic market. But in the US, BMW is premium only (except that one time with the 319ti). BMW wasn't a luxury brand when it was allowed to make cars following the American occupation. However by 1985, the E30 coupe, convertible, sedan and wagon were all icons of the young professional Baby Boomer "Yuppie" era.

I'll state one of my arguments early: With few exceptions, owning a BMW is not a great value. That's just because they are priced at least $10,000 higher than non-premium cars in the same class. But I am not here to shit on the brand. I respect it. I have driven two BMWs in my lifetime, and I understand the history and appeal of the brand. They stuck to generally more fun and track-ready rear-wheel drive platforms when the world was running to front-wheel drive as a means to reduce manufacturing costs, increase traction in winter, and bump up fuel economy. Advances in rear differentials and computer controlled driver aids like traction and stability control supported their derision to stick to making enthusiast cars. There are some models from the past and present that have a special place in my heart. And I am sure, from time to time, I will treat myself to a BMW rental through the German company, Sixt.

Loyalists to the brand would argue that BMWs age better than most other cars. In fact, German cars tend to age better thanks to classy designs. They don't necessarily last a long time. There have been some dogs. But the models that have been successful have endured decades. And if you think about it, we auto enthusiasts know the really good German cars by their chassis codes, much like Jeep models. The last air-cooled Porsche 911 was the 964. Coco Chanel, John Lennon and Jack Nicholson all owned the legendary Mercedes 600 sedan. But we call it the W100. The first BMW I ever drove was a 2003 328i, but I'll always call it the E46. The BMW 5 series of the same era is the other BMW I've driven. It's the greatest car I've ever driven, a beautiful sedan known simply as the E60. I'll still take an E60 wagon, please

But the 2000s are over. Many changes have come to BMW. It took a while, but we auto enthusiasts had to accept that the numbers on the backs of BMWs no longer disclose the engine displacement. Also, we've had to accept that most BMWs don't come standard with straight six motors and rear-wheel drive. Some BMWs are electric. And increasingly, BMWs are built on a front-wheel drive architecture. If we can accept and move past that, the elements of BMW remain largely unchanged. No BMW is ever under-powered. Most BMW models use some version of the ZF 8-speed transmission, which is smooth, reliable and downright dreamy. And BMW interiors have been on a roll since the turn of the century. I find the materials, layout, buttons and typefaces epitomize what we think of German design. It's logical, clear, and made to last through coffee spills and kicking children.

So of the more than 20 BMW models for sale today, what's good? Quite a lot, it seems, so long as you're prepared to fork over a small mountain of cash.

The 5 Series wagon is great. Even with 'just' a 2-liter turbo. It is awesome. Really.

BMW still makes a convertible with a manual transmission and a simple soft top. The 2 series. No one is honestly saying that this is better than the V6 Camaro convertible (the Camero can smoke it, I think). But this BMW is for those who just can't be seen in an American muscle car. That's the point. BMW and Mercedes make muscle cars that don't look like them nor carry the muscle car label. They are marketed as cosmopolitan, European luxury coupes. Exactly 30 years ago, "the ultimate tanning machine" E30 convertible was about $21,000 if you stuck to the manual gearbox and negotiated well. That's $42,500 today. And that's very close to the starting price of the 2018 230i convertible. Inflation, kids. They teach that at Harvard Business School, right?

Right now, the ultimate enthusiast BMW is the M2. Stick shift. Over 350 horsepower. Yeah, now that keeps up with the Camaro SS and Mustang GT. This is the best of what BMW has for those who want performance and something close to the M cars of the past.

The 4 Series convertible is a cruiser with a retractable hard top, room in the back for 2 adults, and some awesome wind dampening for a quieter ride with the top down. About $620-$730 / month for a lease, or about $56,000 to buy one. That is a fine grand tourer for those who have the means. But the M4 convertible is mad. It's rare, and like the M2 it's a future collectible.

Wanna be different? Well, BMW still sells the 3 Series wagon. Why not be different? What was great 30 years ago is still great today. It can do grocery shopping, soccer practice, beach days, and the autocross. And these days, they come with all wheel drive (X Drive).

Want a value BMW? Do they exist? The second generation X1 is the closest thing. It's the least expensive BMW for sale in the US, along with the 2 Series coupe and 3 Series sedan. It has style, practicality and grunt. It's narrow for city streets and has a surprising amount of storage space and headroom. Still, it can do a lap of the Nürburgring in under 11 minutes with little sweat.

Now it's time to get weird. And BMW has several weird vehicles. I like two in particular. The 3 Series Gran Turismo is basically a 3 Series sedan with a big fat hatch in the the back.

And the X4 is an egg of a crossover that seats just four adults. It's unusual and relatively rare. Now in its second generation, I'm sure it will soon be available in a ridiculous M edition.

And then there are the electrics. The i3 might be discontinued in a couple of years. But it is the most successful EV behind the Tesla S in these early years of the switch to electrification. Its carbon fiber frame is a milestone in production vehicles, and it just surpassed 10,000 units sold in the UK. It's wood, carbon fiber, wool and leather interior is one of the best in the automotive world today.

And the i8 is arguably the most impressive, sensible supercar in production.

Too many models. Too many variations. But BMW s doing what it wants and has the research, customer feedback, and sales figures to back up such a diverse and wacky lineup.

New York Needed Congestion Pricing 10 Years Ago

February 09, 2018 in Automobiles, Architecture

There is no doubt New York City needs congestion pricing. It it is to remain a World City, like London, it must. But we can see that this proposal will fail. There is too much resistance from the counties outside the city. Just one more reason for this city to be its own Federalized district, like DC. New York is too important to this country to be ruled by Westchester, Long Island and Albany. Paris, London and Tokyo are national capitals. They don’t have this chronic political problem that New York has. Let’s fix it. New York is the economic capital of the United States. And it can’t have people driving into midtown who don’t NEED to.

A New Start For The Jeep Cherokee (KL)

January 16, 2018 in Automobiles

Or as the British say, the KL Jeep Cherokee is now "sorted."

The current Jeep Cherokee (chassis code KL) has been a solid hit for Jeep. It was, until this year, a strong fleet vehicle (Jeep says it will no longer be sold as one). It was a popular choice at rental counters. And it generally sold between 150K and 200K units per year. It's a profitable car in the most competitive car segment in the US. The addition of the Overland trim in 2016 made it even more profitable. And it replaced a truck that very few people miss. Jeep made the correct call bringing back the Cherokee name and putting it on this vehicle.

But Jeep's parent, FCA, is slower to redesign vehicles, opting to keep platforms longer, refreshing them periodically. This means that FCA vehicles have lagged-behind most other manufactures in meeting the highest safety standards. It took a few model years for the Jeep Renegade, Cherokee, and Grand Cherokee to pass the brutal IIHS "moderate overlap front" test. But in 2017, they finally passed. I'm just speculating, but I wonder if FCA got any help from Hyundai Steel. They do work together sometimes.

The KL Cherokee was introduced in 2013 and went on sale in 2014. I was excited to see it developed and released nearly five years ago. And while an all-new Grand Cherokee is still three years away, it was time to refresh the Cherokee. Jeep sales have flattened. The brand is healthy. But I don't know if Jeep will ever sell 1.3 Million vehicles in the US again. Not again this decade, anyway.

This refresh seems like a new start for the KL. Here is some of what has changed:

A new front fascia and rear end. The front end keeps the short, raked seven-slot grille, but eliminates "stacked" lights in favor of a more traditional headlamp and turn signal cluster. And it looks really good.
A new FCA two-liter turbo (same as the one available in the new Wrangler, minus the mild hybrid system). This new motor provides V6 power with the CO2 emissions of an inline four cylinder, which it is.
It appears that "Ski Gray" is going to be a new interior color choice for the Limited. So one doesn't have to get the top of the line Overland trim to have an interior color palette similar to a Land Rover Discovery Sport.
The center stack has been redesigned to allow a phone storage slot, LED lights below the climate controls, and the new 8.4-inch Uconnect screen with Apple Car play will be available (just like the new Wrangler Sahara and top trim Grand Cherokee).
The lift-over height for the rear cargo area is still at least an inch higher than competitors (due to the fact that you can store a full-size spare tire under the floor). But the cargo floor is now wider.
The 2019 Cherokee has lost 200 pounds, thanks in part to an aluminum hood and a redesigned, composite rear hatch. The hatch can now by activated by sticking your foot underneath the vehicle, just like the Ford Escape and Edge.

These changes should be enough to maintain Cherokee sales. But I don't see its sales catching up to the Honda CR-V, Hyundai Tucson, Subaru Forester or Ford Escape. That's because this Jeep is unique in its drivetrain configurations and off-road capability. It's frankly a little weird. You can spend $35,000 and get it with two electronically-controlled transfer cases and a locking rear differential. That's very truck-like, even though it has a longitudinally mounted engine for a front-wheel drive bias in normal pavement driving. Or you can spend $22,000 and essentially get a fleet vehicle / rental car version, with either front-wheel drive or part-time AWD, the inefficient-but-dependable Tigershark motor, black cloth seats, and a soft steering feel. So you can get a Cherokee that can easily traverse the Valley of the Gods, or get a basic Cherokee to move you and the kids around town. The Cherokee can be as wild or as anonymous as you like, all in the same platform. Jeep knows it can't beat Hyundai or Honda's features at the base price. But the brand is so attractive, enough people find a Cherokee that suits their needs. And more important for FCA, enough people buy premium Cherokees to keep the model very profitable. I look forward to seeing it at this year's New York International Auto Show.

Here is this morning's press event, in which Jeep CEO Mike Manley introduced the revised Cherokee.

Paris Expands Its Efforts To Remove Most Cars From Its Roads

January 10, 2017 in Automobiles, Architecture

I have been sitting on this blog post since May of 2016. I was going to call it, "Paris Dooms Most Cars More Than 20 Years Old To The Crusher." But this story has grown over the months. Paris is trying to get to the point where very few people own cars, and those who do, use it to escape the city, not use them to travel within the giant metropolis. That's how I use my car in Manhattan. It is my get out of town for the weekend ride.

This story really went global when Paris announced it was banning most cars made before 1997 from driving on roads. But then this week, Paris mayor Anne Hildago explained that it wouldn't be enough to meet her vision. And that vision is a capital with nearly no cars driving in it. And so she is accelerating efforts to do just that by banning cars from some major thoroughfares and expanding bicycle lanes. For Paris, the answer is not electricification, as all cars are "archaic," and waste space. If Hildago gets her way, cars will no longer have priority access to the streets of Paris.

I have never been to Paris. I am more of a London kind of guy. But there are two things we need to understand about this push to sharply reduce the number of cars in it.

From our colleague Uncle Tim:

“First, Paris is in a deep geological basin, which worsens the smog problem caused by the cars. And secondly, it has one of the best and easiest to learn and use subway systems in Europe. If there’s one city on the continent which could reduce private car use, it’s Paris. Banning pre 1997 cars is a good idea, but Paris should follow London’s wise example and charge operators for driving in the central city.”

Paris has the mass transit infrastructure to do this, of course. It is already faster and cheaper to get to any of Paris' 20 arrondissements by metro or bus. And Paris has confidence that it can increase capacity to carry more passengers who give up cars. New York couldn't do that. No US city could. London could, and it has encourages a shift to mass transit with its congestion tolls, now going strong in its 13th year. If Paris combined its aggressive car restrictions with London-style congestion tolls, it would see results even sooner. Let's see how Paris is doing in a year (2018).

And look what direction Madrid is now going.

The Art Of The One-Way Road Trip

September 01, 2016 in Automobiles, The USA

Most of us have gone on road trips, and not always as the drivers. Since 2011, my wife and I have gone on an ambitious annual road trip in the American West. We put about 4,000 miles on our New York City-based car per year. But on these Western road trips we don’t take the car we own but instead, we fly to our starting destination and put over 2,000 miles on a rental while meandering to our final destination. It took just one trip for us to get hooked on this.

This is a guide about next-level road tripping. This is the art of the remote road trip, well outside your home region. This isn’t about renting a camper, either (I might do that someday driving across Australia). This is about seeing your great country, where too many people fly over the best stuff it has. What would you want to see on an American road trip? Would you want to see cities and towns that look like your own, or would you want to see what Teddy Roosevelt once called “big things”? Wouldn’t you like to go big?

The American West has the attractions you didn’t know you wanted to see. From mountain ranges and canyons, to ghost towns and colorful Mexican cemeteries, to Indian reservations and native American tribes we should all educate ourselves about, to boneyards, and missile bases, to massive national parks and monuments that you and I own, the West has the goods. Look at this map of our national parks. If you live east of the Mississippi, how would you explore the great American West in any reasonable amount of time? You could join a tour group. But you love to drive. No, you are a driver.

There is a cool way to explore the West without a tour group or an RV. It can be expensive, but it's worth it. You can fly to one city, take a week driving to a final city, and fly home from there. That’s 7 days, over 1,000 miles (or 2,000), and many photos and memories. This is the one-way American West road trip.

A quick note about timing: Summer is the traditional time to do road trips but it is also when a whole lot of other people do them. Some of our incredible national parks and monuments have traffic jams during the summer. The best way to avoid this? Go after Labor Day. I want to present my guide for you Jalopers to get inspired to go out there to see your great nation. Every part of it has something interesting, but my example is the West, since that’s where you can clock the most miles and see the most diverse things in a week.

A big reason to do a one-way rental road trip is time. Like me, you probably can’t disappear from your day job for more than a week at a time. So you only have 8 nights away from home. A one-way road trip gives you the opportunity to cover a single region in a week. Renting a car one-way usually comes with a hefty fee. But we’re in a golden age of internet price research. Even some of the biggest rental companies reduce their one-way fees for certain locations with high inventory, like Las Vegas or Phoenix. Once you know your starting and ending airports, you can do reverse searches on flights and car rentals to help decide which travel direction will cost you the least (either in time or money).

Everyone needs at least one partner for a road trip. I have my wife, my “navigatrix.” I recommend you don’t go it alone. That’s reserved for people who seriously need time to themselves. But you, fellow driving enthusiast, you need a partner to navigate you and help you chose what to see each day and where to sleep each night. Which brings us to preparation, and some rules. A road trip is not a race. I consider myself a boring, safe driver. However, I have been warned about my speed by small town cops on two different trips. You’re not an endurance or cannonball driver, either. You need to take this slow. A typical road trip day goes like this: you wake up, find a place for coffee and breakfast, and then drive to the next site on your itinerary. You should have an idea of where you’re getting fuel, as well as lunch and dinner, and you know where you are resting your head after sundown.

I got hooked on faraway road trips the first time I did it. But like a lot of first times doing anything, it was the least planned, as we had no experience. We did it in early November, which is too late for a trip in the Southwest. And, we only gave ourselves 3 full days as we weren’t sure that this would be enjoyable. We ended up seeing too much in too short a time. Here’s the route we took on day 1:

On that single day, we drove from the Vegas strip, to the O’Callaghan-Tillman bridge observation deck, to the south rim of the Grand Canyon (the serious way to see it), and then through a corner of Navajo Nation to Flagstaff for dinner, and finally our hotel in (Take it Easy) Winslow, Arizona. That was nearly 450 miles in over 15 hours on the road. Oh, and we were met by thundersnow in Flagstaff.

On the following 2 cold days, we crammed in 5 more major attractions, including, amazingly, Monument Valley, before arriving late in Albuquerque for our last hotel stay and flight home. Along the way, we caught a glimpse of Shiprock, a beacon for future trips. Since then we have been far better paced. Here’s what you need do to become a pro at this:

Find your flights and car combination. You can choose Midland (Texas), Salt Lake City, Denver, Albuquerque, Tucson, Phoenix, Las Vegas, or smaller airports as start and end points. Play around with flight and car rental itineraries. Does it cost less to start or end the trip in one of your two cities? And with the car, skip the supplemental insurance from the rental company and buy a separate insurance policy.

You can rent a good car. I’ve rented respectable Infinitis, Fords, Volkswagens, and Chevys on these trips. There are some decent, comfortable cars to rent. It just requires research and sometimes a little persistence at the counter. If you do a full week trip, you could be spending over 50 hours in those car seats, so keep that in mind. Lately any Ford Escape EcoBoost has won out for me. The seats are right and it’s pleasantly zippy.

Plan your visits and stops. Research what you would like to see along your route. Then figure out your exact route so you can come up with a daily list of sites you want to visit. Start with National Parks and National Monuments, and then find things that interest you. It can be museums, cultural sites, cars, planes, or even joints featured on Guy Fieri’s TV show (I can’t be the only one who watches that). Note closing times of the places you want to visit. When is that Spaceport tour? What time does that restaurant open or close? What is the latest time you can get stamped at the park visitor’s center? Is that ghost town accessible year round, or only on certain days? Figure out with your navigator which stops are priority and what could be considered bonus objectives if you have time. You’re going to be keeping track of what you hit and what you can come back and visit on a future trip. And as you do this, plan out where you’ll sleep. Thanks to airbnb and VRBO, hotels and campgrounds are not the only options.

The distance between your start and end airports is not as important as limiting how many miles you cover each day. 200-300 miles per day is ideal. You want to do all your sightseeing in daylight. We’ve done Las Vegas to Albuquerque, Albuquerque to Denver, Midland to Albuquerque, Minneapolis to Las Vegas, Midland to Phoenix, Tucson to San Diego, and we have Albuquerque to Austin at the end of this summer. In all my trips, my navigator and I have chosen the overnight stops, and using Google Maps (or your preferred map site), we plot an exact route and watch the daily mileage total carefully.

Produce a travel binder. Remember Mitt Romney’s “binders full of women?” Well you are going to need a single binder full of trip information, in chronological order. Grab a binder and hole puncher (find a hole puncher where you work). Start with your flight reservations. Then your car and insurance documents. Print out your hotel reservations. Then for each day, you will insert printouts on where you’re going. Print out driving directions, as mobile phone coverage in the West is sparse. In fact, make sure you print out the address or GPS coordinates of every place you plan to visit. Also take a GPS device as a backup to your phone.

Learn to like Wal-Mart. I know. That’s a tall order for a leftie New Yorker. But in some small towns, Wal-Mart is the only source for beverages and snacks. Buy a styrofoam cooler, put ice in it at your hotels, and you have a mobile fridge.

The rest is up to you. If you love to drive, you ought to try it. Take a week off to see this amazing country and maybe you too will get hooked. When you are ready for the next level, there’s Canada and Australia to explore. Then you’ll know three nations with ‘wild wests’ and near-empty roads to drive. Just don’t speed. Local and tribal police know when big city people are headed their way.

Goodbye, GM Theta Platform

August 10, 2016 in Automobiles

While not an enthusiast's platform by any means, it is finally time to say goodbye to GM’s crossovers built on the Theta platform. And what better, trendy way to kiss them goodbye then to offer murdered out editions? Yeah, all black everything, like it’s 2013! Early this year, the GMC Terrain got the “Nightfall” treatment, and now it is the Chevy Equinox’s turn with the “Midnight” edition, before the current platform bows out in 2017.

Now say what you will about the blackout editions, the Theta platform is one of GM’s recent big successes, outside of truck sales. The Equinox, Terrain, and former, Mexican-made Saturn Ion/Chevy Captiva have been very reliable, quiet, and easy to drive family crossovers. Sometimes boring is good when it comes to a family vehicle. The Theta has been pretty solid and without drama.

Enthusiasts lament the loss of the North American Chevy Trailblazer, while Chevy sells a decent international version in the southern hemisphere. But a few have respected the Theta platform for its balance and the venerable 2.4L EcoTec motor, which remains a popular choice for Baja Bugs and Sandrails. In fact, I saw the American Captiva as a forbidden fruit, as it was sold only to GM fleet customers. I liked the Captiva so much I insisted on it at car rental counters for years. It was quieter and more efficient that any RAV4 or Edge at the time. And I think GM customers would agree, as the Equinox has solid sales numbers even as it enters the final months of production.

In keeping with the tradition of GM dealer order codes, if you want a Midnight Edition Equinox, you have to combine the LT trim with the Convenience Package. That is, if you really want one.

It seems even the GM faithful are weary of these blacked out cars. But doesn’t The General do it well with the Cadillac ATS Midnight Edition?

And how about Jeep’s Altitude edition of the Grand Cherokee? Is this trend dying a few years after it caught on? Do any of you still want a black grille and wheel set from the factory?

A New Hyundai Compact Platform Is Born: The IONIQ And Niro

April 18, 2016 in Automobiles

Imagine you are Hyundai-Kia, and you want to jump into the plug-In hybrid and electric vehicle (EV) game. What's the most cost effective way to do it? Make a plug-in hybrid version of the Sonata? That's doable, but that's one existing model. They could try to re-develop the Elantra platform.

But no. Hyundai did the most logical thing and developed a whole new platform that can accommodate both gasoline and electric powertrains. That platform has just given us four new models for 2017: the Hyundai IONIQ hybrid, the IONIQ plug-in hybrid, the IONIQ EV, and the Kia Niro. I have mentioned that Hyundai has been watching Volkswagen in the last 10 years, and once again, Hyundai has done something I would expect from Wolfsburg, and that is logical platform development and sharing.

Let's take a moment to look under the hood of two of those cars, the IONIQ hybrid and the Kia Niro, as those models will be the hot sellers. Under that contemporary plastic cover is a small, 205-pound, 1.6 liter Hyundai Kappa III g asoline motor, and next to it, a 6-speed dual clutch transmission (DCT). In between the two is a 32 kilowatt (43HP) electric motor. Pretty fancy considering the gearbox is not a CVT. Oh, and there's no separate battery for the starter motor. One car, one lithium-ion battery pack.

Hyundai promises smoother activation of the electric supplement and smoother shifting. And with reportedly unnoticeable regenerative braking, Hyundai swears that the vehicles will not suffer from the rubber band acceleration, coasting and overall jerkiness of the Toyota Prius, their main rival.

I am a firm believer in front wheel drive for young drivers. I also believe in it for warm climates (like, two thirds of the US nowadays). When it is engineered for sporty performance, you get cars like the Volkswagen GTI, Acura Integra, Volvo S40, and more than a few French cars. When it is engineered for economy runs, we get impressive hatchbacks like the 1985 Honda Civic CRX HF and the current Ford Fiesta FSE. But we also get vehicles that are not fun to drive (most people will say Prius, but there are worse).

Hyundai is looking to make high economy cars fun by retaining gearboxes and rear multi-link suspensions.

I'm particularly curious about the Kia Niro. It's a tall wagon, not unlike the Kia Rondo from years ago. It has a polished, asymmetrical interior that is an early candidate for Ward's Ten Best Interiors in 2017. We shall see. More if and when I get my hands on one.

The 2016 Hyundai Tucson And Kia Sportage: A Tale Of Two Design Philosophies

April 18, 2016 in Automobiles

The non-luxury compact crossover segment in the USA is hotter than ever. For years, the segment has been dominated by the Honda CR-V, the Toyota RAV4 (the best selling car in Massachusetts, apparently), and the Ford Escape. While the top three best sellers have been stable, the battle in the remaining ten spots has been no less important, with the monthly winners bringing in much needed profits for their parent corporations. The CX-5 has become the best selling vehicle for Mazda. The Nissan Rogue, a rather soft vehicle in look and feel (soft suspension, soft CVT transmission, really soft steering, soft seats), has been a huge hit for Nissan. The Subaru Forester is now big enough to belong in this segment. The GMC Terrain and Mini Countryman are sleepers. The Fiat 500L is adorable, but too slow, and not long for this world. Jeep has a new vehicle coming to this segment in 2017. The Volkswagen Tiguan is poised to re-enter the segment at a more reasonable price. And then we have the Korean siblings, the Hyundai Tucson and Kia Sportage.

Looking back to around 2001, these two little SUVs represented the bottom of the American automotive barrel. The Kia Sportage was a badly designed vehicle based on the Mazda Bongo, and was recalled twice for a little problem of having a rear wheel fall off now and then. The exterior panels and interior parts didn't seem to match. The parts didn't seem to belong to the same vehicle. The rear hatches were rickety to say the least. The quality was simply not there. The Tucson fared a little better, with a dated design, but with an old, yet reliable Elantra powertrain. By 2010, the Tucson had gotten a new platform and new engineering from Hyundai's offices in Germany. And now, both the Tucson and Sportage enter new generations for 2016 that bring new levels of quality and design to both brands. These are daily drivers, to be sure. But they deserve a serious look for those who want to avoid the top three sellers and get a lot of car for their money. Well-equipped and with all wheel drive, either can be had for a little over $30,000.

Hyundai has a controlling stake in Kia, and the similarities between the two vehicles is apparent. The Tucson is in its fourth generation, and the Sportage is in its third, but I now see them synchronized with each other. I'm fairly sure they ride on the same Hyundai Elantra platform. The both have rear, independent multi-link suspension (are you listening, Honda?). They both have a 1.6 liter, turbocharged, direct-injected aluminum Hyundai Gamma motor under the hood (for premium AWD trims). That motor is mated to Hyundai's noisy but effective 7-speed dual-clutch transmission (DCT). In fact, that motor and DCT is coming to the Elantra as well. Both now offer Android Auto and Apple Car play interfaces for their entertainment head units. Both offer heated leather seats, LED exterior lighting, and a motorized rear hatch. And both offer digitally-set cruise controls and a host of driver safety aids, both standard and optional.

A note about that 7-speed gearbox. Hyundai's new DCT seems inspired by Volkswagen's excellent use of the technology. The reviews are in, the consensus is that Hyundai's DCT is better than any CVT. However, it is slow to shift, and so, it is not much fun. There is a slight hesitation to get moving from a stop, as is the case with most DCTs. And when the driver parks the car, or takes it out of Park, the gearbox sometimes makes a ratcheting or clicking sound. Hyundai even produced a video explaining how this behavior is normal.

So the difference is obviously design. Hyundai is taking a more conservative, luxury car path, as it wants it's cars to compliment its rebooted Genesis brand of luxury sedans and possible coupes. Kia prefers to be different, with it's happy, big mouth grilles and sportier interiors. Indeed the biggest differences are inside, where Hyundai has taken a conservative approach to vent shapes and soft-touch materials, and Kia is going for the younger buyer, with a sportier flat-bottom steering wheel busier (and glossier) center stack.

Both vehicles feature four (four!) thumb toggle controls on the steering wheel. Two on the left side for audio controls, and two on the right for cruise control settings. Because more is more, right?

Automakers have finally figured out where customers want USB ports and 3.5mm audio ports to live - behind the shifter.

And then aside from the steering wheel shape, the question is, how do you want your center stack to look? Do you like he Hyundai's soft touch materials that simulate a more expensive car, or is the Kia's piano black gloss bearable?

These cars are not going to go from 0-60 in under 8 seconds. But they are important. How important? Well, for Kia, the Sportage has taken over as their best selling vehicle worldwide. The longer it remains hot, the better Kia will be able to produce more cool family movers like it, and grow as a respected brand. In 20 years, Kia has gone from a brand you can never trust, to the "Hyundai for people with bad credit," to the more interesting and edgy division of Hyundai.

I am yet to test drive either, but I hope to this year or next. I do think that with both vehicles, the Sport or EX trim is the one to get. Hyundai offers a stripped-down version of the Sport called the Eco. But considering that it only manages to match the Sport's 25 miles per gallon, there is no clear advantage. So if you can afford the heated seats of either the Tucson Sport or Sportage EX, go for it.

Thoughts On The Second Generation Volkswagen Touareg (Gasoline / Petrol)

December 30, 2015 in Automobiles

Not sure if it is really worth $42,000. But the 2015 gasoline V6 Touareg brings the features. It has a lot of suspension travel for a production crossover. Big springs. It is the quietest car I've ever driven. The 8-speed transmission is impressive. And the seats were near Volvo-comfortable.

It has a great blend of luxury and sport. The electric power steering is programmed to feel heavy, like a luxury car. But a direct injected 280HP motor made it feel lighter than it is. It is smaller than its cousin, the Audi Q7.

The big surprise was the off-road mode, as Andrew Collins over at Jalopnik described after he played with the diesel version. It has automatic downhill decent control, which downshifts and brakes automatically to guide you down dirt trails. It was a master of dirt roads. I think we did nearly 100 miles on "primitive roads" into canyons, washes, and forests near the Mexican border.

Offroad mode in the Touareg is not a gimmick. I was climbing and descending the trails with Jeeps and Range Rovers.

In 796 miles driven, I averaged a mediocre 23.9MPG on a mix of 87 and 89 octane. A 20 gallon fuel tank meant that I could have comfortably gone 500 miles in between gas pumps. $2.00 gasoline was also a nice plus in the American southwest.

An outstanding car. It competes against Range Rover, in terms of suspension. But it is overpriced as simply a paved roads family mover.

I loved how quiet and smooth it was. The third generation should arrive in the summer of 2016.

Challenger Me This

June 16, 2014 in Automobiles

Will the next-generation Mitsubishi Pajero arrive on the islands of Puerto Rico before their thousands of Navitas (Challengers), and Monteros die off? Mitsubishi is still very popular as a brand in Puerto Rico. While new Lancers and Outlanders sell well on the main island, older SUVs and the long lost Civic competitor, the fifth genration Mirage, are seen all over Vieques, one of the most brutal environments for cars and trucks. Three more Nativa examples and an old Montereo are pictured below, all seen in Vieques in recent years.

I must say, I like the first generation Nativa / Challenger (1995-2008). It had clean lines, a spacious interior, and in the later years, a five speed automatic. They can be seen today all over Vieques (a fine example is pictured above). It is a proven off-roader on three continents.

In Defense Of The "Boring" Cars At The NYIAS: Part 3, The 2014 Mitsubishi Outlander GT S-AWC

October 26, 2013 in Automobiles

The New York International Auto Show is long over. But I am not quite finished with my tips of the cap to the boring, yet practical cars of the show.

My third pick is a vehicle that has grown on me quite a bit the more I read about it - the third generation Mitsubishi Outlander. Part of this is because it has been on sale across Europe for over a year already. Another reason is because Mitsubishi has really brought the good stuff, especially for those who cross the $30K threshold (although that may be overpriced). Fully loaded, you get the guts of Mitsubishi's most legendary off road vehicles, the Pajero and Challenger, an interior that is finally refined and luxurious, and for the first time, a suite of safety technologies that Mitsubishi has only kept in Japan up until now.

I feel this is going to be another unnecessarily long post on automobiles. You have been warned.

As usual, I am ahead of myself. Let's catch up with Mitsubishi, a car company that is doing well in Japan, Australia and the Caribbean, but not many other places these days. Why do us car guys like them? There are several reasons. Mitsubishi is Japan's first mass producer of automobiles, with the Model A in 1917, nearly 20 years before Toyota built their first car. They never really charged into the US market, as I recall. They needed help to get here. So they sold a share of their car business to Chrysler, which realized that they could improve fuel economy in the turbulent 1970s oil market. That partnership resulted in the Dodge Colt, and Mitsubishi's gaining a foothold in the USA.

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The 1977 Dodge Colt coupe. Perfect for hooning down under.

History records that Detroit was too slow to make their cars lighter, more efficient, more reliable, safer, and more comfortable in the 1970s. The Japanese manufacturers did, and took a huge bite out of US market share in the 1980s. Detroit might have even forseen Japan overtaking them, but that didn't stop US manufacturers from partnering with their Asian competitors. Ford parternerd with Mazda. And GM formed partnerships with Suzuki, Subaru, Izusu, and Korean maker Daewoo (the last partnership continues to this day as GM Korea). These partnerships brought smaller, lighter cars to the US.

Not all Americans wanted small cars, to be sure, but the impression I always had was that Americans wanted more choices, and the Japanese companies worked harder to provide them. The more Americans gave Japanese cars a chance, the more Americans appreciated their smaller styles and more ergonomic interiors. Wanted a lightweight, rear wheel drive sports coupe? Datsun, Mazda and Toyota made those. How about a light pickup truck for those who didn't need an Ford F-150? The Japanese created a whole new compact pickup market. Subaru brought standard all wheel drive to its entire lineup beginning in the late 70s. Mid 1980s cars like the Honda Civic HF and Toyota FX-16 gave Americans both sporty performance and high fuel economy, unheard of in American cars. And while the XJ Jeep Cherokee, Chevy Blazer and Ford Bronco were the kings of the second generation of American SUVs, the Toyota Land Cruiser, Isuzu Trooper, and Mitsubishi Pajero (a.k.a. Montero) quickly became legends in the own right.

There was a slow build up before Mitsubishi could become a known and respected brand in the US. Up until the early 1980s, Mitsubishi was just a smaller manufacturer of lightweight sedans. But their engine building reputation got them more business from their rivals. Their partnership with Chrysler led to them to design and build more engines for companies like Hyundai and PSA Peugeot Citroën. Together with Chrysler and Hyundai, they developed the World Engine project, which supplied engines to all three companies for nearly 20 years. The Eagle (Chrysler) Talon had a bulletproof Mitsubishi alloy engine. So did the first Hyundai Elantra. A lot of Mitsubishi DNA went into some of Chrysler's most successful cars of the 1990s, such as the Dodge Intrepid and Stealth (which was actually a rebadged Mitsubishi GTO, one of the most successful GT cars of its time). And they manufactured the first generation Volvo S40, which was a redesigned version of the Mitsubishi Carisma.

Another rare bird. The Lancer Wagon, sold in Asia, Europe, and Canada only.

Designing and building engines for other car manufacturers is something Mitsubishi has done for decades. But it needed to find a niche of its own in order to build brand identity in the US. And by the early 1980s, it seemed to have found it in the compact Lancer sedan, the rugged SUV known as the Pajero (also called the Shogun and Montero in other markets), and the slightly more comfortable, full size SUV known as the Challenger. The Lancer and Pajero were introduced in 1973 (with the Pajero undergoing 9 more years of development before it went on sale). The 4-door Pajero came to the US in 1983 as the Montero. The 2-door Pajero followed as the Dodge Raider in 1987. The following summer, Mitsubishi added the Eclipse coupe and Galant midsize sedan to its US lineup.

By 1990, the Eclipse and Montero were hits in the US, giving Mitsubishi the opening it needed to expand its network of dealerships. Along with the Lancer and Galant, these four cars would be Mitsubishi's core US lineup for 13 years. The Lancer would become a worldwide hit once its high performance varient -the Evolution- was produced.

There would be no big expansion on that lineup. The wonderful Delica minivan made the briefest of apperances in the US. Pickup truck models would come and go. The mirage subcompact would come and go (and now it’s back). But essentially, Mitsubishi Motors USA sold four vehicles with the red diamond logo on them from 1988 to 2011, with the Lancer and Montero becoming the most loved and respected over time.

Most auto enthusiasts would get to know the Lancer. It made the incredible transition from a cheap compact to an all-wheel-drive, four door rally car rivaled only by the Subaru WRX. Like the Subaru, Ford Escort and Citroën Xsara, the Lancer is one of the great rally car sales and marketing success stories of the last 30 years. Most Americans would recognize the Montero as well. It's arguably the only other Japanese off road vehicle that could keep up with the Toyota Highlander in all conditions (and the Isuzu Trooper II wasn't far behind the Montero). In harsh, hot environments such as Hawaii, Puerto Rico, and the American Southwest, you can still see quite a few Monteros in use. People who currently own one are holding onto them. They are special vehicles. Mitsubishi still sells the Pajero and Challenger, where they are especially loved in Australia.

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A 2007 Pajero and a 1983 model, which was sold as the Montero in the Americas.

Things were going really well for Mitsubishi in the US around the year 2000. They had earned respect. They had big budget commercials on American TV and sales were up. But then "Project America" happened around 2001. It was a corporate misfire, and cost them dearly. Since 2003, Mitsubishi Motors in the US has been slowly dying, and Project America, combined with cuts in marketing expenses are directly to blame.

Since I don't know too much about it, I'll keep my summary short. Essentially, Mitsubishi decided to re-design and build two of their models, the Galant and Montero, in the USA (Normal, Illinois), and introduce a crossover tp be sold worldwide as the Outlander.

First, they redesigned the Galant with an emphasis on what they thought Americans wanted in the 21st century. They thought Americans wanted longer, more retro looking sedans. But Americans only bought more Accords and Camrys. Those who didn't go with Japan's two most popular brands gave Ford's new global sedan platform a try, which boosted both sales and prestige for the Mazda 6 and Ford Fusion. Even the smaller, BMW-like Subaru Legacy became a smash hit. The Galant, having achieved greatness in design and technology in its eighth generation (1996-2003) became totally left behind in its final form. A last minute attempt to market the Galant in Australia as a muscle car failed. In August 2012, the Galant ended its production worldwide, and the company is still trying to sell off unused inventory in the US.

The ninth generation Galant. From sleek and fun to drive to long, heavy, and ugly.

In the second phase of Project America, a similar thing happened to the Montero. But I would argue the consequence was worse, because it cost Mitsubishi its flagship in the world's second largest car market. The US-based design team made the Montero longer and bumpier, with pronounced bumpers and thick fender flares, and renamed it the Endeavor. They also gave it the retro fascia of the ninth generation Galant. Mitsubishi must have realized that their new face for American cars was terrible, because they quickly revised the facia of the Endeavor, but the damage had been done. By 2009, sales of the Endeavor were so bad, Mitsubishi Motors USA suspended production for over a year to give unsold inventory a chance to decrease. In August 2012, the Endeavor was discontinued in all of North America. The Montero is still a hit worldwide as the Pajero, and it's still a real off roader worth buying. But with no 4x4 in the US market, Mitsubishi only lost precious market share.

Under the bumpy skin it was still a Montero. But Americans rejected it in droves.

Just so I'm clear, I'm arguing that missteps in the physical design of the Galant and Endeavor sealed their fates. Quite often, how bad a car looks can explain its demise, just like missteps in marketing, poor corporate leadership, or overall poor build quality. Just look at what happened late in the game to Pontiac and Isuzu.

For Project America's third phase, Mitsubishi entered the crossover market with the Outlander. Of the three "Project America" projects, it has not been a disaster. But it had a rough start. The first generation actually looked great in Japan (known in the JDM market as the Airtrek). But in the US, the Outlander (a name too close to the Subaru Outback, I think), was given a similar, retro nose and grill similar to the last generation Galant and Endeavor. The big grill vents look like something out of Fallout (where big 1950s car designs rust away in post World War III America). But Mitsubishi probably caught a break here. The Outlander was affordable, had all wheel drive, and was relatively efficient. Its sales numbers were respectable, and it was spared the axe.

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2003-2006 Outlander and its ugly grille.

The second generation Outlander was a vast improvement. It had more room and luxury features. It intorduced a 650-watt audio system by Rockford Fosgate. It had one of the better navigation systems available. And it offered Mitsubishi's new, global small truck engine, the 6B3. After a long hiatus, one of the engines offered in the Pajero and Challenger in three continents had returned to the States, more efficient than ever before.

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Entertainment / navigation hub in the second generation Outlander. One of the best offered at the time.

The Outlander stretched from 179 to 184 inches to to accommodate a third row of seats, and the price, fully loaded, swelled to $34K. And yet, it became a hit, mainly because the entry level trims offered a lot of car for the money, and the quality was a marked improvement over the second generation. The Galant may have been dying. The Eclipse had been beaten by a new generation of east Asian rear wheel drive sports cars (Nissan Z, Hyundai Genesis, the Toyota-Subaru twins). But Mitsubishi had found a new product to compliment the Lancer, and remain in the US as a small niche brand.

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The 2007-2012 Outlander. Progress!

It was soon time for Mitsubishi to do three things: reboot their North American marketing, increase their American marketing budget (a big reason sales dropped since 2009), and redesign an existing, popular vehicle without ruining it.

In the summer of 2012, the third generation Outlander debuted in Russia to positive reviews. Then it came to its native Japan. Then Australia. Then mainland Europe. And now, finally, the USA. So far, the two biggest gripes are that the base engine is too weak, and the GT model with AWD and the V6 is overpriced. The critics are nearly unanimous that overall, it is an improvement over the second generation model, aside from the loss of the drop-down tailgate. The critics also agree that while the styling is conservative on the inside, it's what American drivers prefer in terms of materials. A soft-touch dashboard goes a long way to win critics’ hearts these days.

The new Outlander is the most aerodynamic Mitsubishi ever produced with a drag coefficient of 0.33. Design-wise, it has elements of things I have liked over the last 10 to 20 years. It has a somewhat rectangular profile similar to the last generation Montero to be sold in the US, or the first generation Toyota Highlander. The front air intake is prominent, and probably shows too much radiator, but I appreciate the wide distance between the front headlamps (one of, if not the widest in the US market). The rear window is curved, contemporary, and compact. And the crystal clear brake light lenses are reminiscent of the previous generation Subaru Impreza, and they blend into the rear bumpers and lines very well. The stamped steel roof has ridges, which are functionally unnecessary, but similar to the ones seen in rugged vehicles like the Nissan XTerra, Ford Escape, and Jeep Wrangler. There are no fender flares like previous Outlanders. This is a tighter, more minimalist exterior design.

A nice accent: the chrome trim under the side windows swoops up to highlight the C pillar. It's almost a Hoffmeister Kink.

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Rear brake light lenses remind this author of the third generation Subaru Impreza.

The Outlander is no wider over the previous generation - a relatively narrow 71 inches (just an inch wider than my Hyundai Elantra Touring). It has actually shrunk in overall length by one inch to 183 inches. Because of this, and its reduced weight, it is classified by the EPA as a compact SUV, like the Subaru Forester. But in terms of overall dimensions, it should be considered a midsize SUV. It is very similar in dimensions to the Subaru Tribeca, Hyundai Santa Fe Sport, Chevy Captiva/Equinox, Kia Sorento, Dodge Journey, and Ford Edge. And of those vehicles, only the Outlander has a standard third row seat. In addition, the Outlander promises fuel economy equal to the Captiva and Santa Fe Sport, at about 25-28 MPG overall. Those are the Outlander’s key selling points, and the company can only hope American buyers take notice.

In the American three-row SUV market, the list is short, and the prices often creep above $35K. There’s the Chevy Traverse, Ford Explorer, Dodge Durango (essentially a lengthened Jeep Grand Cherokee), Hyundai Santa Fe Seven, Toyota Highlander, and Mitsubishi Outlander. With the lowest entry level sticker price of that group, the Outlander has an advantage it needs to market to death. It seems to be working. I’m seeing Outlander ads on TV again, marketed towards moms and dads alike (dads get a Monument Valley ad, moms get ads about the active safety technology). More important, I’m beginning to see the new Outlander here and there. I saw one at the Newport Folk Festival in July, and another in midtown Manhattan last week. So it is selling. But where is the cost cutting, and is it worth it to step up the premium model?

Not having driven the premium GT S-AWC model yet, I can’t comment on performance. But I spent some quality time in one at the 2013 New York International can make some observations conclusions about the overall package.

So what do you get for starters? Things you should expect for a contemporary crossover. The Outlander has independent suspension, four wheel disc brakes, steering wheel-mounted cruise and audio controls, an alloy engine, deep tint rear windows, and heated side view mirrors. So far so good.

The base model, the ES, gets a 2.4 liter I4 generating 166 horsepower, mated to a CVT. The jury is in on that combination: it’s efficient but sluggish, like the former Honda Element. The slightly more luxurious SE gets the same combo. The SE S-AWC also gets it, except it also gets a transfer case and center differential, for part-time all-wheel drive (or as Mitsubishi calls it, “Super All Wheel Control,” or S-AWC). I expect the SE S-AWC to be the best selling model, as it offers more convenience, safety, and luxury packages while retaining the 28MPG overall average. That’s the same average as the slightly smaller Chevy Captiva.

But the Grand Touring (GT) trim interests me the most, despite the high price. It swaps out the four banger and CVT for the 6B3 engine and a new 6-speed automatic transmission. Peak horsepower is only obtainable at high RPMs, but the overall noise and vibration is far lower compared to the ES andd SE trims. The GT also adds aluminum paddle shifters on the steering wheel and digital, dual zone climate control. S-AWC comes standard with the GT, as well as the option to lock all wheel drive at slow speeds. Don’t expect a 0-60 time of under 9 seconds, but do expect a quieter, more confident ride, as well as better road feedback and handling, which I greatly prefer. If the Outlander with the CVT feels slightly numb, like a first generation Nissan Murano, as I suspect, then I would hope the Outlander with the 6-speed feels more like a Hyundai Santa Fe sport. That would be a lot more fun.

There is a high price to pay for the upgraded drivetrain - about $5,000 more. And then, with the price nearing $30K, you might be tempted to get the Grand Touring options package, which adds heated leather seats, a sunroof, and the 710-watt audio system by Rockford Fosgate. That brings it to about $31K. If you go all the way and add Navigation, a power liftgate, and radar cruise control and speed limiter, it tops out around $34K. That’s about the price of a well equipped Santa Fe Sport with nearly the same features (minus the third row of seating, and substituting a turbocharged I4), or the price of an entry level Audi Q5 (also with a turbocharged I4). That’s premium territory, and critics have pointed out, it's a bit much for any Mitsubishi aside from the Lancer Evolution or Challenger.

Stepping inside the Outlander, you can see the critics have a point. The gauges are LED-illuminated, not electroluminescent (a premium feature these days). The steering wheel, while leather wrapped, is not small and beefy as is the trend today (see any current BMW, Audi, or the Jeep Grand Cherokee). The centerpiece of technology is the Rockford Fosgate radio/CD/NAV unit, which, since 2008, has always looked more like an aftermarket product than a factory installed option. But I am still in love with that unit. It’s among the best factory-provided satellite radio and navigation units available.

The dash, at long last, is soft touch, but the design is closer to cargo van than luxury SUV (I admit, I am fond of the new design, because it is closer to what Mitsubishi and Subaru offer in their domestic market vans). The vents are up high, and the center stack is nearly vertical. But in a nice ergonomic touch, all the buttons and controls are all angled at the driver, not unlike the last Saabs or the current Kia Optima. There is no Mazda-like slope to the center stack. There’s nothing to surround the driver in soft materials. But that does seem to be Mitsubishi’s design philosophy, as seen in the nearly vertical center stacks in both the Challenger and Pajero SUVs overseas.

I have no idea why manufacturers like Ford and Nissan think that piano gloss black plastic is a premium material. I try not to touch my dashboard as a general rule, but piano black is a fingerprint magnet. It’s usually a dealbreaker for me, but I admit it looks okay here. The buttons are big enough so it’s difficult not to miss them with your finger. But I will have to wait until a test drive to see if the aluminum trim around the cluster of buttons is reflected in the windshield. The Saab 9-3 had that issue, and in sunlight, it caused the trim to appear as a bright line across the driver’s line of sight out the front windshield.

So the interior is conservative. But still, on a scale of Western vs. Japanese, I’m happy to say that the Outlander still feels Japanese. I actually consider that a selling point in in the current US market, as most Japanese automakers are designing their cars in Europe and the US.

The back seat is fine. There’s plenty of legroom. The seats are firm and supportive. My rule for back seats is simple. If there’s more room than a BMW 5 series, and a drop-down center armrest, then I’m happy. If not, then I have a impractical car that can’t accommodate my mother in law. Most cars skimp on legroom, especially the German brands. I need those seats to be roomy.

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Cargo space is also fine. With the third row folded flat, there’s 34 cubic feet of space behind the second row of seats. With the second row folded down, cargo space becomes an impressive 63 cubic feet, a little more than my own Hyundai Elantra Touring. I carry a toolkit, various tote bags, and two beach chairs in my Elantra Touring at all times, and can still carry two pieces of rolling luggage when needed. The Outlander can easily do the same.

A panoramic sunroof is not an option at this time (something you’d hope for above the $30K mark). Mitsubishi opted not to make a rear seat DVD or video game center available, which opens the door to plenty of aftermarket choices for families who need to keep their kids entertained.

Third generation Outlander conceptual illustration, circa 2008.

Although the automotive world saw this vehicle coming in slow motion since 2008, I like how Mitsubishi maintained its size and overall look during the design process. From conceptual drawings, to concept show car, to final production model, Mitsubishi took care to make this a global car, marketed in nearly every continent as the first vehicle of a refreshed car company looking to put recent mistakes behind them.

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Third generation Outlander prototype, 2009.

I will kick its tires again at the New England International Auto Show in January 2014. And there is an outside chance that the plug-in hybrid model, the Outlander PHEV will make an appearance at the New York International Auto Show in April, as Mitsubishi hopes to sell it in the US before the end of calendar year 2014. We’ll see if this vehicle lives up to my positive first impressions in the months ahead.

I'm probably in the minority when I say that I care about Mitsubishi, and I want them to stay in the USA. Mitsubishi, Mazda, and Subaru are the smaller, "performance" brands from Japan,and I'm a fan of all three. What Mitsubishi does over the next 12 months will decide their fate here, as does the sales figures for the new Outlander.

Let's Try This Aussie V8 Supercar Thing Again

September 09, 2013 in Automobiles

Supposedly there are enough Americans who want a rear wheel drive sedan that can run with the BMW 5 series, but don't want to pay more than $50K like a 5 series. But does this country really want a rear wheel drive GM sedan? Haven't we been here before?

GM tried this in 2008 with the Pontiac G8. It was a Holden Commodore in disguise - and a fine one at that.

Well, here comes the Holden Commodore again, as the Chevy SS (they should never have introduced that name in the 60s).

It will be a sales dud.

When GM gives us what we "want," we get all excited for the car at the auto show, NASCAR event, or dealership. But then we buy a Malibu, Impala, or a Honda or Toyota. It's part common sense. It's also the hard fact that most American car buyers, male or female, are looking for the most practical sedan that gets them where they need to go. Those who want rear wheel drive, American vehicles, buy a Jeep, Dodge, or Chrysler, and those who want a BMW or Mercedes simply look to those dealerships.

There's a difference between what excites car people, and what the market clearly shows us: that buyers want luxury and technology features, and are willing to stretch auto loans to 7 or even 8 years to get those leather seats, big rims, panoramc moonroofs, and touchscreen infotainment systems. Explaining to a buyer why they would have a much more fun driving experience with the rear wheel drive SS over the front wheel drive Impala could be fruitless. But GM will give it one more try.

I'm calling it now. It's going to FAIL. It doesn't deserve to fail, mind you. But like sport wagons and practical crossovers, we Americans can't have all the nice things. We have more car choices than ever before, and that might be the problem. Even the largest car market in the world can't support every niche. Only Japan can.

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