Jeep Grand Cherokee, Durango show diesel, V-6

Chrysler has sent our way a couple SUVs with power options to the popular Hemi V-8 – the 2014 Jeep Grand Cherokee Overland EcoDiesel and the ’14 Dodge Durango Limited V-6.

They’re mated to 8-speed automatic transmissions, effectively raising mpg standards for each.

New to the Grand Cherokee this fall, the diesel is a turbocharged 3.0-liter V-6 built by Italian-based VM Motori (associated with Fiat). Tremendous torque (420 lb.-ft.) gives the V-6 diesel maximum towing capability of 7,400 pounds, equal to the bigger Hemi V-8.

The diesel, which adds $4,500 to the Jeep’s sticker price, has strong low-end torque and the overall power range is smooth. Its EPA estimate is 21/28; my overall average was 25.8 mpg, based on a 70/30 percent highway/city split.

The impressive mix of torque and mpg is the selling point for the higher-priced power.

A two-speed transfer case and electronic limited-slip differential are part of the Quadra-Drive II four-wheel-drive setup on the review model. Quadra-Lift air suspension can lift the ground clearance to 11.3 inches for offroad tasks, or can lower the clearance for high-speed highway aerodynamics and for easier entry when parked.

A driver-selectable dial on the center console offers, in addition to automatic setting for normal driving, a choice of Sand, Mud, Snow and Rock, which alter throttle, brake and suspension response for optimum traction on the various terrain conditions.

An imprint, “Since 1941,” at the bottom of the thick, nicely finished wood-and-leather steering wheel (heated) is a reminder of Jeep’s outstanding history.

The Overland trim level and engine option pushed price of the Grand Cherokee to $54,480. Among other amenities are navigation/audio with 7-inch screen, backup camera, panoramic sunroof, front seats heated and cooled and rear seats heated, dual-zone air conditioning, adaptive cruise control and blind-spot detection.

A power liftgate opens access to large 36.3-cubic-feet cargo space behind the second row of seats. A broad, sloping A-pillar and wide side mirror create some view blockage, especially to the right at intersections.

The Dodge Durango, a three-row alternative to the Grand Cherokee’s two rows of seats, performed adequately with the 290-horsepower V-6 engine.

Its 8-speed automatic transmission is controlled from a dial shifter on the center console, with paddle-shift capability from the steering wheel.

Though paling in power compared with a Hemi V-8, the Pentastar V-6 and 8-speed delivered an overall fuel mileage average of 21.8. In early January, a Hemi-powered Durango R/T carried me over ice-covered roads in below-zero weather to DIA for a flight to Detroit and showed a reading of 14.6 mpg.

Though built on the same platform as the Jeep Grand Cherokee, the Durango is a foot longer in overall length. It is recognized by its crosshair grille and high-riding hood.

The 2014 Durango Limited’s cabin features wide, comfortable front seats with padded armrest over the center console. Second-row seats in the review model are captain’s chairs, and the third-row seating is decent and roomy enough to carry two adults when necessary.

An interior highlight is an 8.4-inch touch-screen display for navigation and audio systems.

The Durango rides on 20-inch wheels, with Goodyear 265/50R20 tires. Cargo space is only 17.7 cubic feet behind the third row of seats; fold them, thougth, and it expands to almost 48 feet.

The Durango Limited AWD sticker price reached $45,675 with the addition of a rear DVD entertainment system, in which video screens lifted up from the rear of front-seat headrests. Among other options are automatic headlight leveling and high-beam control, power tilt/telescoping steering wheel, rain-sensitive windshield wipers, blind-spot and cross-path detection and power sunroof.

A look back

Thirty-five years ago this week, I reviewed in The Denver Post the French-built 1978 Peugeot 504 diesel sedan. Excerpts:

Besides its diesel engine, there are a few differences noticeable from the driver’s seat of a 1978 Peugeot 504 four-door sedan. The ignition switch is on the left side of the steering column, and the directional-signal lever is to the right. On the road, though, this French-built Peugeot will provide ride and handling of comparable or better quality than many more-expensive European models. At a price in the $10,000 range, the 504 diesel sedan is Peugeot’s most popular model in the U.S. The diesel engine is a 141-cubic-inch overhead-valve 4-cylinder. A wait of as long as a minute and a half is necessary for preheating the cylinders before starting the engine on a cold morning. It is noisy upon starting, but quiets down within a few blocks of driving. Acceleration isn’t quick, but is adequate. A sunroof adds to warm-weather driving comfort, though it was somewhat difficult to open, slide and close. Joe DiStefano, district parts and service manager for Peugeot, said this would smooth out with more use. With a 4-speed transmission, the Peugeot averaged 28.7 miles per gallon in city driving and 31 on the highway.

Saturday Drive can also be viewed online at DenverPost.com/budwells. Bud Wells can be reached via e-mail at bwells@denverpost.com.

Roomy 2014 Enclave is Buick's best-selling vehicle (review)

The best-selling Buick in America, the Enclave, is a roomy, smooth-riding, sizable family SUV with top safety scores and a novel center air bag that deploys between the front seats in certain side crashes.

For 2014, the pleasantly styled Enclave sport utility vehicle with standard, three rows of seats adds enhanced audio and more safety features — front collision alert and lane departure warning.

With a premium feel and a not-too-premium price, and with a record of average reliability, the Enclave is a recommended buy of Consumer Reports magazine.

But government fuel economy ratings — 17 miles per gallon in city driving and 24 mpg on the highway for a V-6-powered, front-wheel drive model — put the Enclave at the lower end of crossover SUVs in gasoline mileage. Crossover SUVs have exterior styling and ride height similar to traditional, truck-based SUVs but use underlying car-based platforms to provide a car-like ride and better fuel economy.

Fortunately, base pricing for the Enclave has increased just $325 from the 2013 model year.

Starting retail price is $39,665 for a base, 2014 Enclave with 288-horsepower V-6, automatic transmission and front-wheel drive. Starting manufacturer’s suggested retail price, including destination charge, for a 2014 Enclave with all-wheel drive is $41,665.

The base Enclaves come with cloth-covered seats, rear park assist, rearview camera, power driver and front-passenger seats, 18-inch wheels and power liftgate among the standard features. Luxury appointments, such as leather seats, Bose sound system and rear entertainment system, come with upper-level trim packages.

The Enclave is one of three corporate siblings, all built by parent company General Motors Co. with the same 288-horsepower V-6 and six-speed automatic transmission. But the Enclave’s siblings are lower-priced and come standard with different cloth-trimmed seats and 17-inch or different-design 18-inch wheels, rear camera, manual liftgates and manually adjustable front seats, among other things.

Specifically, the 2014 Chevrolet Traverse has a starting MSRP, including destination charge, of $31,670 for a front-wheel drive model. The 2014 GMC Acadia has a starting retail price of $35,440 for a front-wheel drive model.

While the Enclave is priced higher than its siblings, it’s priced below other large, luxury-branded, crossover SUVs with three rows of seats.

For example, the 2014 Audi Q7 starts at $48,595 with turbocharged, 280-horsepower, gasoline V-6 and Audi’s eight-speed, Tiptronic automatic transmission. But leather-trimmed seats, power adjustable and heated front seats, park system with rear sensors, power liftgate, premium audio with 11 speakers and all-wheel drive are among the Q7”²s standard equipment.

U.S. sales of the Enclave are up nearly 12 percent so far during calendar 2013, to 46,384. This tops all other Buicks, including the cars.

Enclave buyers get an SUV with upscale styling, inside and out, because in contrast to the plainer-looking Traverse and blocky , the Enclave looks nicely dressed up.

Best of all, even adults can sit in the third row in the 16.8-foot-long Enclave, as the flat-cushioned, rearmost seats offer an impressive 37.8 inches of headroom. And the middle person in the third row can extend legs between the two, second-row captain’s chairs in seven-passenger models.

True, the third-row seat cushion is short, so there’s not complete thigh support, and the middle person doesn’t have a head restraint. But there’s good access to the third row, and accommodating seat tracks for the first and second rows mean legroom can be arranged fairly for all. There are nicely sized grab handles at the door openings, too.

When cargo, not passengers, is the priority, the Enclave can provide a commodious 115.2 cubic feet of room aft of the front seats. Even keeping the second row for passengers preserves up to 68.9 cubic feet of cargo space behind these seats, and that’s as much as some smaller SUVs offer with just front seats saved for passengers.

Weighing more than 4,920 pounds, the test Enclave had a heavy, solid feel.

No wonder the federal government gave the 2014 Enclave top, five-out-of-five stars in passenger protection in both frontal and side crashes.

The new frontal collision alert provides early visual and audible warnings of potential crash situations to help drivers possibly avoid an accident. The new lane departure system keeps a watch on the Enclave driver possibly wandering into another car’s lane.

Standard safety features include electronic stability control, traction control and seven air bags — the seventh being the one that deploys in the middle of the front seats and keeps front passengers from being tossed to the side too far in certain side crashes. Thank goodness a rearview camera and rear park assist system, with audible beeps, are standard, too.

The metal pillars at the sides of the rear windows of the Enclave are thick, and the rear glass on the liftgate sits up high, making it difficult to see what’s behind.

The smallish turning circle for such a large vehicle was a pleasant surprise.

While there was some weight shift from one side to the other in curves and corners, the Enclave overall rode comfortably, though not firmly. It was noticeably smooth on highways, where the suspension soaked up most all road bumps. The interior was quiet.

But fuel economy, with mostly city driving, was poor at 14.8 mpg. This is less than the government’s estimate of 16/22 mpg for an all-wheel drive Enclave like the tester.

The 3.6-liter, dual overhead cam V-6 delivered power steadily, though it could take a bit of time to rev up. Peak torque of 270 foot-pounds comes on at 3,400 rpm. At times, transmission shifts were noticeable.

Some nits: The old-style, clickity blinker sounds, the lack of push-button start on the $50,000 test vehicle, awkward-to-reach clothes hooks and an off-putting, industrial-size rubber button to close the power liftgate.

Cost, economy keep many teens from driving, report says

 WASHINGTON — American teenagers seem to get no thrill from driving in an electronic age when their friends are a finger tap away 24-hours a day, an era when Twitter, Instagram and texting have displaced the mall and the malt shop as hangouts.

On the other hand, a new report suggests, maybe it’s just that driving has gotten too expensive.

“It is the economy, not a preference for smartphones or other technology, that is keeping young people from driving,” says a study out Thursday from the Highway Loss Data Institute, an insurance industry research group.

“I don’t see any evidence that the young people are losing interest in cars,” General Motors’ chief economist, G. Mustafa Mohatarem, told the institute.

That belief — it’s “the economy, stupid,” as Bill Clinton strategist James Carville famously said — runs counter to the conventional wisdom of recent years that the U.S. teenage and post-college crowd are more urban-centric and less enamored of the car culture than any generation since World War II.

The institute report suggests an eventual reversal in trends that have seen a 12 percent drop in licensed high school seniors and a 23 percent drop in the number of miles driven by those younger than 35. The AAA Foundation for Traffic Safety said in July that just over half of teenagers are licensed by the time they reach 18, an age at which two-thirds of teenagers were licensed 20 years ago.

The institute report shows that teens and recent graduates fared far worse in the job hunt during the recession than their elders.

Tracking unemployment among young people against the declines in driving, institute Vice President Matt Moore sees a connection.

“It looks like teens just can’t afford to drive,” he said. “Paying for their own cars, gas and insurance is hard if they can’t find a job. As the economy picks up again, it’s possible that more teenagers will get behind the wheel.”

The institute bolsters its conclusions with a number of scholarly studies, including one that found that relatively recent state laws that restrict nighttime driving by young drivers or the number of teen passengers they carry had a minimal effect in deterring young people from getting driver’s licenses.

The report cited the work of Michael Sivak, a University of Michigan researcher who has played a central role in documenting trends among young drivers. In a 2012 report, he wrote, “It is possible that the availability of virtual contact through electronic means reduces the need for actual contact among young people.”

The institute report, however, underscores a survey Sivak did this year that found that only 3 percent of 18 and 19 year olds said that virtual contact was the main reason they didn’t drive. Thirty-eight percent said they were too busy to get a license, and 17 percent said driving was too expensive.

Sivak said this week that his survey produced another important finding about those 18 to 39 years old.

“When we asked, ‘When do you plan to get a driver’s license?’ 21.5 percent indicated that they will never get a license,” Sivak said. “So for a substantial percentage of young adults without a license, this is not just a postponement of getting a license, but a permanent decision that reflects major societal changes.”

When have presidential contenders used constitutional amendments to get votes?

When have presidential contenders used constitutional amendments to get ahead?

Sen. Rand Paul hopes a constitutional amendment may boost his presidential chances.The Kentucky Republican has introduced a longshot amendment that calls for all laws to apply to elected officials exactly as they apply to constituents — an indirect jab at the 2010 health care law, which he claims treats members of Congress differently.It’s not the first time a presidential contender has used a proposed amendment as campaign fodder, even though the White House has no role in amending the Constitution.Here’s …

View “When have presidential contenders used constitutional amendments to get ahead?” on Spundge

Tesla cars go Android

The company is often seen as the Apple of car makers so Elon Musk‘s decision to update the current flagship Model S with a Google Chrome web browser and Android emulating operating system (OS) could surprise some.

The company’s CEO made the announcement at a special Tesla event in Munich, Germany this week, but pointed out that the changes will not happen overnight. So, from late next year Tesla customers will be able to access the internet in-car via Google’s Chrome, and the informatics platform will be fully Android-compatible — it currently runs a version of Linux that can support modified Android and iOS apps — meaning that it will be easy for developers to write Tesla-specific apps or to port existing Android apps to run on the car’s software systems.

As well as being the pure electric vehicle with the longest range on a single battery charge currently in production, the Tesla Model S also has the largest touchscreen interface of any road car. The 17-inch system not only offers an online connection and access to the vehicle’s navigation system, but also replaces many of the analogue switches and dials — for features such as air conditioning — that litter most vehicle cabins. However creating something that takes full advantage of a display more than twice the size of the average tablet could take some doing on the part of Android app developers — Apple CEO Tim Cook has described most tablet apps on Google Play as simply stretched smartphone apps.

At the Munich event, Musk also stressed that Germany is the company’s top European focus (Musk wants to sell more Teslas in Germany than he has in the U.S.) and the country’s first six supercharger locations will be officially revealed on Thursday. He also revealed that the Model S will be getting a retro-fitted power upgrade so that it can keep up with other cars on the speed limitless Autobahn and that by the end of 2014 there will be 30-40 supercharging stations up and running.

2014 Honda Odyssey remains an impressive minivan option

Minivans might not be cool in the general sense of the word, but if you have a big family or transport a lot of people, they might be just what you need.

One minivan that has been around for nearly two decades and is still going strong is the Honda Odyssey. I recently spent some time in a 2014 Honda Odyssey Touring Elite, and I’ll let you know how it performed and who might want to pick one up.

LOOKS

On the outside, the Odyssey looks like what it is: A minivan.

It’s big and long and not too fancy-looking. It’s not overly boxy or unattractive, just keeps it pretty simple in terms of design and has some nice curves to it.

A power moonroof is standard on the higher-end lines, as is a power tailgate.

Inside, the best way to describe the Odyssey is spacious. You have the three rows of seats, including a pretty comfortable third row that is easily accessible, and even the rear storage area is pretty spacious, as it’s been carved out a bit deeper on the bottom.

One nice touch is the inclusion of a vacuum in the back so you can suck up any messes, an inevitability in a family vehicle that will likely transport many children. And there are lots of cup holders and storage areas to put away all that stuff you might need when you’re on the road.

Another cool feature, pun intended, is the “cool box” up front, where you can put drinks to keep them chilled.

ENGINE, HP

The 2014 Odyssey Elite features a 248 horsepower, 3.5 liter V6 engine on all trim levels. It was powerful, but not overly so. This is a big vehicle, I didn’t expect it to rocket away from stop lights. But once you get going, it’s a strong, steady and mostly quiet ride that responds pretty well to the driver’s commands. I wouldn’t exactly call it nimble, but it’s not stubborn either.

Push-button start is standard on all models other than the base LX.

MPG

For a vehicle this large, the mpg numbers are very good on the Odyssey. You get 19 city/28 highway and 22 combined mpg. That’s pretty much in line with what I experienced, and you’ll be getting gas less often than a lot of folks in smaller vehicles.

TOUCHSCREEN

You get a dual-touchscreen setup in the Odyssey Touring Elite — large screen on top and small screen on bottom. At first it’s a bit confusing, but you’ll figure it out pretty quickly.

There are also voice controls for much of what you’ll be doing, limiting the need to use the screens too much anyway.

My test vehicle had the Honda Navigation System (which is also voice controlled) and the rearview camera, helpful safety feature.

ENTERTAINMENT

To keep the kids occupied in the back, you can also opt for a rear entertainment system. The screen can also be listened to via wireless headphones if you don’t want the DVD playing its audio throughout the vehicle. A larger, 16.2-inch wide screen comes at the Touring Elite level.

The Touring Elite also features a pretty booming system for a minivan — 12 speakers, 650 watts, subwoofer. More scaled-down stereos appear in lower trim levels, starting with a 240-watt system with 7 speakers in the base model.

Bluetooth streaming is a standard feature, and Pandora streaming is integrated into the car so you don’t have to touch your phone to access all your Pandora stations and controls, which is convenient and safe. Also standard on all trim levels are a USB jack and an AUX jack.

SAFETY

This being a family vehicle, safety is king and the usual complement of airbags is standard, along with anti-lock brakes, traction control and more. The Elite I tested had other safety feature that are helpful (lane departure warning, forward collision warning), but these features are only offered on the EX-L and Touring/Touring Elite lines (not available at the LX or EX levels).

One safety feature across the lineup is child-proof rear door locks, something parents will be glad to see. And there’s lots of child seat latches in case you’re carrying a crew of little ones.

PRICE

All of this nice stuff doesn’t come for free of course. The Elite trim level ride I tested came in at just over $45,000. If you go for the base model of the Odyssey without all the trimmings, you’ll be out the door for roughly $30,000, so you have a pretty wide range of prices on the Odyssey depending how decked out you make it.

BOTTOM LINE

For families in the market for a minivan, the 2014 Honda Odyssey is one of the best options they currently have available.

Between its overall drive quality, the spacious interior and the creature comforts and safety features available, it will stand up to almost anyone’s checklist of what they’re looking for in a minivan.

There is some impressive competition, too — namely Chrysler’s Town and Country minivan — but the Odyssey should find its share of families willing to take it on the long journey its name implies.

White replaces silver as favorite car color

Move over, silver.

After more than a decade as the world’s favorite car color, silver is falling in popularity to white. PPG Industries, the leading supplier of automotive paints, says 25 percent of the vehicles it supplied in the 2013 model year were white, up 3 percent from the prior year. Silver and black tied for second, with 18 percent each.

White dominates in Europe, North America and Asia. Only in South America is silver still king.

Apple Inc., with its all-white stores and gadgets, made white a high-tech color. The variety of whites — from flat shades to creamy pearls — is also contributing, says Jane Harrington, PPG’s manager of automotive color styling.

But if you don’t relish a whiteout on the freeway, never fear. Automakers are currently scouting colors for the 2016 and 2017 model years, and Harrington is showing them some eye-popping options, from a pink-tinged bright red developed in Asia to a rich dark gray with faint green highlights.

Eleven different browns — from light copper to dark chocolate — and an equal number of grays are part of PPG’s annual color show for automakers at its automotive center in the Detroit suburb of Troy. There are six yellows and seven greens, from seafoam to dark olive. One notable absence: Powder blue, which is increasingly confined to electric cars or hybrids.

Harrington and her international team determine color trends by watching fashion, architectural paint colors and other predictors. She thinks we’ll see more deep jewel tones like teal and more earthy metallics, like reddish orange, in the coming years. With the end of the recession, drivers don’t mind being showy again, she says

Car buyers could also see taxi-like yellows and other flat, bright colors, which are growing in popularity thanks to small, funky entries like the Kia Soul.

Pastel tones, like mint green and very light pink, are also in the mix.

PPG will take its color tour on the road to Los Angeles, Europe and Asia and will then start working with individual automakers on their choices. Companies typically choose eight to 10 colors for every model. PPG won’t say how many cars it supplies paint for each year, but it works with every major car company.

“They think about the vehicle and how that color will translate,” Harrington said. “That color, sparkle and finish helps define the car’s character.”