Category Archives: Crossovers & SUVs

2013 Buick Encore: A small package containing good things

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Okay, I was wrong. When I first saw the 2013 Buick Encore, I thought “Aztek,” as in the unlamented Pontiac crossover that was the subject of many Motor City jokes. General Motors’ marketing folks said the Encore was designed to attract younger buyers to the Buick marque and I posted a comment saying the only thing the Encore would attract was flies. After a week with the Encore, I am cheerfully munching my words: once inside, the little Buick crossover is a pretty nice place to be. And I am even getting used to the exterior styling. The Encore is a product of the cooperation of GM’s German subsidiary, Opel, and its Korean operations, formerly known as Daewoo. Across the Atlantic, it’s known as the Opel or Vauxhall Mokka, for the coffee bean, and it’s sold here and in China under the Buick name. The Mokka and Encore are very similar but, mercifully, the Mokka does without the fake Buick portholes on top of the hood. The Encore could get along just fine without them, too. When I first saw the Encore, I was surprised at just how small it really is. At 168.4 inches from bumper to bumper, it’s ten inches shorter than than a Honda CR-V and five inches shorter than a Chevrolet Sonic sedan. The Encore is built on GM’s Gamma II platform, the same one used for the Spark and Sonic. The platform is built up a bit to accommodate the Encore’s greater weight and the engineers did a good job of keeping most of the handling dynamics that make the Sonic such fun to drive. Power comes from GM’s 1.4-liter turbocharged 4-banger with variable valve timing, which is good for 138 horsepower and 148 lb-ft of torque. The engine is mated to a six-speed automatic transmission that allows manual selection of gears, to a point. This is the same engine/transmission combination found in the Sonic RS but now it has more than 300 additional pounds to move and it shows. A light foot on the accelerator will make you friends in school zones but nowhere else. Being a bit more assertive helps but 0-60 is still in the nine-second range which means look for long freeway on-ramps. Even navigating city streets requires frequent glances at the speedometer: the two main roads closest to my office have 45 mph speed limits and in the first couple of days with the Encore, I had to pay extra attention to keep up with traffic. Once on the highway, though, the Encore really surprises. Buick’s active noise-cancelling technology damps out most of the road and wind noise and the ride is comfortable without being mushy. You can feel the road but in a good way. On the 75 mph section of our evaluation route, the Encore cruised happily but passing required prior planning and a clear lane ahead. Of course, being relegated to racing snails for pink slips does provide a benefit: the 25 city, 33 highway, 28 combined fuel efficiency ratings are good for any crossover. One last quirk relating to the engine will be found when the hood is raised. For a moment, you wonder where the engine went and then you look down. The Encore doesn’t have an engine bay, it has an engine pit. There’s almost enough room to add a Hillborn fuel injector, complete with velocity stacks, without cutting a hole in the hood. The Encore’s cabin is well appointed and quite comfortable. Buick calls the Encore a premium subcompact crossover and the description fits. The leather-trimmed power front seats seats are firm and supportive and the brown, brown and more brown color scheme is well coordinated. The “wood” inserts add a nice, upscale touch to the ambiance. Fit and finish is good and the materials are pleasant to the touch. One omission that is rapidly becoming a pet peeve of mine is GM’s unwillingness to give the front-seat passenger a center armrest. There’s a decent fold-down armrest for the driver, but a premium anything should have some provision for the passenger, too. With the front seat adjusted for a six-footer, there was room in the back seat for my high school football player son to be comfortable. However, with both of us in front, the narrow cabin didn’t leave much shoulder room. Buick says the encore is a five-seater but the three in the back better be small children or those high-fashion models that weigh 25 pounds dripping wet. Better to consider it a comfortable conveyance for four. Being “length-challenged” creates another problem with the Encore: Space behind the second row of seats is limited to 18.8 cubic feet. That’s room for groceries and not much else. On the other hand, duffle bags can hold a tremendous amount and are more flexible than traditional suitcases. If just two are traveling, the second row of seats can be folded down, opening up nearly 49 cubic feet of space for luggage and the other accoutrements of a fun holiday. The controls are well laid out and GM’s infotainment system is easy to use. The seven-inch non-touch display screen actually rises above the dash; a good idea as it requires minimal eye movement away from the road. It’s especially nice when using the Encore’s rear-mounted camera while reversing. The controls mounted on the steering wheel are logical and their use quickly becomes intuitive. While I could wish for a bit more power, the Encore is nimble and comfortable and fits in even the most au courant parking space. In both in-town driving and highway cruising, the little crossover delivered the promised goods and lived up to its premium billing. Our review vehicle was loaded with about everything GM could throw at it but the specs of even the under-$25K base model make it well worth a look for those in the market for a smaller ute.

2013 Buick Encore w/Premium Group
Key Standard Features Dual-zone automatic climate control, cruise control, voice-activated intelliLink audio system with Bose speakers, USB port, Bluetooth connectivity, remote start, rearview camera, heated leather-trimmed steering wheel, leather seating with heated front seats, 6-way power front seats with manual recline, front and rear park assist, rain-sensing windshield wipers.
Base Price $28,190
18-inch Aluminum Wheels $995
Upgraded Audio/Navigation $795
Destination Charge $750
Sticker Price $30,730
Fuel Economy, City 25 mpg
Fuel Economy, Highway 33 mpg
Fuel Economy, Combined 28 mpg
NHTSA Safety Rating Five Stars Frontal Crash & Side Crash; Four Stars Rollover
IIHS Safety Rating Top Safety Pick
Why we’d buy it Small size, excellent amenities, quiet, good ride, surprisingly good handling.
Why we wouldn’t A little too small in the rear, engine needs another gerbil, silly faux portholes and other questionable styling cues.

Wrangler Sport: the essence of Jeep

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“Iconic” is a word that is so overused that it is losing its value. That’s one reason you seldom see it here on Acarplace, no matter how many times its used by the PR folks. An icon is something so significant and unique that it becomes a symbol in and of itself. Icons are special: when you say everything is an icon, nothing is really an icon.

The Jeep Wrangler and its ancestors all the way back to the Bantam Reconaissance Car are among the very few automotive icons. The Willys MB and Ford GPW were icons of World War II: distinctly American, distinctive, exceptional and praised as one of the factors in the Allied victory. Over 70 years later, there’s still nothing like the Jeep. It has become the symbol of the freedom to go anywhere, to explore, to leave the hum-drum of the rat race behind.

And, unlike the similarly iconic Land Rover Defender or Toyota Land Cruiser, the two-door Wrangler starts at just over $23,000, including delivery.

I recently spent some time with a 2013 Jeep Wrangler Sport 4X4 in what Chrysler calls “Gecko Pearl Coast,” a vivid (virulent?) green that certainly is easy to spot in a crowded parking lot.

I’ve tried the Wrangler Unlimited, the four-door version, but this is the first time with the short wheelbase two-door since I drove a CJ-5 back in the American Motors days. And that one didn’t have any doors at all.

In a refreshing change of pace from the typical, top-of-the-line press vehicle, the Wrangler Sport is the base model with a starting price of $23,120 including a $925 destination charge. Of course, the review vehicle came very well-equipped with a laundry list of amenities, such as the $2,200 Customer Preferred Package, which adds air-conditioning and upgraded wheels and tires and leather on the steering wheel and shift knob. Then there was the $485 Connectivity Group, which includes Bluetooth, an electronic vehicle information center and a USB port, and the $795 Power Convenience Group with power windows, power door locks and heated mirrors. Add the tinted windows, Alpine sound system, the Sunrider soft top and an anti-spin differential and the final sticker price rose over $5,000 to $28,195.

In terms of what really matters on a Jeep, the 4X4 Wrangler doesn’t skimp. Next-generation Dana axles front and rear, skid plates, shift-on-the-fly four-wheel-drive and a host of other goodies are all part of the package.

Our lizard-green Jeep was equipped with the Pentastar V6 and a six-speed manual transmission. An automatic is available, but the manual works just fine and feels more “right” in the Wrangler.

One thing noticed upon entering the cabin: the Jeep really needs a step or a grab handle. A tubular side step is available from Mopar, but even a grab handle would help shorter people make graceful entries and exits. Higher trim levels, like the Sahara and Rubicon, get the side steps, they should come on the Sport, as well.

Jeep has come a long way since that CJ-5 in the mid-1970s, especially in terms of the interior. The seats are firm and supportive with decent side bolsters and the fit and finish are much-improved even over the Unlimited I drove a few years back.

The interior is utilitarian, as befits a vehicle with the Jeep’s mission in mind. The gauges and controls are well laid out and easy to master. Touch-screen addicts will be disappointed, but the systems worked fine and it was no problem to change A/C or heater settings or change stations on the Sirius XM radio with minimal distraction, a feature I really liked.

The Wrangler is officially a four-seater but it might be best to think of it as a two-seater with room for occasional passengers. With the long step up from the ground, getting into the back seat requires a few gyrations and the space available isn’t particularly generous, especially with a tall driver in front. In fairness, there’s no problem with headroom. Likewise, with four aboard, cargo space is limited, just 12.8 cubic feet behind the rear seats. However, with the seats folded down, the space grows to 55.0 cubic feet, more than enough for a weekend of camping, hunting, fishing or rock-climbing.

On the road, the Pentastar engine provided plenty of power for everyday driving: even passing on the highway wasn’t a problem. Of course, if you’re really looking for a comfy highway cruiser, the Wrangler probably isn’t going to be one of your top picks. The ride isn’t rough, but there’s no doubt that you’re driving a vehicle with solid axles and a short wheelbase. It’s also somewhat less than quiet in the cabin: the Jeep’s aerodynamics provide a fair amount of wind noise at highway speeds and road noise with the Goodyear Wrangler on/off road tires adds to the decibel level. Still, the Alpine Audio system is more than capable of holding its own.

As you might expect from a vehicle with Jeep’s aerodynamics and drivetrain, the Wrangler gets fairly mediocre mileage. The EPA says 17 mpg in the city, 21 on the highway and 18 mpg in combined city/highway driving.

While Houston offers very limited opportunities for offroad adventures of the Rubicon Trail or Moab variety, recent rains provided plenty of mud and a construction site provided some muddy hills and an opportunity to let the Wrangler show its stuff. While the tires didn’t have the aggressive tread that would be preferred for mudding, the Jeep had no trouble navigating the gooey gumbo. On drier terrain and dirt roads, the Wrangler was a blast. It really comes alive once you leave the pavement.

While bumping and bouncing across the countryside, the Jeep was rock-solid: no weird rattles, no squeaks. There’s definitely some pride in Toledo; the Wrangler was well-assembled and a real credit to the men and women of the Toledo South Assembly Plant.

One of my pet peeves about the Jeep Wrangler isn’t with the vehicle; it’s with reviewers that put it down for being primitive, harsh and unreliable. Taking the last point first, it doesn’t seem to be backed up by the facts. Ann Smith, who handles Quality issues for Chrysler Communications, couldn’t go into great detail but told me that real warranty claims for Wranglers are in line with those of other Chrysler Group vehicles.

As for primitive and harsh, the Wrangler is guilty as charged, at least to an extent. One doesn’t conquer the Rubicon Trail in a big comfy couch mounted on four marshmallows and the Wrangler, like all its predecessors, is designed to get you where you want to go – no matter how far from the beaten path that might be. Maybe instead of “primitive” and “harsh,” “basic” and “rugged” would be more suitable terms.

Perhaps basic and rugged are the keys to the Wrangler’s appeal and what make it one of the best-selling Chrysler Group vehicles. Just about everything one needs is included; just about everything that isn’t, isn’t. Between Jeep’s option list and Mopar’s catalog of aftermarket add-ons, the basic Jeep can be tailored to meet the challenges of any particular adventure.

People who understand the Wrangler certainly seem to like it; one only has to look at the awards the Wrangler has accumulated. Besides, how many other vehicles are available that can boast their design is battle-tested?

The Wrangler isn’t for everyone and doesn’t pretend to be. But if it’s for you, there’s nothing in the Jeep’s price range that even comes close.

An icon, indeed.

2013 Jeep Wrangler Sport 4X4
Base Price $22,195
Customer Preferred Package 23S $2,200
Connectivity Group $485
Power Convenience Group $795
Anti-Spin Differential Rear Axle $295
Tinted Windows $300
Sunrider Soft Top $400
Alpine Audio System $395
Sirius XM Radio $195
Destination Charge $925
Sticker Price $28,185
Fuel Economy, City mpg 17
Fuel Economy, Highway mpg 21
Fuel Economy, Combined mpg 18
Why we’d buy it Fun to drive, well-built, plenty of power
Why we wouldn’t Limited interior space for more than two; fuel economy

Lincoln aims small at NAIAS

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One of the hottest segments of the U.S. light vehicle market is the small crossover. This is especially true of the upscale portion of the market.

Seeing an opening for a new product and having an appropriate platform on hand, Ford put its new Lincoln team to work. The result is the Lincoln MKC Concept.

The MKC Concept made its debut at this year’s North American International Auto Show in Detroit. Based on the Ford Escape and intended to go up against the likes of the BMW X1, the MKC is the first vehicle to come out of Lincoln’s new design group.

While it shares its underpinnings with the Ford’s smallest crossover, the MKC boasts entirely new sheet metal and a mercifully revised Lincoln grille.

“We are reinventing Lincoln by focusing on the largest and fastest-growing segments of the luxury market, while offering clients something different,” said Jim Farley, who heads up Lincoln. “The just-introduced MKZ re-establishes Lincoln in the largest luxury segment, and the MKC Concept highlights a key opportunity in the fastest-growing part of the luxury market.”

Segment growth is being driven by both younger buyers entering the premium vehicle market and more mature customers that are downsizing or moving from sedans to utilities. This phenomenon is also being seen in China, where Lincoln will begin sales in the second half of 2014.

As part of Ford’s effort to revitalize its last remaining satellite brand, Lincoln is being reinvented. From a complete new lineup of vehicles to the dealership experience. Ford says its goal is “…to appeal to a new type of luxury clients considered cultural progressives, who are open to new ideas and experiences.” Such as considering a Lincoln.

These “Lincoln Experiences,” as the folks in Dearborn call them, will include “unique and diverse powertrains,” what ever those might be. (Steam? Ion drive with a ten-speed?) There will also be features such as push-button transmission engagement, programmable ride control, as well as customizable functions that can be adapted to each client. The idea is that the vehicle will instantly recognize the operator and create a personalized welcoming sequence.

“The MKC Concept has a wonderful stance and sits beautifully on its wheels,” said Murat Gueler, MKC Concept lead exterior designer. “It has a sleek, sculpted body and wheel arches and elegant shoulders. The lines of the vehicle appear relatively simple on first look but with a second view reveal a dynamic three dimensionality.

“The Lincoln design team has done an outstanding job with the MKC Concept in communicating Lincoln’s design vision for reaching a new and discerning clientele.”

While the MKC is handsome and the new grille is a welcome change from the toothy chrome grin of other Lincolns, the MKC doesn’t stand out from a dozen other small crossovers with high beltlines and curved greenhouses. Guelar makes a big deal about the side cutline for the rear hatch, which permits the full-width taillight, but it’s unlikely that will have a conscious impact on one in a thousand potential MKC buyers.

Ford also is quite proud of the panoramic roof that runs the length of the vehicle. Swell for a trip from Dearborn to Alpina or Sault Ste. Marie but drive it from Dallas to Phoenix in August.

The MKC’s interior does look nice and it is well-appointed with lots of leather everywhere, though there’s no guarantee all the features of the concept would make it to a production model.

“There is a significant upgrade in materials and a stylish, fashion-oriented package. The materials are combined with progressive combinations and uses of stitching and colors,” said Soo Kang, Lincoln interior design chief.

Just like MKZ – which sets the tone for the brand’s thoughtful new approach to design – the MKC Concept features a distinct push-button gear shift selector. This enables a flowing, expressive and architectural center console design covered with riveting details, and unique colors and materials.

“There is a rich softness to the exterior and interior palette of the MKC Concept,” said Susan Lampinen, group chief designer, Color & Material Design. “The leather-wrapped architecture complements the open-pore and designer hand-dyed woods.”

Other refined details include finishes like appliqués cut from layers of reconstructed natural wood infused with a metallic flake for a glistening effect on the steering wheel, upper instrument panel and door panels.

In its press information, Ford says the MKC is, “A true Lincoln.” What remains to be seen is whether the carbuying public will agree.

2013 Escape spotted near Toledo

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Sharp-eyed tipster Leslie L. spotted this camouflaged crossover in front of the Taco Bell restaurant at the Pilot truck stop just off Interstate 75 in Monroe, Michigan, about 21 miles from Toledo, Ohio.

As best we can tell, the camouflage is just for local consumption as savvy observers will recognize this crossover as the second-generation Ford Kuga that debuted at the Geneva Auto Show this year and was previewed as the 2013 Escape by Ford last spring. It’s is part of the “One Ford” strategy that aims to standardize as much of the worldwide Ford vehicle line as possible.

The Kuga/Escape is based on the Ford C1 platform that also carries the Focus passenger cars and the C-Max multi-purpose vehicle (MPV) that went on sale here earlier this year.

While it may be part of the “One Ford” strategy, the Escape won’t be coming with the two 2.0-liter turbocharged diesels that will be offered to Kuga customers in Europe and the UK. When it hits our shores later this year, it have three gasoline engines, including a 1.6-liter EcoBoost four-cylinder, a 2.0-liter EcoBoost four and a 2.5-liter four with intake variable cam timing.

We’re not really sure why the vehicle was wearing camouflage; the new Escape was shown on U.S. television when it starred in the six-week NBC series “escape Routes.”


The Escape will be assembled at Ford’s Louisville Assembly Plant in Kentucky. The Kuga is slated for the Ford plants in Saarlouis, Germany and Valenca, Spain.

Many thanks to Leslie L. for the tip and photos!

Lamborghini shows new SUV concept

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Lamborghini officially introduced the Urus SUV concept at the 2012 Auto China Show in Beijing today. As with all Lamborghini vehicles, the Urus is named for a bull. “Urus” is another name for the Aurochs, a now-extinct ancestor to modern domestic cattle that lasted until 1627. Urus bulls could measure almost six feet tall at the shoulder. The Spanish fighting bull is close to the Urus in its appearance.

Unlike the LM-002 “Rambo Lambo” of the 1980s and 1990s, the Urus concept is a forecast of a modern, sleekly styled vehicle aimed at precisely at increasing Lamborghini sales and bottom-line profits. While just 328 LM-002s were built between 1986 and 1992, Lamborghini’s bosses in Germany want a production Urus to hit 3,000 units annually, nearly twice Lamborghini’s total vehicle sales in 2011.

“The Urus is a very concrete idea for the future of Lamborghini – as a third model line and as the perfect complement to our super sports cars,” says Stephan Winkelmann, President and CEO of Automobili Lamborghini. “SUVs stand for freedom and emotion. SUVs make up one of the most successful market segments worldwide. The Urus is the most extreme interpretation of the SUV idea; it is the Lamborghini of the SUVs.”

Lamborghini has been looking to expand its lineup with some type of vehicle that would be any everyday driver, not only to keep current Lambo owners in the fold, but to attract new buyers to the marque. The power-that-be in Sant’ Agata Bolognese, Ingolstadt and Wolfsburg considered a sedan, the Lamborghini Estoque Concept, first shown in Paris in 2008, to compete withe cars like the Porsche Panamera and Maserati Quattroporte, and an SUV. Ultimately, the SUV got the nod as offering more sales potential.

The goal is a vehicle with a 600-horsepower engine and the lowest CO2 emissions in its class, superior driving dynamics and an interior suited to the world’s one percent. Features like variable ground clearance, permanent all-wheel drive, adjustable aerodynamics and extensive use of carbon fiber materials to reduce weight are all part of the mix.

The concept’s interior is built around a leather-upholstered carbon fiber tunnel. There are four molded seats made of Lamborghini’s Forged Composite and fitted with single cushions to provide a lower and flatter seating position. The steering column is also noteworthy: other than the paddles for the dual-clutch transmission, there are no levers or stalks. Turn signals, lights and windshield wipers are all controlled from the steering wheel or center console. Driver information comes via a programmable TFT screen that replaces the typical instrument cluster. A separate touchscreen mounted in the center console handles navigation, entertainment and climate control and there’s a third touchscreen for rear seat passengers.

As Lamborghini is a subsidiary of Audi, which is in turn owned by Volkswagen, the engineers and designers in Sant’ Agata Bolognese have an incredible parts bin on which they can draw. While the engine will be pure Lamborghini, a production version of the Urus will most likely share a platform with the next generation of the Audi Q7 and have more than a couple of Porsche pieces in the mix. This is not only all to the good, but is likely going to be very necessary in order to be competitive in a segment that is limited in size but not in attraction for super-premium brands. Maserati will be entering the segment with a vehicle based on the Kubang; Bentley is seriously considering a SUV and Porsche and Land Rover are already playing in the six-figure SUV market.