2012 Hyundai Veracruz

The 2012 Hyundai Veracruz is conservative to a fault. It lacks the pizazz of a seven-seat Ford Flex or the hybrid aura of a Toyota Highlander. Instead, it executes the basics of family vehicles very well, with ample room and good safety scores occasionally tempered by its lower gas mileage and cargo space.

Anonymous but handsome still, the Veracruz doesn't resort to the kinds of folds and creases that have turned some big crossovers into caricatures. It's simply a good-looking vehicle, relatively unadorned by details like the Chevy Traverse, but without the upscale ritz of a Buick Enclave. Hyundai says the inspiration was the Lexus RX, and that vehicle's sleek and flowing shape are smoothed out even more here--a complete departure from the Sonata, Accent and Veloster, Hyundai's latest styling efforts. It's more adventurously, slightly, inside, where attractive soft-touch finishes lift it above the dreary plastics found inside a Honda Pilot, for example. It's a flowing, curvaceous design without too many ergonomic foibles and no miscues.

A single powertrain drives the Veracruz. it's a 3.8-liter V-6 with 260 horsepower and 257 pound-feet of torque, teamed up with a six-speed automatic. Performance is adequate, not blistering, thanks to the Veracruz' chunky 4300-pound curb weight. It doesn't step off the line smartly, but once it's up to speed, the drivetrain keeps up with highway cruising pretty well. The transmission needs improvement: in our most recent drives, the automatic hesitated to downshift and had a lumpy shift quality not common with Hyundai's newer efforts. Even in manual mode, it won't allow redline shifts.

Softer handling is the Veracruz's defining trait compared with some of the big sellers in the class. Steering is light and doesn't have much feedback in corners. Body roll is plentiful, but that translates into a plush ride quality that's one of the Veracruz' best features. Slightly smaller than other seven-seat crossovers, the Veracruz can feel easier to maneuver and to park. All-wheel drive is an option, but the weight penalty and dip in gas mileage (to 16/21 mpg) means it's better left to those who live in four-season climates and really need it.

The Veracruz is spacious in the first two rows of seats, and adults will have enough room in the front four positions, with space in the second-row bench for a smaller person. The third-row seat isn't quite big enough for fully grown humans, though, in proportion with the rest of the Veracruz' body. Cargo space suffers from that too; the curvy rear end cuts into rear-end space that's a snap to tap in a Flex.

Safety scores are available from the IIHS, which gives the Veracruz "good" scores for front- and side-impact protection. The NHTSA hasn't re-tested it since a formula change in the 2011 model year, though. Curtain airbags and stability control are standard, but to get a rearview camera or Bluetooth, you'll have to order them as options. Blind-spot monitors and other more exotic tech innovations are not offered.

All Veracruz crossovers come with power windows, locks and mirrors; air conditioning; an AM/FM/CD player; tilt/telescoping steering; and a power driver seat. Major options include a sunroof; a CD changer; 18-inch wheels; and a power tailgate. A new feature this year is an Alpine audio system with satellite and HD radio, streaming radio via Pandora and Bluetooth, a rearview camera, DVD playback and touchscreen navigation--but it's only available on the Limited model.

2012 Porsche Cayman

Do you love the Porsche Boxster's performance, styling, and price, but want a hard top? If so, the Cayman is what you're looking for. It's built on the same basic architecture, and in many ways, it's a great stand-in for its bigger, more expensive brother, the 911.

Few changes arrive for the 2012 model year, though a new Cayman R model joins the ranks. Not changing much is good news, however, as the Cayman is already a great car. Sexy lines, classic Porsche details, and the clear look of a dedicated sports car mark the outside, while inside, there's perhaps less Porsche heritage than we'd like, but it's a coherent, well-styled cabin, and highly customizable. 

Performance, as you'd expect, is fantastic. Grip is phenomenal, with or without the optional adaptive suspension, and power from the mid-mounted flat six sings. Steering is precise, the brakes deliver pedal feel that's rare outside the brand, and the PDK dual-clutch transmission clicks off shifts with unflappable ease. The 19-inch wheel upgrade adds style without destroying the ride quality, and the Sport Chrono package sharpens the whole car into a truly vivid experience. 

Three Cayman models are available: Cayman, Cayman S, and Cayman R. The base Cayman comes with a 265-horsepower 2.9-liter flat six-cylinder, while the Cayman S upgrades that to 320 horsepower and 3.4 liters. The razor-edge Cayman R, which strips out about 120 pounds by reducing features and content, gets a 3.4-liter six rated for 330 horsepower. 

Seating is perhaps the one weak point in the base Cayman configuration, with somewhat less bolstering than we'd like given the car's capabilities. The upgraded adaptive sport seats are much better, though the active bolsters during cornering can be distracting. Headroom is great, as the roof is higher inside than it appears to be outside, and the long-haul comfort in general is very high. 

Standard Bluetooth connectivity and a universal audio interface make the base-spec features list a bit more thorough, but cruise control is still an option, as is navigation, as are the adaptive sport seats, adaptive headlights, and adaptive suspension. Using some of the higher-tech optional features can be frustrating due to the button-heavy control scheme, but the LCD display is crisp and clear. 

The 2012 Porsche Cayman hasn't been rated by the NHTSA or IIHS, but all models include dual airbags for driver and passenger, pre-tensioning seat belts, side-impact protection, standard ABS plus stability and traction control, and optional dynamic cornering lights.

2012 Jeep Liberty

No question about it, the Jeep Liberty is boxy and rugged. And while we're becoming accustomed to seeing carlike vehicle masquerading in trail clothes, that's not at all the case here: The 2012 Jeep Liberty remains mostly truck. But for families who plan on spending most of the time on pavement—and with the trail-focused Renegade model dropped—the Liberty's appeal is limited because of its poor fuel economy and lack of comfort.

Looking tough and traditional—though a bit slab-sided from some angles—the Jeep Liberty appearance hasn't changed much over the years. A few years ago, Jeep amped up the macho-man appeal and added chunky details to look even more trail-tough. The Liberty's styling inside keeps to that role with a stark and simple look, although there are more hard plastics than in most crossovers this size.

The Liberty's powertrain can move the Liberty quickly enough, but we have no kind words for it. The 210-horsepower, 3.7-liter V-6 engine is torquey enough, but its rather low-revving, raspy, and not altogether smooth character just barely fits in with the Liberty's more rugged character. Because it's a low-revver, relatively speaking, it manages just fine with the somewhat rough-shifting four-speed automatic. But this powertrain's true downfall is gas mileage; at 15/21 mpg with 4WD, the Liberty is no more fuel-efficient than a full-size SUV.

Off-roading remained one of the best reasons for choosing the Liberty over a more easygoing crossover model, yet Jeep has, puzzlingly, dropped the trail-focused Renegade model for 2012. Two 4WD systems remain offered: Selec-Trac II is a full-time system that's also off-road capable but better oriented for snowy roads, while Command Trac is a part-time system intended for trail-running.

At first impression, the 2012 Jeep Liberty feels relatively well laid-out—as well as airy, given the tall greenhouse. Seats feel skimpy, though, and don't offer much support. But there's enough space in back, even for adults on a weekend trip, for instance. And the story is pretty good if you plan to haul cargo and gear: The cargo floor is low, too, and the seats fold neatly.

But there's still plenty to make the Liberty an unappealing choice in today's market, which is brimming with well-designed, family-friendly utility vehicles. The Liberty's on-the-road ride and refinement are probably the biggest turn-offs of this vehicle. There's a fair amount more interior road and wind noise than in more carlike compact crossover vehicles. And as a tall, narrow vehicle with a pitchy ride, the Liberty results in lots of 'head toss' on rough roads, or even choppy freeways, and blemished road surfaces seem to upset the composure of occupants just as much as they seem to upset the Liberty's grip.

Safety features are respectable in the 2012 Liberty, but the federal government hasn't tested it under the new ratings system, and the IIHS gave it a worrisome 'marginal' in side impact and 'acceptable' in rear impact. Base Sport, more luxurious Limited, and new Limited Jet trims are offered. Limited Jet models offer a spiced-up appearance, with big 20-inch aluminum wheels, chrome molding, and other black and bright trim throughout, plus a leather-wrapped steering wheel and alarm system. Limited models are dressed up with a a long list of equipment over the sport, including leather upholstery, heated front seats, steering-wheel audio controls, a Bluetooth hands-free interface, and a garage-door opener. There are plenty of cool options, such as a music hard drive system, a new Garmin nav system, rain-sensing wipers, and a Sky Slider sunroof, if you don't mind the higher price tag.

For 2012, Jeep has dropped prices on Liberty Jet models by $795, and it's added a Bluetooth hands-free interface (with voice command), a garage-door opener, overhead console, and rear park assist as standard equipment on all models.

First Ride: 2012 Tesla Model S

As a handful of journalists snapped pictures, poked at touch screens, and flipped open the charging ports on the trio of preproduction (Betas, they call them) Model S's parked outside the Tesla (ex-NUMMI) factory in Fremont, California, I had one solitary thought:

None of this can be said about the Model S. In its base version, it'll cost $57,400 (add about $1950 for destination) and be eligible for a federal $7500 tax credit (and depending on where you live, additional local ones). Here in California, for instance, that means the price will be about $49,350 (after including our state $2500 tax credit as well). Not cheap, but there's a whole lot of vastly less interesting sedans out there that regularly sell for $49,350. (Don't make me name names.) Moreover, unlike the Volt and Leaf, the Model S's charger is part of the deal, built right into car.

While the Tesla Roadster has been unfairly labeled an electric Lotus (derived, perhaps), that won't happen with the Model S as virtually every spec of it is original. Overall, its presence struck me as something like a more organic Audi A7, meaning it's a stylishly windswept four-door fastback with a clear accent on performance. Parked side-by-side with the Audi, they're just about the same length, with the Tesla measuring an inch taller and wider. And like the Audi, the Model S is almost entirely aluminum, with bolding via adhesives, rivets, and welds, depending on the circumstance.

In fact, they're removable, five-belt child affairs, so their occupants' size is literally restricted by law. I actually climbed back there, but being considerably past child-seat age (when I was a kid, I used to stand on a front bench seat, for heaven's sake) all I could judge is that they're definitely close to the rear bumper. But no more so than the third row of many minivans. Would I put a kid there? Well, the seats do provide some flexibility in a pinch...and that's about it.

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Toyota considering true seven-seat Prius model

Friday, May 20th, 2011 @ 1:01 p.m.

Toyota will soon expand the Prius brand to include a larger five-seat model – the Prius V – and a smaller compact model – the Prius C – but the Japanese automaker could have even bigger plans in store for its Prius family of vehicles.

According to Toyota head Bob Carter, the automaker is seriously considering a seven-seat version of the Prius. Toyota already sells a seven-seat version of the Prius V in Japan – called the Prius Alpha – but Carter says the seven-seat model under consideration would be an entirely different vehicles.

As the Prius Alpha is based on the Prius V, the third-row seats offer very little usable room, and the same can be said for the hybrid’s cargo space. However, the new model would address those concerns, offering true seating for seven and room for all their stuff.

Although a seven-seat Prius model seems likely, Carter added that “there is nothing in the hopper.” Toyota’s engineering staff is spread thing with 10 new or redesigned hybrids in the works, but we suspect the Prius MVP will garner the attention it needs – especially considering Toyota’s goal of selling 1 million hybrids annually.

References
1.’Toyota studying larger…’ view

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1923 Buick Model 23-6-49 Touring 7 Passenger

Engine Number 999,816
Frame Number 920,129
Horsepower 27.5

We named her SPARKIE and here she sits in all her glory after 15 years in a ground up restoration. She's 83 years new and ready to go. In 1923 she was bought from the Lincoln, Nebraska Auto Company by my grandfather Franz A. Wangerin and taken home to the farm in Kensington, Kansas. He had six children all of whom ended up driving her at one time or another. My father Clarence Wangerin used her for attending Kersingtn High School, but most noteworthy is that he also used her exclusively for dating my mother, and I heard alot about some of those wilder dates.

Grandpa often visited a sister in Colorado Springs, Colorado, so he's load the family (kids and all) bag and baggage and off they would go. The trip would take some six or seven days or a distance of some 300 miles. They camped out at night along the road, cooked over an open fire,n' patched tires along the way (usually 4-6 a day) On rough days they all had to get out and push the car through sand and mud, up steep slopes not to mention having to ford the Canadian River near Limon, Colorado, where again they had to bull out and push. I did establish that she has made about 12-13 trips to the springs in the 20's. They always made if there and back, as the kids had the job of repairing the tires in the back seat as they drove off awaiting the next flat, grandpa took care of the mechanicals. Remember now that in the 1920's the highway was graded dirt county roads, trails, cow paths, wagon tracks, few if any bridges and open prarie (routing was usually nicely marked). This was grandpas 2nd. Buick the first was a 1917 Buick, Model D-45 Touring and he liked it so well he bought the 23 Touring (larger) to carry the crew. Preceeding the 1917 Buick Touring was a 1911 Oakland Touring. I'm not sure just why he liked touring cars.

The 1923 served the family well as old reliable till 1931, after that passenger section was removed in favor of a pickup bed. The car was finally retired to the machine shed in 1936. Linda and I picked It out of the shed, removed the bed and rettached the passenger section, put her on a trailer and brought her home to Lakewood, Ca. Now some 15 years later, here she stands in all her glory. We totally restored everything, just about every part is original, new manufactured parts have replaced the worn ones, we did have to cast some door handles, and a robe rack, and even reconditioned all the original nuts and bolts. With her block lacquer fenders, cobalt blue lacquer body, leather interior and the original type top material, replating, added a second spot light to match the existing one. For safety we installed turn signals and brake stop lights for the final touch.

She's on the road now and has about 10 miles on the odometer, nedless to say, we plan on putting many more on in time. Buick in March of 1923 produced the (1,000,000) millionth car as a 23-6-55 touring, that same year Lowel Thomas drove a 23-6-49 touring into Afganistan and a 23-6-55 was driven at a top speed of 108.24 mph at Maroe Dry Lake, in California. Today there are only (2) 23-6-49 Buicks in the Buick Registry that are operable and still distinguishing themselves on the road.

Like the old Buick Slogan, "When better cars are built, Buick will build them"

Lee and Linda Wangerin, Lakewood, BCA # 15259

February 21, 2011, 6:02 am

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