2012 Ford Explorer Review

When it was debuted in 1990, the Ford Explorer effectively changed the American automotive landscape.

Long having an affinity for big vehicles, the Explorer took the American automotive psyche on the next logical direction: Up. The Explorer ushered in a new era of taller, stouter, fuel-thirstier vehicles.

Americans quickly forgot about the big, floaty sedans beloved by their fathers before them and embraced even bigger, truck-based 4x4s. Vehicles that once attracted only the most seasoned outdoorsman quickly became soccermom mobiles.

As the years rolled by, the Explorer grew--as did its popularity. Eventually, though, sales numbers diminished and it was clear that the Explorer had to be retooled. Ford looked to its--then­--subsidiary, Volvo, and borrowed the platform from its extremely popular XC90 SUV and went back to the drawing board.

What Ford came up with was a drastically new Explorer. More car than traditional SUV, the Explorer aimed to satisfy the new American sensibilities. The new Explorer is softer, more car-like, and much more tech-savvy.

Proudly, Ford fitted the Explorer with Sync and MyFord Touch, systems that allow owners to utilize multimedia features and customize and their vehicle settings all from one touch-screen input.

My test vehicle had the base 3.5-liter V6 engine producing 290 horsepower and 255 pound feet of torque. Mated to the V6: a six-speed automatic transmission and the optional four-wheel drive system. The EPA has rated the Explorer with the V6 and all-wheel drive at 17 MPG in the city and 23 on the highway.

Ford does also offer an engine upgrade: a 2-liter EcoBoost inline four-cylinder turbocharged engine that produces 240 horsepower and 270 pound feet of torque. While the V6 is designed to run on regular 87 octane gasoline, the EcoBoost requires premium.

The big, new body design of the Explorer is rather polarizing. Some love it and others hate it. I'm rather in the middle. The front end, in my mind, is spot-on. The middle and back sections are a bit too minivan-like for my taste.

On the interior, Ford went above and beyond the call of duty, in terms of safety. Ensuring they met or exceeded crash ratings, Ford over engineered the Explorer making it incredibly safe, especially in side impact collisions. Outward visibility does suffer, however, thanks to this overwhelming attention to safety. The C-pillars are so thick it is virtually impossible to see anything out of the Explorer over the driver's right shoulder. If it weren't for lane departure warning lights in the side view mirrors and the backup camera, maneuvering the Explorer would be virtually impossible.

Having been a life-long Explorer fan, I was immediately skeptical of this new, bulbous creature sporting an Explorer badge. After several days behind the wheel, however, I was sold.

Interior space is enormous and easily accommodates seven passengers. Even tall drivers--like myself--have cavernous headroom. The third-row of seats cleverly fold and stow away electronically in any number of ways with the push of a button.

Power delivery from the base V6 was smooth and controllable and cornering felt solid and nothing like the rollover prone Explorers of the past. With the electronic power steering, Ford even includes park assist, which will find a parking spot and then parallel park itself with the driver in control of the brake and throttle.

Shockingly, I felt the 2012 Explorer a homerun. Except for one big issue: price. The vehicle I tested had an MSRP of $46,345. For that money customers can get a well-equipped Volvo XC90, an Audi Q7, or an Acura RDX. All of which handle better, are more luxurious, and have more powerful engines.

Time was, American cars weren't as good as those of other countries. But they were cheaper, so they had a viable place in the market. That business model, however, proved unsustainable. And American car companies--like Ford--had to step up and modernize. Ford is now faced with a new, more frustrating problem: The Explorer is just as modern as its competitors from any continent. It's just too expensive.

2012 Chrysler 200 Convertible Review

2012 Chrysler 200 Convertible Review

Perhaps the best car review I have ever read was Jeremy Clarkson's review of the Chrysler Sebring Convertible. After having filmed an episode of Top Gear out on the Bonneville Salt Flats, Jeremy, James, and Richard all piled into their rented Sebring and headed for Salt Lake City.

The ferociousness with which Jeremy tore into the Sebring was absolutely delightful. After reading his review, I couldn't wait to get my hands on a Sebring Convertible to experience the catastrophe for myself.

To my chagrin, the Sebring was discontinued before I could get my hands on it; replaced by the Chrysler 200. To my delight, however, the 200 is now available in Convertible form as well.

My test 200 Convertible was "Deep Cherry Red Crystal Pearl" or as I like to call it "burgundy." Beyond the extensive list of standard equipment, my 200 Convertible had been fitted with heated seats, Bluetooth, and a black cloth convertible top. Though, if I'm perfectly honest, I'm not sure what the standard roof would be if not black cloth.

My press vehicle had been given a $1,795 upgrade from the base engine to the 3.6-liter Pentastar V6, which produces 283 horsepower and 260 pound feet of torque. The base powertrain offering is a 2.4-liter inline four-cylinder producing 173 horsepower and 166 pound feet of torque. Bolted to either of the engine options is a six-speed automatic.

Driving the 200 is a fairly unique experience. With the Pentastar, the 200 is blessed one of the smoothest V6 engines around bolted to an even smoother automatic gearbox. The Pentastar is capable of producing enough power to rival lower-end BMWs in a straight line. Try to do anything but a straight line pull in the 200 Convertible and the vehicle goes all wonky. Turn the wheel slightly and torque steer will overpower. Hit a bump and the flex-y body will send you equally off course. It is, without a doubt, a vehicle best kept under 50 MPH and at half-throttle.

This isn't to say the 200 Convertible is bad. It isn't. It's just not what one might expect. Look to the rest of the American convertible market at vehicles like the Mustang Convertible or the Camaro Convertible and one might assume the 200 Convertible is a worthy opponent. It's not. A comparable Mustang Convertible starts at $31,200 and a comparable Camaro Convertible at $30,180. Both are rear-wheel drive with similarly sized V6 engines but producer far more horsepower.

So clearly the 200 Convertible can't be sold on price, power, or creature comforts. It can, however, be sold on looks and sheer determination.

While it's not a knockout, it doesn't look anything like a muscle car, which will certainly be a benefit to some buyers who don't wish to look like they're making up for something (if you know what I mean). Also, the automatically retractable top stows away nicely into the trunk in a matter of moments so there's no unsightly cloth hump in your rearview.

In addition, the 200 Convertible is backed by a five-year/100,000 powertrain warranty, which is a far sight better than any of its competitors.

Returning to Jeremy Clarkson, he recently--and rightfully--observed that the wind is an all-consuming thing. Whether you drive a $100,000 convertible or a $20,000 convertible--above a certain speed--it doesn't really matter. The wind then is a great equalizer.

If you're in the market for a convertible and simply won't be caught dead in a Camaro or a Miata and dare not spend $40,000 on a Volkswagen EOS, then by all means consider the Chrysler 200.

I recommend the base model, however, which starts at $26,575. Although I love the Pentastar V6, I fear it is just too much for the 200 to handle. I can only hope the next generation 200 will be Alfa Romeo-based and a bit more stout and truly worthy of the Pentastar's power.

2013 SRT Viper Unveiled

Jeremy Clarkson Doesn't Exist

I don't think Jeremy Clarkson actually exists.

Think about it. Jeremy, as we are lead to believe, is a 6 foot 5, well spoken, quick-witted Brit gallivanting around the planet driving cars and having adventures. When he's at home, he's known to berate road crews for causing a delay and call for the assassination of striking public workers. Surely, he's a ratings magnet invented by the British media to both horrify and demonstrate British social dominance over the rest of the world.

But you might argue that we've seen him for over 18 series on Top Gear and countless candid photos on the web, therefore he must surely exist. But we've seen plenty of tall, curly haired beasts on the TV and Interwebs that don't really exist: Sasquatch for example.

I don't know anyone who has ever seen him in person. I have met many--if not most--big-name automotive journalists and none has met him. I've been to the towns that he's written about and the locals don't recall him. They saw camera crews, Richard Hammond, etc, but never Clarkson himself.

As an automotive journalist, he's hit unfathomable success. He drives the best of the best that the world's automakers have to offer. He writes pithy, tooth-achingly funny reviews of them. And he's the mind behind the world's foremost automotive program Top Gear. If that weren't enough, Clarkson's annual income is just slightly above that of Shaq and only a hair below the Queen.

I must conclude then that he is simply an invention of a conglomeration of entertainment geniuses much like Franklin W Dixon, Santa Clause, and Ronald Reagan.

I once wrote:

Step one: Become an automotive journalist.

Step two: _________________

Step three: Profit.

I now know step two should read 'Become Jeremy Clarkson.' Ya know, if that were possible.

2012 Land Rover Defender