Commentary: Content Creation, AI, and Soon-To-Vanquished Car Brands

by Randy Stern

The voice overs are just not real. Some of the footage appeared to be “stolen” from other – and more reputable – outlets.

In this line of work, we often run into a content creator or YouTube channel that tries their best with the work they produce. Some do a fantastic job in terms of production, information, and delivery of the content. Others…not so much. 

Let me focus on those in the latter category. You can tell it is created with artificial intelligence. The voice overs are just not real. Some of the footage appeared to be “stolen” from other – and more reputable – outlets. And, their pronunciation of specific terms is a huge giveaway to their AI roots. 

This is not an indictment on AI-driven content…although, I should do something along those lines one of these days. It is about the subject matter. 

One topic specifically to discuss is the number of videos calling out which automotive brands will be eliminated in the near future here in the USA market.

There are several videos on YouTube on this topic. They proclaim that there are five brands that will go away sometime soon. Granted, some real content creators have made these videos, on top of those driven by AI. 

While watching these videos, they named up to nine brands that might go away soon in the USA. These brands include Chrysler, Fiat, Maserati, Alfa Romeo, Jaguar, MINI, Nissan, Infiniti, and Mitsubishi. 

A good number of these videos made some arguments based on numbers and facts. They cite sales figures, inventories, number of retailers, financial trajectory, and consumer trends. There are facts that back up their thesis on these brands. While facts are important to make any argument, one has to look deeper to see why these brands are not doing well in this marketplace. 

One has to wonder why half of those brands named across the YouTube automotive content universe are with Stellantis. Another three are connected with Nissan’s corporate entity. There are reasons, of course. Some of which have been explored on this website. They all point to the reasons listed in the last paragraph.

Should some of these brands simply go away? In my humble opinion…yes and no.

You heard the term before…Nissan is “too big to fail.” It is salvageable, but with some streamlining in order to do so. Perhaps to concentrate on a global lineup of products instead of localization. Maybe eliminate a brand – looking at you, Infiniti. Refocusing on what the company needs to survive and thrive later on. Perhaps spinning off Mitsubishi to another entity that could utilize their current assets?

Jaguar is being rebooted by Tata and JLR. Whether that succeeds remains to be seen. 

For BMW, MINI might be expendable. However, the Bavarians are undergoing a confusing evolution onto its own. Thank goodness they still have Rolls-Royce.

Let’s now talk Stellantis. For North America, one should ask whether it would survive with just Jeep, Ram, and Dodge. Their global management already stated that their other European-based brands are not going to join -or replace – any brands left after they start wielding the corporate ax. The loss of the Italian brands in this market might be a sad move, but perhaps it is necessary. That is up to the Paris-based management team to decide.

Of course, there are other forces at work. Tariffs. Yes, tariffs. 

The common thread for all of the brands listed above is that they will be affected by the upcoming trade tariffs one way or another. That is based on a recent pronouncement that there will be tariffs imposed on all automotive imports, along with some components and parts. 

Can it get any worse for these struggling brands? 

Let’s get back to information dissemination and delivery. How does AI really know what’s going on in the automotive industry? How do content creators know what these AI “tools” are exactly telling them to use on their videos? And, also are the voices they use real to be able to tell us the story about what’s going on in the industry?

The one thing we automotive journalists are told is to avoid using AI for our work. Utilizing this technology distorts the way we deliver our content. I’ll even go further that we even know more than the usual AI bot – thanks to interaction with sources, honest-to-God research and actual and factual data. 

Ultimately, who are you going to trust and believe? That is in your court…

I still wonder how they get their information. Speculation and imaginative thought are fine, but you have to disclaim the information you are giving out as such. Yet, if you produce content as fact, you better back it up. It is called “journalism.”

All photos by Randy Stern

Video: Driver's Seat Chat – Minivans vs. SUVs

by Randy Stern

Back in 2021, I decided to do exactly that. Use this platform, point an iPhone in my face and talk about...something.

The COVID-19 Pandemic yielded some crazy viral efforts. To amuse the audience, all we had to do was to point the camera at ourselves and we can say whatever pops up in our minds.

Back in 2021, I decided to do exactly that. Use this platform, point an iPhone in my face and talk about…something. Whether it was a vehicle I just drove or a topic such as the one you're about to see on our YouTube channel, it was content.

The series became known as "Driver Seat Chats." Positioned low on a dashboard vent using a cheap phone holder, I just opened up the mic and talked. It worked….kind of.

Recently, George and I talked about doing other video content for our channel. I looked back at the Driver Seat Chats from 2021 and figured we should remix one of them and re-publish it as it continued to be a relevant topic. Plus we just reviewed a few more minivans recently.

So, here we are. The remixed version of our Driver Seat Chat on which is better for growing families – minivans or SUVs…

We appreciate your support. If you would like to see more Driver Seat Chats, please let us know in the comments.

Don't forget to subscribe to V&R's YouTube channel. Like the videos and click on the notification bell, too!

Cover photo by George Torline

Commentary: Why So Many Vans?

by Randy Stern

All of the sudden, there is expanded business for the full-sized cargo van, as Amazon have taken control of their deliveries.

Vans have taken over your city. Your neighborhood. Dropping off your packages. Racing block to block to get the job done.

These ubiquitous vans have multiplied exponentially. All of the sudden, there is expanded business for the full-sized cargo van, as Amazon have taken control of their deliveries. The uplift fromn this has been the employing of third-party van lessors to augment extra business Amazon and FedEx have gained. UPS even added vans to their fleet, as well. 

You would think that Ford, Stellantis, Mercedes-Benz, General Motors, and Rivian are experiencing a growth in their commercial vehicle business in North America because of the delivery boom. There has also been a need to renew fleets for transportation companies offering everything from airport shuttles to larger capacity luxury transportation. 

The Ford Transit, along with some remaining E-Series models, remain at the top of its class. The Transit saw a 30-percent boost in annual sales for 2023, compared the year previous. The E-Series Cutaway Vans were no slouch at a 34-percent sales increase in 2023. The third quarter of 2024 are still showing growth for the Transit with over 114,000 sold this year so far – a 16.6-percent increase from 2023.

The Ram ProMaster van also saw a similar jump in 2023, with a 34-percent increase in sales from the year previous. However, sales are slowing down this year so far with a decrease of 32-percent from last year ta the third-quarter mark.

Mercedes-Benz also saw a sales increase in their van business, driven mostly by the Sprinter. An eight-percent annual year-to-date rise was seen for 2023. 

General Motors offers the oldest vans in the business with the Chevrolet Express and GMC Savana. They are not designed in the fashion of the European-based vans from Ford, Stellantis and Mercedes-Benz, which has shut them out of the delivery business.  So far, their sales have been decreasing for 2024. However, Brightdrop business has been climbing, but they are selling in small numbers. Perhaps when the Chevrolet bowtie will appear on these electric vans, we might see more of them on the road. 

We should also mention Rivian, produces the battery-electric Commercial Van. They also supply Amazon with their Custom EDV vans. No sales figures have been found directly from Rivian, but they represent a small number of commercial vehicles on the road. Ford, Ram, Mercedes-Benz also sell battery-electric powered vans in competition with Rivian and Brightdrop/Chevrolet. 

If you aggregate all of this information, then you can conclude that 2023 was a huge year for the cargo van. Therefore, it is not an illusion that there are many vans on the road delivering your purchases from Amazon to your porch or apartment/condo building lobby. 

The combination of pandemic-driven growth of home deliveries and the business decision for Amazon to get into the direct delivery business certainly helped spike the sales of vans. Although sales have slowed down, it shows that these delivery companies, along with leasing firms and transportation companies, have made a commitment to expanding their business by giving the commercial vehicle business a boost. That includes adding battery-electric powered vans for their urban/suburban fleets. 

The van business is important for commerce in this country. That is an underlying fact that one should consider when they look at the commercial vehicle market. It is something we often forget about when it comes to this industry. 

That is, until you discover a small subsegment of the van business – recreational vehicles. 

For decades, large cargo vans were seen as ripe for van conversions. Not just for campers, but for…how could I say this…”personal expressions of lifestyles.”

Volkswagen led the way with the Westfalia conversions of their Type 2 Microbus. Firms, such as Winnebago among other RV companies, saw that they can do more with North American vans because of the space they offered for conversions. Winnebago leads the industry as they continue to work with the current crop of Ford, Mercedes-Benz, and Ram cargo vans for RV conversions.

As an upshot of this market, overlanders have also taken to cargo vans for their own conversions. For example, the Mercedes-Benz Sprinter is equipped with all-wheel drive that is easily convertible for suspension lifts and other modifications for going off the grid and exploring deeper into the land. 

Why talk about commercial vehicles and vans? Every time I head towards my usual shopping and coffee spots south of where I currently live, I see hundreds of vans flying around their bases nearby. There are Amazon, FedEx, and UPS facilities in that vicinity. It made me wonder if the automakers who are producing these vans are benefitting from the number of units on the road.

For the time being, your Amazon Prime or FedEx delivery is arriving by a van – any van. Hopefully, ina. recently purchased or leased one. 

All photos by Randy Stern

Historiography: Defining The Minivan

by Randy Stern

Here’s something you might have – or have not – wondered: We had quite a time defining what a minivan was some 40 or years ago.

This is the time of year when you and your family are going “over the river and through the woods to grandmother’s house.” As we find our way to the holiday feast, we often think about how we got there. Those trips in the family minivan should bring back memories. Maybe some nightmares…

Here’s something you might have – or have not – wondered: We had quite a time defining what a minivan was some 40 or years ago. 

It’s a “van,” right? Well…that may stir up an old debate. 

Honestly, what is a “van”? The easy answer is that it’s a “box on wheels.” It used to be that way. Of course, things have changed since the box has taken a driver friendly shape.

Minivan is a different argument altogether. Size is where one should examine what is a minivan or not. Clearly, we’re not talking about the current Chevrolet Express, Ford Transit, Mercedes-Benz Sprinter, and Ram ProMaster, right?

Currently, a minivan is best seen today as the Toyota Sienna, Honda Odyssey, Kia Carnival, Chrysler Pacifica and Voyager. Vans that can fit inside a garage, can seat up to eight, can carry their luggage, and could sip fuel at a livable rate than a large van.

Before the arrival of the 1984 Dodge Caravan and Plymouth Voyager, there was no such thing as a minivan. Well, in a modern sense…

Vans have always been commercial vehicles. They were designed for delivery services in town. Or, for the repair person who needs the space to carry tools to the do the job. 

It was after World War II that the need for a passenger vehicle that could hold more than six comfortably was starting to take shape. One could see this as a cargo van with windows carved out of the sides and back and three rows of seats bolted onto the floor. Some customers would’ve have been happy with just that. 

In fact, that was what they got. In the USA, they sold passenger versions of sedan delivery. The Chevrolet Suburban was built from a larger truck-based body that was used as a panel van. Passenger accommodation was just enough for people to sit for the trip. Even immediately after World War II, the basic concept of the Suburban remained as such.

As the post-war economy boomed, so did consumers’ tastes. They wanted the same level of comfort of a sedan. It is possible, but many manufacturers did not see it this way. 

Except for one: Volkswagen. The Type 2’s arrival into the USA was seen as something of an oddity. While consumers were starting to get familiar with the Type 1 sedan, the same air-cooled flat-four-cylinder engine mounted at the rear propelled this tall vehicle and its passengers the best it could. What would take quite a bit of time, actually.

The Type 2, which the USA marketing team would call the Bus, was never seen as a van. A bus, yes. More like a wagon version of the Sedan, er Beetle. Still, it’s forward control design did send a few manufacturers to the drawing board.

By 1960, General Motors and Ford came out with their answer to the Volkswagen Bus. Chevrolet took a page out of Wolfsburg’s playbook by developing a cargo van, passenger van, and a pickup truck on the same chassis as their rear-engine Corvair. The Corvair 95 was available in a passenger version, which was also called the Greenbrier. This was marketed as a wagon to attract families looking for an American version of the Volkswagen. It did have a bit more power, as the air-cooled engine has six cylinders. 

Ford’s answer was developed on Falcon’s compact chassis. It followed the same forward-control platform, putting the driver above the front-mounted, water-cooled engine. The Falcon van would eventually be named Econoline with passenger models called Station Bus or Club Wagon. The latter name would stick for decades. 

Not to be outdone, Chrysler would also introduce a forward-control van under the Dodge brand. The A100 arrived for 1964 with its engine sitting below the driver and front passenger. Passenger versions were called the Sportsman.

Each of these passenger vans were small compared to what they would become by the 1970s. They were actually shorter than the Dodge Caravan/Plymouth Voyager and could seat up to eight people. All four competitors in that segment had three rows of seats – a similarity to the modern minivan. 

While the Volkswagen retained its flat four-cylinder engine, the domestic vans powered by six-cylinder motors as standard. Dodge was the first to introduce a V8 engine, followed by GM. Even GM offered a four-cylinder on their 1965 Van. By 1967, the GM vans – sold by both Chevrolet and GMC – started to grow. It would be a sign of things to come.

Then, something happened. It started at Ford, where they grew the Econoline onto an F-Series chassis. GM and Chrysler followed suit by 1971 with pickup-truck based vans. From there, the passengers versions started gaining rows of seats – up to five on some models. 

This left Volkswagen as the only passenger van of its size. It was merely an alternative to family transportation as the OPEC Oil Crisis affected the automobile industry. Relatively, the Volkswagen Bus had better fuel economy than any other passenger van sold in the USA. That was by default.

Enter Lee Iacocca. When he was at Ford, he had a team to create a new kind of vehicle to the Dearborn lineup in the mid-1970s. They started working on a new platform comprised of several body styles – all with front-wheel drive. Part of this program was a van-like vehicle that would seat seven and designed to fit in a garage.

When the new vehicle program was presented to Ford Chairman Henry Ford II, he rejected it. Eventually, Ford would fire Iacocca.

When Iacocca was hired on to save Chrysler, he had his old team join him. They also brought the new vehicle program with them. That program became the K-Car. That van-like vehicle became the Dodge Caravan and Plymouth Voyager.

About the same time, Toyota introduced a competitor. Known as the TownAce, the North American marketers simply called it the Toyota Van. In Japan, their vans followed the forward-control format with the front engine mounted beneath the front row of seats. No one why this passed muster in the USA market, but it turned in decent results in crash testing to make it acceptable for sale in the market.

The success of the Caravan/Voyager sent a lot of manufacturers back to the drawing board. Some were looking at lineup to seed whether they can import them to go up against Chrysler’s twins. GM and Ford had access to other platforms that they thought would compete well against their Pentastar rivals.

GM introduced the Chevrolet Astro and GMC Safari. Based on a smaller version of the G-Series van frame, GM utilized key components from the S-Series pickup truck to make it competitive against the Chrysler twins. It might not be the right approach to match the popular minivans, but they sold as many as possible. The GM loyalists scooped up enough Astros and Safaris to keep it relevant for the time. 

Ford’s response came in 1986 with the rear-drive Aerostar. It was exactly the same idea as the GM “minivans,” with a shortened Econoline/E-Series frame and engines from the smaller Ranger pickup truck. 

Nissan’s forward-control competitor arrived in 1986 with their Van. Known as the Vanette in Japan, the newe larger van would augment such vehicles as the Stanza wagon and the Axxess, which were enlarged wagons on car-based platforms.

By 1987, Mitsubishi joined the minivan revolution with the L300 Express, also known the Van/Wagon. Following Japanese forward-control engineering, it competed against all of the minivans in the marketplace. 

Mazda joined the fray with the 1989 MPV. The shape was a departure from other Japanese minivans of the era. One might say that they were taking the engine forward platform with a two-box body type. It was among one of the first to offer four-wheel drive in this segment. 

All the while, Volkswagen has been selling a more modern Type 2 called the Vanagon. In the middle of its sales run, Volkswagen replaced its air cooled flat-four with a water-cooled version with added fuel injection. This would last until 1991, in which Volkswagen trotted the next generation model across the Atlantic called the Eurovan. 

As the 1990s rolled around, the good times in the minivan class were about to get a course correction. By 1991, you had over a dozen brands selling them. That number will increase in throughout the decade with an expansion into new sub-segments, such as luxury minivans. Some manufacturers rolled out a second-generation minivan designed to directly compete with the Chrysler twins – which by 1990 has become a trio. 

The next generation minivans were now developed on a front-drive platform with even more design elements that would further distinguish themselves from Chrysler’s trio. We saw new entries from GM, Ford, Toyota, Nissan, Mitsubishi, Mazda, and Honda. All of which point to an attempt at replicating Chrysler’s success.

Yet, the 1990s also witnessed a reckoning for family transport. The idea of an SUV was attractive to families who really don’t think they need the space of a minivan, but it can carry everyone and everything in comfort. GM has always been the vanguard of such a vehicle with its truck-based Chevrolet Suburban. All other manufacturers decided to follow suit in various different ways.

The concept of an SUV has evolved from farmhand and trail runner to softroader and school run master. Part of that evolution was a collective about face away from the minivan because the SUV offered a more masculine and active personality than the minivan. 

When SUVs began to outsell minivans by the ton, there seems to be a consumer base that continues to discover what a minivan can still do for growing families. Can your football lineman or adult relative sit comfortably in the third row of any given SUV? They can in today’s minivan. 

Along the way, innovations were helping the cause of the minivan. The 1996 Chrysler minivans featured dual sliding side doors for the first time in the segment. Years later, Fiat Chrysler Automobiles would produce the first minivan with an electrified driveline – the Pacifica PHEV. Both FCA and Honda introduced on-board vacuums on their models.

Stow N’ Go seating was another innovation that Chrysler introduced on the minivan. It saves time and effort to physically remove the second- and third-row seats to fit more cargo. Instead, the seats simply fold right into the floor. 

These are the things a lot of family-oriented vehicles are unable to do. Or, were never considered for series production. This is why some of us argue for the minivan as the ultimate form of transportation, especially when you have a growing family or are tasked to carry adults on a regular basis. 

Sure, they look homely. They have mediocre drivelines. Along with all of the other things you complain about minivans ad nauseum. 

However, the gamble that was made in the fall of 1983 has since paid off. The minivan defined an era of family transportation. However, you see their legacy, you have to admit that they serve their purpose when families needed such a vehicle. 

That continues with today’s minivans from Stellantis, Toyota, Honda, and Kia.

All photos by Randy Stern

Rental Car Review: 40 Years A Minivan

by Randy Stern

What was innovative about the Dodge Caravan and Plymouth Voyager was the use of a front-drive format that opened up critical cabin space.

Forty years ago, Dodge and Chrysler-Plymouth dealers welcomed a new type of family transportation…

Actually, it was a new take on a vehicle that has been around for decades. A smaller van for passengers that was based on a common car platform. What was innovative about the Dodge Caravan and Plymouth Voyager was the use of a front-drive format that opened up critical cabin space. Chrysler extolled the virtues of a flat floor allowing the loading of a full sheet of plywood (or sheetrock) after removing the second- and third-row seats.

Did I mention the fact that it would fit in a garage quite nicely?

The minivan gained new customers. It also attracted new competitors. And, several backlashes and pushbacks. Yet, the Chrysler minivan kept on innovating and raising the bar for the genre. 

Little did I know that a recent spin at Rental Car Roulette would give me a list of minivans to choose from. They were all gray Chrysler Pacifica Touring-Ls. Each and every one of them…

I drove off in one to celebrate the 40th anniversary of the Chrysler minivan. What did I do to celebrate.

Let me back up a bit here. Whenever I get a minivan to work with, it is usually the top trim or something innovative to check out. The last few Chrysler Pacificas were a combination of plug-in hybrids, Pinnacle and S appearance package models that demonstrated what the old Pentastar had cooking for their more popular offering. That would include new technology and family-friendly features the company introduced to make the minivan experience more livable. 

The Touring-L represents not just a rental car specification. It is also a consumer-friendly trim that does not require a lot of technology and gizmos to weigh down the price of admission. Instead, it offers comfort for seven, connection points for devices, a good audio system, and a comfortable ride. 

One attractive piece of the Touring-L is its leatherette upholstery. The perforated faux hide is comfortable and breathable. Some would be happy with cloth seats, but a touch of leather(ette) is all you need to keep all of the occupants happy. There is one drawback, though: Be careful during the summer when the faux hide could get a bit warm. 

Then again, a good air conditioning system will make things more comfortable. As will sunshades for the sliding side doors and the third-row windows. Both features will make longer journeys a breeze with a full load of passengers and luggage. 

The second-row seats are of the captain’s chair variety. It adds a flat space for passengers ot scamper to the third row. This model also has full Stow ’n Go seats, which folds down to a flat surface. Storage spots are plentiful from front to back, including in front of the second-row captain’s chairs. 

Everything else should be the same as all of the Pacificas I reviewed, right? This time around, the rental Touring-L is powered by the 287-horsepower 3.6-liter Pentastar V6 with the nine-speed automatic. However, this is the front-drive non-plug-in hybrid model I have driven in a while. There really is no difference in the way it drives. It is powerful, punches its own weight, and cruises quite nicely. The transmission may try to shift oddly, but it corrects itself once it gets to speed. 

One thing I loved seeing is the fuel economy average I gained in this rental. Does 25.0 MPG sound like something you’d enjoy in a front-drive, non-plug-in hybrid minivan?  

Certainly, there are minivans that will yield better fuel consumption, tout newer and more advanced drivelines and such. But, there is nothing wrong with driving around in a Chrysler Pacifica with you, your family or a group of friends. It is one of the better-looking vehicles of its genre, in my humble opinion. The ride quality is lovely. It steers and brakes quite well. 

Ultimately, how it feels is what matters the most. Every time I get behind the wheel of a Pacifica, it is a wonderful experience. You sit high enough to command the road. You have every control at your fingertips. And, you’re comfortable. Very comfortable. 

Comfortable enough to want to gobble up more miles than you originally intended to.

A sign of a good vehicle is exactly that: How you let yourself go after making your mandatory stops for the day. I ended up taking this rented Pacifica into the exurbs and rural communities west of the Twin Cities. Imagine having a minivan full of people while doing that. Imagine their faces when they see cows just feet from the side of your minivan. The joy on their faces when they “moo” back at them. 

If you were to buy this minivan as specified, it will sticker at $43,770. Consider how many minivans I’ve worked with that hovered in the $50,000 range, that’s refreshing! 

To say that this seven-year-old minivan is still relevant is more to the point of its staying power after 40 years of innovation. To know that people with growing and maturing families still have a conveyance that can make long journeys fun is a testament to the ideas Chrysler has back in the early 1980s. 

More like Lee Iacocca’s original team from Ford that came with him to Chrysler in the 1970s…

If you’re old enough like me to remember when the Caravan and Voyager arrived at their respective showrooms, then you remember the buzz they created and the rush to get one into customer’s garages. The magic is still there in the Chrysler Pacifica. 

Happy 40th to Chrysler’s minivans!

DISCLAIMER: Vehicle was rented by Victory & Reseda

All photos by Randy Stern

Quickies: "Relevance" in "Professional Grade"

by Randy Stern

Notice I mention just the SUV lineup. We all know that GMC is known for their pickup trucks.

When you read or hear that GMC is the “Professional Grade” brand, is that an invitation to compromise on your SUV?

Notice I mention just the SUV lineup. We all know that GMC is known for their pickup trucks. Tough, brawny work-a-day rigs ranging from the mid-size Canyon to the massive Sierra HD. 

GMC is also the home of Denali trim. Every model gets the full luxury treatment of a Denali – a top-of-the-line trim level that sometimes will make you think you’re driving a traditional Cadillac. 

The Denalis are also found on their SUV lineup – sometimes an oft-forgotten part of the GMC lineup. They shouldn’t be, since all three SUVs offer a competitive product against their counterparts within and outside General Motors. 

At the gateway of the GMC brand is the Terrain SUV. This compact model offers a more distinctive – rather, “professional grade” – two-row vehicle that is more common in various places than you think. Even in a world full of RAV4s, CR-Vs, and CX-5s, there’s plenty of Terrains rolling around our highways and shopping centers serving a reminder that GMC is still relevant in the marketplace. 

What about the Terrain? It has been around since the 2018 model year. In some areas, you could write it off as being outdated for the marketplace. Then, you are reminded that the 2022 model year brought on some refreshed elements both inside and out. 

For example, the front end is more three-dimensional with more defined headlamp units and grille shape. The rear got some cleaning up, while keeping the roofline and “claw”-shaped taillamps. However, the Terrain retained its narrow C-Pillar glass. At least you can see the difference between the GMC and its competitors. 

This SLT tester came with the Elevation Edition package. This appearance package adds blacked-out elements, including black finished badges, black trim, and a set of gloss black 19-inch alloy wheels. Think of this as a sporty upgrade to a “professional grade” SUV.

Interior-wise, we start with an instrument cluster with small-ish analog dials – including fuel and temperature above the main row of instruments – and a robust information screen between them.  The controls are usual what you find in other GMC and GM vehicles, including the steering wheel. There are two knobs underneath the eight-inch infotainment touchscreen, along with some buttons. So far, very straightforward.

Then you get to below the center stack. This is perhaps the most controversial element of the Terrain – the transmission selector. This was GM’s first try at a button-and-toggle controller. It works, but there may be some drivers that are worried about reaching these controls. Obviously, I had no trouble with it. You will get used to it. 

The perforated leather seats offer plenty of comfort and support. Especially, up front, which I felt relaxed behind the wheel. Rear seat room is very good for a lot of bodies to enjoy short and long trips. Cargo space is equally generous, with 29.6 cubic feet available behind the rear seats. With the rear seats folded down, cargo space grows to 63.3 cubic feet.

The Terrain is motivated by a 175-horsepower 1.5-liter turbocharged four-cylinder engine. It puts down 203 pound-feet of torque. A nine-speed automatic transmission and all-wheel drive round out this tester’s driveline. 

Honestly, I wished there was more punch to this engine. As long as you’re cruising at speed, you’re fine. It is the acceleration is where I wished for more. However, the driveline is fine with smooth shifts. As far as fuel consumption is concerned, the Environmental Protection Agency rated the Terrain with AWD for an average of 26 MPG. 

Ride quality was very smooth and comfortable. It does a great job absorbing rougher road surfaces without hesitation. We found the overall handling a bit on the soft side. Yet, the behavior was very controlled with solid cornering. 

The steering system works quite well with a solid turning radius. On-center feel was a bit on the soft side, but it kept the Terrain within the lane. Brakes felt very good and offered a solid pedal feel. Then Terrain turned in pretty solid stops in normal and panic situations.  

For 2023, you can get your GMC Terrain in four trims, along with packages on some trims. They do offer AT4 and Denali versions, as well, all starting from $30,395. This SLT AWD tester with the Elevation Edition package came with a sticker price of $41,680. 

If you set aside the terms “relevance” and “professional grade,” the GMC Terrain is a solid choice in a very competitive segment. Sure, it’s one of the longest-running products in the segment. Perhaps that should tell you how well it has held up against a slew of newer competitors.

For every vehicle there is a customer. GMC has plenty of them coming in and checking out the Terrain for their two-row compact SUV. That alone is another reason to even consider one. 

DISCLAIMER: Vehicle provided by Walser Buick-GMC, Roseville, Minnesota

All photos by Randy Stern

My Favorites from an (Un)forgettable Youth

by Randy Stern

Still, I found myself in the face of aging – of starting to look old. Not exactly what you want from a member of the automobile media corps.

It started at an eye doctor's office.

I decided it was time for new glasses. Using the vision care benefit from my day job and the Health Savings Account debit card, I ended up with a stronger prescription designed to improve both my distance, reading and computer use vision. This time, I wanted a more contemporary/retro plastic frame look that is short of being called a hipster.

Instead, I looked at the mirror and thought of one person – Cary Grant.

Towards the end of his life, the elegant man with the elegant accent wore big plastic framed glasses and a completely white mane of hair. The new glasses certainly looked somewhat retro, different and big. However, those who know me know I am far from having any strand of hair on my head.

Still, I found myself in the face of aging – of starting to look old. Not exactly what you want from a member of the automobile media corps. Maybe "old" is not the right word. Nor does "aging" fit well here. Maybe "maturing" would work…but, Cary Grant?

It prompted a thought: I am actually old enough to remember some real classic automobiles!

Yes…but which ones? I suppose this calls for a My Favorites column of long, lost names of automobiles from the far recent past. I put together a group of vehicles that somehow stood out for some odd reason. Perhaps because someone reminded of them…could be the case.

IMPERIAL: Let us just be clear here: This is not the rear-drive neo-Art Deco coupe remake introduced in the early 1980s. Nor was it the guzzied-up New Yorker from the early 1990s. This was the real thing, when Imperial was considered a brand and not just the Chrysler planted above the New Yorker Fifth Avenue. My childhood was pronounced by Elwood Engel's Lincoln Continental-influenced Imperials. In 1964, Chrysler's luxury brand had its second best year because of the change in styling direction. Eventually, this led the Fuselage era – 1969 to 1973. With Cadillac and Lincoln as common amongst American luxury car buyers, Imperials were quite special machines. By 1973, that special feeling was lost as the line was integrated with the Chrysler brand. For that moment, the luxury one got in an Imperial was indeed a world apart.

MGB: Before the Datsun 510, there was the British roadster. There were plenty of Triumph and MG lovers to go around, but somehow the latter became the more popular – by a nose. The MGB was British Leyland's best weapon in North America. Despite all the stories of quality and so forth, we loved MGBs. A friend in high school had one: A white late 1970s model with a white top and a black or red interior. It was not exactly a "Reseda car," but he was a bit of a cut above the typical Reseda High School student. Still, the MGB suited him at the time as it did for its owners. It was one of the classic roadsters that remained relevant almost to the end of its run.

Photo by Mr.choppers, CC BY-SA 3.0 https://creativecommons.org/licenses/by-sa/3.0, via Wikimedia Commons

RENAULT LE CAR: How do you sell Le Cinq to us 'Muricans. Good question! Renault was on its own prior to the link-up with American Motors and had a handful of models available for our market. However, the city car – rather, the subcompact – was a bit of an anomaly to this country. You can thank the members of OPEC for giving Renault the open door to try to sell the Cinq to us. They called out version Le Car. Cute. The 5 was a cute car to begin with. It was quite practical and pretty specious for a little car. At least it carried over through the coupling in Southfield, before it went out in the middle of the Alliance/Encore rollout. Admittedly, the little Le Car was ahead of its time…especially when its successor is still one of the most popular models in Europe and our market is starting to embrace the subcompact.

PEUGEOT 505: The 504 before it was a breakthrough for the Old Lion. In the states, a strange twist came over the brand along with its global superstar. Instead of being on the level of Renault, Volkswagen and Fiat as more affordable Europeans against the Japanese, Peugeot went a bit upscale. In this country, Peugeot competed against Alfa Romeo, Audi, Volvo and Saab. Because of this twist, the 505 arrived priced a cut above the rest. Perhaps it was meant to be, as our version of the 505 was equipped luxuriously. Even more exotic was the ready availability of a turbodiesel engine with an automatic gearbox. Just like the 504, the 505 had a very long life – almost to the day Peugeot stopped selling automobiles in this country. Despite reports of reliability and quality, they actually were quite comfortable and enjoyable to drive. Makes us wish they remained here today.

ALFA ROMEO 2000 GTV: I love Alfas. This one is my favorite. There are many reasons why. First off, Giorgetto Giugiaro designed it – for Bertone. In fact, it is the only Bertone-designed car I truly love. The result is a proper four-place coupe with a silhouette that reminds you how practical this car can be. Add to the racing pedigree and you have the best 2+2 coupe of its time. Before the arguments begin, remember this is an Alfa. Better still, this is an Alfa before its acquisition by Fiat. The romance of the Giulia coupe has been forged by Alfa's ability to maximize the fun no matter the model designation. Luckily for America, the 2000 GTV represents absolute beauty as kit carves up curves, rumble down the Interstate and dominate race tracks in its wake. I would rather spend an extended period of time just looking at one.

All photos by Randy Stern, unless otherwise noted

Which Minivan/MPV Would You Choose?

by Randy Stern

This has been my argument for years: Minivans (and MPVs) do a better job transporting maturing families than SUVs. 

This year, I was able to work with all four manufacturers of minivans (and MPVs) sold in North America. 

Even though this segment might not be as lucrative as it was in the 1980s and 1990s, the minivan/MPV remains a great choice for growing families. If you have a family of five or six – or, love to shuttle you and your neighbor’s children to after school activities – you can never go wrong with a minivan. 

This has been my argument for years: Minivans (and MPVs) do a better job transporting maturing families than SUVs. 

It was important to present all four minivans/MPVs on this website (not to mention, doing a video on one for V&R’s YouTube channel). They all present their own take on a similar formula. Some do so without much fanfare, while others show a personality that engages passengers and drivers alike over every mile. 

It brings up this question: Is there a minivan that stood out among the four (five, but I’m not counting one two times) vehicles that have been reviewed and discussed on here? 

Tio find out, I broke down a set of categories that break down certain aspects of these vehicles. 

DESIGN – KIA CARNIVAL AND TOYOTA SIENNA (TIE): Until now, the Chrysler Pacifica offered the most style for a minivan. The Sienna came out swinging following a Toyota dictum to not build a boring vehicle. Instead, the Sienna is very compelling and stylish as they incorporated a lot of design cues from across the lineup. However, the Kia Carnival has the cleanest design overall. From the application of the new logo to the details on the grille and c-pillar, they frame a vehicle that combines the best attributes of their SUV lineup with the family-hauling traits of an MPV (ahem, minivan). Either one will be a conversation piece on your driveway. 

INTERIOR SPACE AND COMFORT – TOYOTA SIENNA: You can never skimp on comfort when you are hauling families. Thin and uncomfortable seats can turn happy families into bad relatives. That is why Toyota’s second- and third-row seats are very comfortable compared to the other three. Anyone – children and adults alike – can rest easy over the miles in these cushy seats. 

PASSENGER ENTERTAINMENT – CHRYSLER PACIFICA, KIA CARNIVAL, AND TOYOTA SIENNA (TIE): Here’s the problem with mounting screens on the back of the front seats in minivans. The second-row passengers get to control them, while the third-row passengers have to crane their necks to watch what the people in front are watching. However, a single screen dropped from the roof will have the second- and third-row passengers watching, but there will always be someone who doesn’t like what’s on the screen. For the latter, Toyota has the edge with its larger screen for everyone. However, both the Chrysler and Kia have great content and connectivity for their dual screen set-up. There is a happy medium between these three entertainment systems. 

CARGO CAPACITY AND FLEXIBILITY – CHRYSLER PACIFICA: The reason why I picked the Pacifica is the class-exclusive Stow N’ Go seating for the second row. For the non-hybrid V6 models, the second row simply fold into the floor flat to accommodate sheets of plywood or sheetrock. This follows the original formula Chrysler Corporation came up with for the original minivan – the ability to carry a full sheet of plywood behind the first row of seats. Since then, they were able to do so without having to take out the seats. The Pacifica remains a clever machine offering innovations in practicality. 

DRIVING EXPERIENCE – KIA CARNIVAL: The reason that Kia calls the Carnival an MPV was to emphasize an SUV-like driving environment. I noticed a lot of influence from the Telluride behind the wheel, without the raised ride height. Instead, the Carnival exhibited a lower center of gravity, resulting in a better driving experience from behind the wheel. That also translated into a comfortable environment for its passengers. 

OVERALL MINIVAN PICK – KIA CARNIVAL AND TOYOTA SIENNA (TIE): I know the folks at Honda are crying foul, but impressions are impressions. Both the Kia and the Toyota offer a compelling vehicle for families, along with some additional amenities that will put them over the top. For example, Carnival SX Prestige models come with second-row VIP seats that recline like a private jet, while front-drive Sienna Platinum models add an ottoman to their second-row captain’s chairs. The other reason why they tied? They both have actual honest-to-God shifters! Not a knob or a set of buttons – a shifter!

This quick comparison is all about what is important in a minivan/MPV. They also exemplify the reasons why families should give a minivan another look, instead of a mid-to-large size SUV. All of the minivans/MPVs reviewed on this website offer superb space for growing and maturing families, along with superb and flexible cargo space. 

Also, consider fuel economy and performance. The Toyota earned over 35 MPG in my care with its four-cylinder hybrid driveline. The rest of the minivan/MPV herd offer smooth V6 power with great geared automatic transmissions. No matter what’s under the hood, you still win when you’re cruising down the highway on that family vacation. 

All four minivans/MPVs combined will give you the experience you are looking for in a family hauler. If you ready to invest in some quality time, especially as this pandemic continues to rear its ugly head on our society, get yourself a minivan/MPV. That is, if you can find one…if not, just order the one you want and give it a lot of love when you take delivery of it. 

DISCLAIMER: Vehicles featured in this article are provided by their respective manufacturers: Stellantis North America, American Honda Motor Co., Inc., Kia America, and Toyota Motor North America

All photos by Randy Stern

The Pinnacle of The Minivan

by Randy Stern

Luxury is what the Chrysler brand has always been known for. Go back in history when the vision of Chrysler was attainable luxury and prestige. For example, the Imperial was badged as a Chrysler until 1955. That car was understated in the way it presents itself to wealthy clientele. It also instilled a sense of luxury that guides the Chrysler brand today.

A Victory & Reseda review of the 2021 Chrysler Pacifica Pinnacle

“What do you know about luxury…huh?”

That is a question that stokes the “hottest fire into the strongest steel.” It also stems from a commercial that appeared 10 years ago re-introducing the Chrysler Sebring as the “new” 200. 

Luxury is what the Chrysler brand has always been known for. Go back in history when the vision of Chrysler was attainable luxury and prestige. For example, the Imperial was badged as a Chrysler until 1955. That car was understated in the way it presents itself to wealthy clientele. It also instilled a sense of luxury that guides the Chrysler brand today.

However, some might say that the Chrysler Pacifica does not completely fulfill the brand’s historic image. As of last year, those naysayers have been proven wrong.

With the 2021 Pacifica Pinnacle, luxury is definitely back at Chrysler.

How? Let me walk you through the most luxurious minivan in about a decade.

First of all, the updates to the exterior have a retro feel. If one goes back a couple of decades ago, you might recall the generation of swoopy front ends and rounded bodies that made Chrysler’s minivans stand out. Plenty of those older minivans are still running today. 

Therefore, the overall design is relevant. The Pacifica continues to stand out among other minivans – and that one lone “multi-purpose vehicle” that looks like a minivan. Its own set of rounded body shapes, design-breaking window silhouettes, and taillight treatment lets everyone knows that this is a Chrysler Pacifica and nothing else matters when you are around one. 

The Pinnacle model steps a few things up a notch. The chrome treatments across and around the minivan gives it a flagship look. The 20-inch chrome wheels also make this minivan pop even more. It just could be the Velvet Red paint job that just oozes luxury from its pores. 

Among the three minivans – and one so-called MPV – the Pacifica always had the most compelling design in its class. The Pinnacle just puts add icing on the proverbial cake. 

If you’re not convinced that the exterior makes the Pinnacle the top shelf Chrysler Pacifica, you need to open all of its doors. That interior is absolutely elegant! Maybe these words will help you understand what the Pacifica Pinnacle is about: “Quilted caramel Nappa leather.” 

You want more words? How about “second-row lumbar support pillows.”

These words translate into one of the most elegant cabin ever created for a minivan in years. It is as close as you will get to one of those executive-level vans that are quite popular among wealthy families across eastern Asia. 

Another way to see the Pacifica Pinnacle’s interior is to compare it to Chrysler’s own past. Could this be an homage to the Imperials of the past? Or, a New Yorker Brougham from the mid-to-late 1970s? Maybe it is a replacement for the no-longer-available 300C?

No matter your take on the Pacifica Pinnacle’s elegant cabin, it is truly a special place to be. It looks like it belongs to a Mercedes-Maybach, but it has plenty of familiar Stellantis North America’s touches. 

While the driver settles into the cockpit of the Pacifica, your passengers will be treated to a livery-level luxury. UConnect Theater is part of this package, with plenty of connectivity ports for the two screens attached to the first-row seatbacks. There are two wireless headphones and remote controls to operate the screen, as long as the devices they are using are connected to this system. 

The second row seats may not recline like they belong to a private jet. They are still Stow N’Go seats that fold into the floor for more cargo space. You could just stow them for passengers to sit in the third row. If the second row seats are up, you have extra underfloor storage for items you want hidden from view. 

The pair of lumbar pillows are designed for extra lower back support and comfort. I mistakenly called them “throw pillows,” which I do not recommend throwing them at other passengers. The stuffing is taut, and that leather has a bit of hard surface to them. Sorry, kids.

In all, the leather upholstery is quite special. It added some additional comfort to the front and second-row seats. There is plenty of support and adjustments to make your seats more comfortable. Access to the third row is easy with the sliding mechanism for the second-row seats. There is no console blocking extra access between the third row and the second row sliding doors. 

When you get to this level of minivan, you expect to have it equipped with power sliding doors that can be operated hands-free. The liftgate is also hands-free and power opening. I just wish there was a power closure button on the liftgate itself. Your key fob will also do these same operations, as well. 

The Pacifica Pinnacle is available in both the regular V6 model and the plug-in Hybrid system. My tester was the former – a 287-horsepower 3.6-liter Pentastar V6, connected to a nine-speed automatic transmission and a standard all-wheel-drive system. I heralded the return of the all-wheel-drive system to Chrysler’s minivan as a necessary feature for the northern climes (and, sometimes, the southern ones, too). It is a good driveline that makes no excuses for anyone – even the minivan haters. Believe me, there are plenty of them out there spanning three decades now.

If you’re one of those haters, I’ll bet you never drove a Chrysler Pacifica. 

It is a solid performer overall. Handles traffic and gets around it quite nicely. However, it returned 23.1 MPG for fuel consumption. 

I could go on about the driving dynamics and safety equipment on the 2021 Chrysler Pacifica Pinnacle. The best way to capsulize all of it is simple: This is a luxury minivan. It drives like one.

Yet, the Chrysler Pacifica rides on a great platform that has served Stellantis and all other companies before the merger well. It continues to be innovative, while staying true to its mission as a great family hauler with the most flexible cargo space in the business. 

A driver could settle into its quilted leather seats and take command on the highway. They could put the adaptive cruise and let the Pacifica Pinnacle glide across state lines with ease. These are exactly the reasons you want this top-of-the-line minivan – to make yourself and everyone on board comfortable whether you are going on outings which you can attend with eased guidelines or just taking that road trip to see people you haven’t visited in well over a year. 

At this point, we should talk pricing. The sticker price for this 2021 Pacifica Pinnacle tester came to $54,885. The only option available that is not on this tester is a towing package for just $995.

This vehicle is as luxurious as you can get in a minivan. It is for the family who needs the space and all of the finer things inside. Even as it did some airport shuttle duty with roommates, neighbors, and friends, the Pacifica Pinnacle came out ahead exhibiting a personality that matched its lumbar pillows, quilted leather upholstery, and flashy trim. 

There is something I would like to address here. Around the time I had the other 2021 Chrysler Pacifica, I pondered on the eternal debate over which family conveyance made sense. The idea that large SUVs would do a better job hauling families of six without the guilt of owning a minivan is rather flawed in logic. When those four children start growing and getting older, let’s see how well they fare getting into the third row of that large SUV. 

Now, consider another level of comparison: Luxury. If you try to compare pricing of a larger SUV at its top trim level, you will definitely find that the Chrysler Pacifica Pinnacle is a great value compared to the likes of the Infiniti QX80, Ford Expedition Platinum (and King Ranch), GMC Yukon XL Denali, and so forth.

In other words, why are you looking at an SUV with all of the bells, whistles, and bling if the Chrysler Pacifica Pinnacle is the best value among luxury family conveyances – period! 

That is all you need to know about luxury. 

DISCLAIMER: Vehicle provided by Stellantis North America

All photos by Randy Stern

Preview: A Little Taste of Vantas

by Randy Stern

Other Chinese automakers had their eyes on our market for years. Now, a third company will now enter our market with a lineup of SUVs that should be more aligned with the tastes of our consumer.

Has the Chinese finally arrived in America?

They have. However, they have been here all along. 

Volvo introduced the long-wheelbase S60 from their plant in China several years ago. Keep in mind that Volvo is a division of a Chinese company called Geely. Buick had sold Chinese-made Envisions on our shores for a few years, thanks to their manufacturing base with their Chinese partner SAIC. 

Other Chinese automakers had their eyes on our market for years. Now, a third company will now enter our market with a lineup of SUVs that should be more aligned with the tastes of our consumer. 

The brand is called Vantas. The manufacturer is Chery.

There is a twist to this story. The Vantas lineup will be assembled stateside. To do so, Chery tapped a California company, HAAH, to facilitate the assembly of their Exeed SUV lineup in this country for our market. 

I had the good fortune of getting a taste of what is to come in a year-and-half from now. From what I’ve seen – and driven – we may be in for something that would be a good fit for our market from Chery and HAAH. 

The vehicle I drove is a Chinese market model called the Exeed LX. This vehicle will be marketed as a premium compact SUV, in a mid-priced segment with the Buick Envision, Acura RDX, and Infiniti QX50. This Vantas model would also compete well with higher trim levels of the Toyota RAV4, Honda CR-V, Hyundai Tucson, Kia Sportage, and the Jeep Cherokee – for starters. 

The LX definitely fits the segment, design-wise. In its own way, it wants to give you a premium look, with LED light strips across the front and rear end, some chrome finishings, and a set of handsome 19-inch alloy wheels. The only thing that will stand out is the front end, whereas savvy consumers may pick out some common design traits with other models in the segment and price point. 

The front end might not be the final design for our market, but I actually like how it appears now. The design currently includes LED driving light strips, the four-bulb LED light set-up, and the color-keyed lower grille with a thinner chromed upper grille. If they keep this, then it would definitely stand out in the crowd. 

The liftgate has a clamshell-type opening that is integrated into the C-pillar. The lower opening is at the bumper, where the license plate is recessed. It opens high and has a push-button close.

Interior-wise, it feels upmarket with soft touch materials set in a two-tone saddle/black motif. The front seats are comfortable and offer plenty of support for most bodies. Rear seat space is very good with plenty of leg and head room. Although I found the rear seatback on the firm side for longer journeys. 

The main attraction of the interior is the long screen divided into two 12.3-inch sectors – instrumentation and infotainment. It does remind me of the latest in Mercedes-Benz interior design, although I found no evidence that its shares anything with the Mercedes-Benz User Experience now installed on their latest offerings. The screens offer clean readouts that are comprehensive. Infotainment screens offer smartphone integration for Apple and Android phones, plus an Android-like app screen for access to native functions, such as navigation. The infotainment screen is also touch capacitive, as well as controlled by a console-mounted trackpad or steering wheel controls. 

The climate controls might look familiar as they might appear in a Range Rover Velar, Land Rover Defender, or Jaguar F-Pace. It is sort of a coincidence, as Chery does some work with Jaguar Land Rover in China. It is set low on the center stack at the edge of the console, which may not be a great place for taller drivers to reach it. 

The one area I had to do a learning curve is the transmission actuator. It is simply a small toggle with a shift-by-wire logic. Park is a button that is further back from the actual "shifter." There are paddle shifters available for gear selection. 

The demo I drove had the global 1.6-liter turbocharged four-cylinder engine with 197 horsepower hidden underneath a plastic cover hiding the entire engine bay. It is my understanding that we will not get that engine for our market. Instead, we should get a larger and more powerful 2.0-liter engine. I believe the larger engine will be the difference for the performance of this vehicle and will put it in the same performance range with the intended competition. 

Yet, the actual driveline on the demo – including the 7-speed dual clutch transmission – offered plenty of power on the freeway and in-town. The transmission behaved very well with quiet shifts. I do believe that the larger engine will do this vehicle justice for our drivers in the USA.

Ride quality was pretty good, as it managed the freeway and streets well. However, I found the handling to be a bit soft with some roll and lean at the limit. The steering was pretty good, with a decent turning radius. On-center feel was fine. I like the brakes on this tester, as well as the pedal feel. 

And, yes, there is a drive mode switch that changes from Eco to Normal and Sport. A good feature to have if you’re a more spirited driver. 

The content on this tester was impressive, though I found at least one thing missing. I could not find whether this Exeed LX had blind spot monitoring that we are used to. Or, that the mirrors were a bit off-focus for blind spot management. Maybe we will see this feature on vehicles sold in this country. 

If you’re wondering about pricing for the Vantas version of the Exeed LX, it has been guessed at somewhere between $25,000-30,000. 

One thing to consider at this point: HAAH’s timeframe for sale in this country. The first thing that HAAH is doing is to secure an assembly plant for their Vantas models. They have been looking at several locations in the USA at this point, which is their preference rather than an assembly facility in Canada, Mexico, or doing a direct import from China. 

HAAH’s target for production of the Vantas lineup is by the end of 2021 with the first units to be sold by the first quarter of 2022. We should expect not only a version of this compact SUV, but another SUV from Exeed and a model from Chery’s Tiggo lineup. 

I’ve been skeptical about new entrants into our market, but I have a feeling this one might just work out. To get premium vehicles at a lower price point with an expectation of mid-price level service is a monumental task. With HAAH’s help, Chery is closer to delivering on this than other potential Chinese entrants stateside. Both entities have to deliver with well-built, high quality Vantas models that will exceed the expectations of its potential consumers.

To that end, the Exeed LX looks like a good starting point for Chery in America. It would certainly launch thousands of Vantas models onto our roads come 2022.

DISCLAIMER: Vehicle provided by HAAH Automotive Holdings.

All photos by Randy Stern