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1946-1948 Chrysler Town & Country

by | Feb 17, 2023 | 0 comments

1946-1948 Chrysler Town & Country

Chrysler rolled out its new, wooden-bodied Town & Country models in 1946 with promises of a full line of “woodies,” including a convertible, a sedan, and a roadster. But only the convertible and sedan saw production

A black and white photo of the new for 1946 Chrysler Town & Country convertible

The retail price on average for the 1946 Chrysler Town & Country in the U.S. was $2,609 ($40,027 in 2023.) Production totals were documented at 2,169. (Photos courtesy of Stellantis media archives)

BY MARK MAYNARD

There’s a certain charm to the white-socks stance as shown in these PR images of the 1946 Chrysler Town & Country Convertible Coupe. It was a new beginning for U.S. carmakers. World War II ended in 1945 and automakers again ramped up car production after transitioning from building war machines.
When GIs returned home from war, they were ready to let the good times roll and Chrysler was ready with its restart of the 1946 Town & Country nameplate.

The Chrysler Town & Country had been in production from 1940 to 1942, primarily as a luxury station wagon, according to the car’s page on Wikipedia. During this time, the Town & Country was also available in wooden-bodied — “woodie” — body styles of a four-door sedan, two-door hardtop, and convertible.

“Following the war, the Town & Country nameplate returned, though the eight-passenger station wagon did not. Only the 1946 Town & Country four-door sedan and the 1946 Town & Country two-door convertible were offered.

Curiously, the 1946 Town & Country sales brochure also described and illustrated a roadster, a two-door sedan called the Brougham, and a two-door hardtop called the Custom Club Coupe. None of those three additional body styles progressed beyond the prototype stage. Only one Brougham and seven Custom Club Coupes were built,” per Wikipedia.

Luxurious and Elite

I found these notes from an auction report by RM Sotheby’s: “While the sedan was a warm, clubby sanctuary for the trip to one’s hunting lodge, the convertible was elite, a favorite of such celebrities as actress Marie “The Body” MacDonald and popular Western actor Leo Carrillo. Some 8,368 convertibles were sold in three years.”
The Town & Country’s wooden body framing was made from white ash and the panels were mahogany veneer but were now bonded to steel body panels. The convertible’s retail price on average in the U.S. was $2,609 ($36,254 in 2021 dollars; production totals were documented at 2,169, per Wikipedia.

An original 1946-48 Chrysler Town & Country sedan, with accessory roof-rack rails.

The 1946 Chrysler Town & Country sedan has been described as a warm, clubby sanctuary for the trip to one’s hunting lodge.

Town & Country for 1947

During the 1947 model year, the Chrysler Town & Country sedan and the convertible each carried over with just a few improvements over the previous model year (1946).

1948 Town & Country Sedan 

By 1948, the Town & Country sedan was in its last model year of production, after only a three-model-year production run (since the 1946 model year). The 1948 Town & Country convertible carried over with just a few improvements over the previous model year (1947). This was also the year the genuine Honduran mahogany wood panels were replaced by DI-NOC vinyl panels.

1949-1950 Town & Country Convertible

The 1949 Town & Country convertible was now in its last model year of production, which was the only Chrysler Town & Country offering during the 1949 model year.

After a four-model-year production run, Chrysler would produce its last true woodie offering, the Town & Country Newport two-door hardtop.

The cars for 1949 were Chrysler’s first new postwar designs, with a longer wheelbase (131.5 inches), and based upon the New Yorker model.

During its one-model-year production run, the 1950 T&C panels were now simulated wood. The year also marked a new optional feature, windshield washers.

1951 Town & Country Wagon

Chrysler’s Town & Country wagon was reintroduced with all-steel construction in 1951. Windsor and New Yorker variants would continue through the end of Windsor model production for the 1960 model year; Newport and New Yorker models continued through 1965.

A black and white pr phot of the 1946 Chrysler Town & Country sedan

The 1946-1948 Chrysler Town & Country sedan.

1966

In 1966, The T&C wagon became a stand-alone model, with trim and features which bridged the gap between the two sedan lines. It was distinguished by luxury features including a carpeted rear cargo area with split-folding second-row bench seats trimmed with chromed strips of steel.

From 1968 forward simulated woodgrain paneling was used on the body sides and tailgate. The treatment was also applied to other competing station wagons, such as the AMC Ambassador, Buick Estate, Oldsmobile Custom Cruiser, Ford Country Squire, and the Mercury Colony Park. In 1976, AMC introduced the Jeep Grand Wagoneer with a simulated woodgrain appearance built on a dedicated chassis.

The Town and Country, however, was in a luxury class by itself until the last of the full-sized versions of 1977. From 1978, it was downsized and absorbed into the LeBaron series. A lower-content version lacking the more luxurious features and woodgrain bodyside decals was available for a few years in the early 1980s.

Last of the T&C Wagons

The 1988 model year was the last for the station wagon until 1990. It was that year when Chrysler reintroduced the Town & Country nameplate as the rebadged variant Chrysler Town & Country minivan.

4-seat Ford Thunderbird debuts Feb. 13, 1958

by | Feb 13, 2023 | 0 comments

4-seat Ford Thunderbird debuts Feb. 13, 1958
A soft green 1958 Ford Thunderbird posed with a Ford Model T on a low hillside above

The second generation Ford Thunderbird (also called Squarebird]) was produced by Ford for the 1958 to 1960 model years as a successor to the popular 1955–1957 two-seater. (Photos courtesy of Ford Motor archives)

Two major changes were made to attract buyers: two rear seats were added and the level of luxury and features of a full-sized car were incorporated into a mid-size platform

BY MARK MAYNARD

The Ford Thunderbird first hit the market in October 1954 as a two-seater to compete with the two-year-old Chevrolet Corvette, according to AutomotiveHistory.org.

“Unlike the Corvette, Ford marketed the “Baby Bird,” as the first generation of T-Birds has come to be known, as a personal luxury vehicle, not a sports car.

“Focusing on its comfort and convenience proved to be the right route for Ford, as the car found wild success, outselling Corvette nearly 23 to 1 in its first year of production. Between 1955 and 1957, some 50,000 Thunderbirds ended up in driveways around the country.

“The big wigs upstairs at Ford, particularly whiz kid Robert McNamara, thought it could do better. This led to a complete redesign for 1958, resulting in the four-seat Ford Thunderbird, which debuted on this day in 1958.”

Thunderbird Convertible Models

The second-to-fourth-generation Thunderbird convertibles were similar in design to the Lincoln convertible of the time, according to Wikipedia 

The so-called “Squarebirds” used a design from earlier Ford Skyliner hardtop and convertible models.

“While these Thunderbird models had a true convertible soft top, the top was lowered to stow in the trunk area, according to the Wikipedia page. This design reduced available trunk space when the top was down.

Thunderbird Names

Two 1958 Ford Thunderbirds with one car facing forward and another facing rearward

Along with the 1958 Lincolns, the 1958 Thunderbird was the first Ford Motor Company vehicle designed with unibody construction.

The Thunderbird name was not among the thousands proposed, according to Wikipedia. Other nameplates that were rejected include “Apache” (the original name of the P-51 Mustang), “Falcon” (owned by Chrysler at the time), and “Eagle,” “Tropicale,” “Hawaiian,” and “Thunderbolt.”

A Ford stylist who had lived in the Southwest submitted the Thunderbird name. The word “thunderbird” refers to a legendary creature for North American indigenous people. It is considered a supernatural bird of power and strength.

Thunderbird Country Club in Rancho Mirage, Calif., also lays claim to being the inspiration for the car’s name. According to it, Ernest Breech, a Thunderbird Country Club member and then chairman of Ford Motor, was supposedly deeply involved in creating the Thunderbird. Breech, it is claimed, asked the club’s permission to use the name, which was granted.

Thunderbird Legacy

Succeeding generations of Thunderbird became larger until the line was downsized in 1977, in 1980, and in 1983. Sales were good until the 1990s when large two-door coupes became unpopular. Thunderbird production ceased at the end of 1997.

Production of a revived two-seat Thunderbird was launched for the 2002 model year and continued through the 2005 model year.

From its introduction in 1955 to its final phaseout in 2005, Ford produced more than 4.4 million Thunderbirds.

Curtiss P-40 Warhawk

by | Feb 8, 2023 | 0 comments

Curtiss P-40 Warhawk

The 1944 Curtiss P-40 was conceived as a pursuit aircraft and was agile at low and medium altitudes but suffered from a lack of power at higher altitudes

A 1944 Curtiss P-40 Warhawk fighter plane

The most famous Curtiss P-40 Warhawk unit was undoubtedly the American Volunteer Group, better known as the ‘Flying Tigers,’ who had great success flying the plane in China and Burma in early 1942. (Photo from the Paul S. Maynard archive)

BY MARK MAYNARD

The single-seat Curtiss P-40 Warhawk was obsolete when it was drafted for service at the start of World War II. But it was the best fighter that the United States had available in large numbers, according to a report at the Museum of Flight. Despite continued improvements, the P-40 never equaled the capabilities of its German or Japanese adversaries. But it had one priceless advantage, “It was available and being efficiently mass-produced when needed most.”

The solid and reliable Warhawk was an effective weapon when its strengths were leveraged: diving passes and rapid departure without engaging in a turning dogfight with more agile opponents.

According to Airplane-Online.com, the P-40 was a descendant of the “Hawk” line produced by the Curtiss-Wright Aircraft Corp. in the 1930s and 1940s. It shared certain design elements with its predecessors, the Hawk and Sparrowhawk.

The all-metal fighter was first flown in 1938, and the P-40 was kept in production until 1944. The P-40 was the third most-produced American fighter, after the P-51 Mustang and P-47 Thunderbolt.

Warhawk in Wartime

With its six .50-caliber Browning machine guns and a 700-pound bombload (one 500-pound and two 100-pound bombs), the P-40 served in all theaters of operation. The U.S., Britain, Canada, Australia, New Zealand, Free French, South Africa, and Russia flew the Curtiss fighter.

“The British called it the Tomahawk (B and C models) and Kittyhawk (D and E models). The F through R versions were known as Warhawks in U.S. service. The N model had decreased fuel capacity and increased armor, along with other minor system changes, relative to its predecessors.

“The most famous P-40 unit was undoubtedly the American Volunteer Group, better known as the ‘Flying Tigers.’ Painted with a shark-mouth face, the P40 had great success flying the plane in China and Burma in early 1942.

In the hands of a skilled pilot, the P-40 could exceed its limitations and out-maneuver and out-fight anything in the sky, Flying Tiger ace David L. “Tex” Hill said in 2005 interview for DefenseMediaNetwork.com.

“It was sturdy and handled well, except in a spin, but you never piloted a P-40 without wishing you had something a little better,” Hill said.

P-40 at Pearl Harbor

P-40s engaged Japanese aircraft at Pearl Harbor and in the Philippines in December 1941. They also served in North Africa in 1943 with the 99th Fighter Squadron, the first African American U.S. fighter unit.

Though often slower and less maneuverable than its adversaries, the P-40 Warhawk earned a reputation in battle for extreme ruggedness. It served throughout the war but was eclipsed by more capable aircraft.

More than 13,738 P-40 fighters were built from 1939-1944 at the Curtiss plant in Buffalo, Ny.

NOTE: This is another image from my dad, Paul Smith Maynard, who worked four decades in aviation as an engineer. Dad began his career in about 1943 after graduating from West Virginia University. He started with the Curtiss-Wright Corp., an early pioneer in making flying machines. He went on to work at North American Aviation and Rockwell International.

See more of his vintage plane pics here.

1922 U.S. Army Curtiss Racer

by | Feb 1, 2023 | 0 comments

1922 U.S. Army Curtiss Racer

Curtiss Aeroplane produced several outstanding racing aircraft during the 1920s, flown by Navy and Army pilots, the latter including First Lt. “Jimmy” Doolittle

 

A black and white photo of a 1922 Curtiss biplane racer

The Army Curtiss Racer in final motor testing, Sept. 16, 1922, at Mitchell Field, in Garden City, N.Y. Lt. Alford J. Williams, U.S.M. (at the tail) and W.L. Gilmore, chief engineer for the Curtiss Co. at the Curtiss Aeroplane development and testing facility. (Photo from the Paul S. Maynard archive)

 

BY MARK MAYNARD

Just as automobile racing was gaining traction in the years before World War I (1914-18), so was airplane racing. The most famous of these aerial speed contests in the United States and Europe was the international competition known as the Schneider Cup Races.

According to an online report by the U.S. Naval Institute, Jacques Schneider, a wealthy French aero enthusiast, originated the races as a stimulus for seaplane design and the development of overwater flying. The competitions were administered by the Fédération Aéronautique Internationale and offered a trophy valued at some $5,000.

The races were for seaplanes and had to be flown entirely over water for a minimum distance of 150 nautical miles. Competitors raced against the clock — not each other — with the fastest average time winning. And the races had to be international.

The first Schneider race was held in 1913, with the United States represented by a privateer. The races were suspended during World War I, then resumed in 1919.

Subsequently, the U.S. military entered the Schneider races three times. The U.S. Navy-Curtiss racers twice won first and second places.

The Pulitzer Trophy Race 

In 1921, the Navy decided to compete in the Pulitzer Trophy Race, which the Army had won the previous year. Curtiss was the only major U.S. aircraft firm with prior experience in racer design, and on June 16, 1921, the Navy awarded the firm a contract for two aircraft, though some sources say three planes were built. The Navy had no effective designation scheme, so the aircraft were designated Curtiss Racer (CR) No. 1 and CR No. 2 (which was retained in naval service).

Designed by Mike Thurston and Henry Routh and built at Garden City, Long Island, New York, these were streamlined biplanes with a single, open cockpit. A variety of drag-reducing features were incorporated. Both CRs had wheeled undercarriages, but there were slight differences between the two aircraft.

Their 425-horsepower V-12 Curtiss engines ran on a 50/50 mixture of benzol and gasoline. The water-cooled D-12 had a displacement of 18.8 liters.

 Daring Lt. “Jimmy” Doolittle

According to a news story at Airminded.net, the first of the three Curtiss racers (including R3C) was put through its preliminary trials during the week of Sept. 19, 1922.

Alford J. Williams, U.S.M., was to pilot the Navy entry in the Pulitzer Race and Lieut. James H. Doolittle, Army Air Service, flew the plane for short trials to determine airworthiness.

On Sept. 18, Lt. Doolittle, for the first time, opened the throttle wide and flew the actual course of the Pulitzer Race from Mitchel Field, where these tests were carried out. W.L. Gilmore, chief engineer for the Curtiss Company, timed the trials and reported an average speed of 254 mph. for two circuits of the course.

The testing exceeded by approximately 11 mph the last Pulitzer speed figure set up when the Navy Curtiss racer won this race at St. Louis in 1923, clocking 243.6 mph.

The testing at Curtiss’ Garden City plant was considered in every way to be a great achievement in racing airplane design.

The Army went on to win the 1922 Pulitzer race with the new Curtiss R-6 racer, which led the Navy to order two similar aircraft in 1923. Designated R2C-1, these “logical” evolutions of the CRs and R-6s included improved engines that were boosted to 507 horsepower.

On Oct. 6 that year, Navy pilots captured first and second place in the Pulitzer race with speeds of 243.68 mph and 241.77 mph, respectively. Both speeds were later exceeded by those aircraft. In 1923, after the race, one of the R2C-1s was “sold” to the Army for $1 (becoming the Army’s R-8).

Curtiss Aeroplane Legacy

Curtiss produced several outstanding racing aircraft during the 1920s, flown by Navy and Army pilots, the latter including First Lt. “Jimmy” Doolittle.

According to Marine Lieutenant Colonel Robert Rankin of the naval institute:

“Although this country participated officially in the Schneider event for only three years, it did gain considerable technical data from the contests. In addition to the goodwill engendered by the Navy pilots, the races were of positive value in drawing the attention of the general public to our naval air program in the period following World War I when it was all too fashionable to criticize the services. More important, of course, were the research aspects of the contests, the results of which led to many important aircraft improvements and developments.”

NOTE: This is another image from my dad, Paul Smith Maynard, who worked four decades in aviation as an engineer. Dad began his career in about 1943 after graduating from West Virginia University. He started with Curtiss-Wright Corp., an early pioneer in making flying machines. He went on to work at North American Aviation and Rockwell International.

See more of his vintage plane pics here.

Kia Carnival MPV Review

by | Jan 24, 2023 | 0 comments

Kia Carnival MPV Review

The 2023 Kia Carnival is an ark of accommodation. Its lean styling is a refreshing reset to the typical minivan’s big hips and broad beam

An exterior view of the blue Kia Carnival in front of a train station

The 2023 Kia Carnival MPV SX Prestige tester was $49,285 with three options. (Mark Maynard photos or as credited)

Jump to Features

The Last Honest Vehicle
Pricing
New for 2023
Interior Function
Back Seats and Cargo
Powertrain and Performance
Ride and Handling
Why Buy the Kia Carnival?
Specifications

BY MARK MAYNARD

I see the look in fathers’ eyes as they follow my slow cruise in the Kia Carnival MPV through the beach parking lot. It is a look of envy — with resignation that their lot in life could be so much easier with that damn M-word — minivan. But, no, their hands and their partner’s hands are struggling to untangle a stroller from a crowded trunk while they schlep armloads of a trike, scooter, and a stuffed duffel of clothes and snacks for when everybody is wet, tired, and cranky.

There is much irrational venom directed at this most-efficient mode of moving people. It is as if the minivan represents swallowed pride to make the best of a sad situation.

I count my blessings that this stage has passed in my life. But I always enjoyed testing minivans. Not for their lively drivability but for an hour or so of free time. I’d park the latest test minivan in the driveway, and the kids would want to do homework or watch a movie. It was a secure space that would give me 45 minutes of peace and quiet … for laundry or cooking.

There is comfort and security in the family minivan. It is the modern ark of accommodation. Sure, bring a friend or three. And parents can pull the seats for room to haul furniture … to usher that college kid to the college dorm.

Minivans are built for comfort and accommodation. They are part lounge and part romper room. And any minivan with a combustion engine will get better fuel economy and cost less to maintain (tires and suspension elements) than a comparably sized SUV.

Driver controls are smartly placed and ergonomically designed.

Driver controls are smartly placed and ergonomically designed.

The Last Honest Vehicle

Unlike the SUV, the minivan is the last honest vehicle made today. Minivans don’t have to be something other than what they were intended. A minivan does not need sport bucket seats with their annoying in-your-crack bottom bolsters. A minivan doesn’t need paddle shifters. They surely don’t need a tachometer, which might be the most worthless space-cluttering element in the driver’s gauge display for an automatic-transmission vehicle. And they don’t need a Sport mode to turn the gauge display red.

Manufacturers have tried to sportify the minivan to little avail. Sporty features, such as aerodynamic fairings and hot wheels, just added to the cost. Today, the minivan segment is small: the Chrysler Pacifica, Honda Odyssey, Toyota Sienna, and today’s tester, the Kia Carnival MPV.

Kia has sold a minivan in the U.S. since 2002 called Sedona. It was unremarkable at the time when compared to the competition from Honda, Chrysler, and Toyota. But it did get high marks for safety from NHTSA and IIHS.

Undeterred, Kia moved forward with a second generation in 2005 as a 2006. A third generation came along in 2014 as a 2015. And now, the fourth generation debuted in North America in Feb. 2021 as a 2022 model. The 2022 redesign included adding Kia’s global nameplate Carnival MPV, or multi-purpose vehicle.

There isn’t a beauty competition for a minivan — it just can’t be ugly. Except for the Kia Carnival, there is dowdy minivan DNA in the exterior styling of the competitors, mainly in the big hips and a broad beam. The Kia Carnival, however, looks more like a business attaché. It has lean lines without contrived curves or bulges to hint at “sport.” The Carnival’s styling is legitimate and contemporary.

The 12.3-inch-wide navigation screen

A 12.3-inch navigation screen. (Kia)

2023 Kia Carnival Pricing

All models of Carnival are front-wheel drive with no option for all-wheel drive. For that traction capability, minivan shoppers must consider the Chrysler Pacifica or Toyota Sienna.

The 2023 Kia Carnival MPV is sold in four trim levels of LX, EX, SX, and SX Prestige. Pricing starts at $34,465 for the LX, and there is an LX Seat Package model for $36,465; it adds eight-passenger seating with SynTex upholstery and second-row slide-flex seat adjustment.

The midrange EX and SX start at $39,965 and $43,165.

The SX Prestige tester starts at $47,565 and was $49,285 with three options:

  • Astra Blue paint ($495);
  • Rear seat entertainment package ($1,000);
  • Carpeted floor mats ($200, for three rows).

All MSRPs include the $1,395 freight charge from Gwangmyeong, Korea.

For current Carnival pricing and incentives, go to Kia.com

VIP lounge seating with power controls.

VIP lounge seating with power controls.

What’s New On the 2023 Kia Carnival?

With the Carnival’s debut just a year ago, updates for 2023 are a minor shuffling of features for the SX and SX Prestige models. And there were price increases of $800 for the LX and EX models and $500 for the SX; the freight charge went up by $70.

SX

  • Integrated panoramic 12.3-inch digital cluster and 12.3-inch center display are now standard;
  • Blind-Spot View Monitor is now standard;
  • Dual screen rear seat entertainment and streaming media package was added as a $1,000 option.

SX Prestige

  • 8-passenger Slide-Flex Seating with second-row center multi-function seat is now standard;
  • Dual screen rear seat entertainment system and streaming media capability is a new $1,000 option;
  • 2nd row VIP Lounge Seats is a no-cost option, replacing 2nd-row Slide-Flex Seats. The seat package is for seven-passenger seating and adds a pair of power-operated VIP lounge seats that recline with leg support and an adjustable headrest. The seats also are heated and ventilated.
The video Passenger View display.

The video Passenger View display.

Carnival Interior Function

Space is the luxurious frontier of a minivan. And while the Kia Carnival is not a luxury vehicle, its refinement of interior materials, switchgear, and touchpoints are of rewarding quality.

The Carnival cabin has big-and-tall front headroom of 40.9 inches and shoulder room (door to door) of 64.2 inches, which is 2.6 inches wider than the Kia Telluride SUV.

Sightlines for the driver are unobstructed at the side mirrors and across the hood. Of special value is the around-view camera with overhead and forward views. The camera can be switched on when inching forward in a parking slot or the garage.

There is no stress to step in and buckle up, and definitely no need for running boards, but there is still an elevated ride height for a clear view down the road.

The interior design is fresh with no old-fogey faux wood trim, just clean metallic trim elements. All controls are smartly placed and ergonomically designed.

The shift console is a functional work zone with cup holders divided by a phone slot. A charging e-bin includes a wireless pad and USB charging ports. Small storage areas are handily placed throughout, including a large armrest box.

Rather than a flip-down conversation mirror to keep an eye on children, Kia has a video passenger view and talk function. It is accessed through the main 12.3-inch wide screen and can be set up as a one-touch button on the steering wheel.

The third row seats in the Kia Carnival

Third-row legroom of 35.6 inches is up to 3 inches less than in some competitors.

Back Seats and Cargo Space

Sliding side doors are a parent’s friend — power-operated and foot activated. The openness of the doors allows a parent to get close to the child seat for buckling without hoisting a child up into an SUV seating position.

The driver has controls to open and close either side door, which is helpful for the school taxi when admitting your charges, especially when there is rain or snow.

I would prefer the standard three-position second row; it has more family function than the VIP Lounge seats that are exclusive to the SX Prestige. With the eight-seat configuration, the second-row seats can be removed, or just the center seat removed for an aisle pass-through to the third row.

Kia adds a nifty feature of slide-flex seat adjustment. Both window seats can be moved manually inward by a couple of inches. The side movement is beneficial with the VIP Lounge seats, which cannot be removed and do not have a fold-and-tumble design for third-row access. The side flex isn’t much, but it doesn’t take much for a kid to slip by and into the third row.

Lounge seats (heated and ventilated) seem like a cool idea, cruising in a La-Z-Boy style with legs supported. But the full recline position made me feel propped up and vulnerable. It might seem more special when parked and watching a movie. I felt uncomfortable (safe) with the sizeable iPad-like video screens so close on the front seatbacks.

There is adult legroom in the second row — a max of 40.5 inches if a tall person is not sitting ahead. But a tall adult might not feel comfortable in full recline of the lounge seats.

The power panel for second-row climate controls.

Electronic second-row climate controls.

Carnival’s Third Row

There is no shortage of details for those in the third row. There are charging ports, an inset for cups or juice boxes, and a phone slot.

Headroom of 38.6 inches is adequate for adults of average size. However, the max legroom of 35.6 inches is up to 3 inches less than some competitors.

The Carnival cargo area with the third row folded

Fold the third row for 5 feet in length of flat storage.

Carnival Cargo Space

Carnival earns its cargo salt with the obligatory 4-foot width, as if owners will load sheets of plywood. As with most minivans, the waaay back has multi-function.

With the third-row seats in place, there is a deep well of steamer-trunk capacity that neatly corrals a multitude of grocery bags or whatever. Fold the 60/40 seatbacks to drop flat into the cargo well and a parent could roll in bikes and trikes or strap down a large dog kennel. The interior height of 40 inches is about 31 inches or less for a midsize SUV. With the third row folded there is flat space that is 5 feet in length.

The storage well in the cargo area when the third row seats are upright

Steamer-trunk cargo capacity behind the third row.

Carnival Powertrain and Performance

No overworked turbocharged four-cylinder for this Carnival. All models have the same V-6 and eight-speed automatic powertrain. The 290-horsepower direct-injected 3.5-liter V-6 has 262 foot-pounds of peak torque at 5,000 rpm.

Fuel economy ratings are 19 mpg city, 26 highway, and 22 mpg combined using the recommended 87 octane fuel. In my week of testing, the mileage around town was 19-21 mpg, and on the highway, I tooled along at 28.9 mpg, which might have gone higher had I not needed to exit.

With the generous 19-gallon fuel tank, thrifty drivers could expect a vacation-driving range of 500 miles or more.

Acceleration force is easy to modulate to maximize mileage or to put the hammer down for evasive action. There is no delay in acceleration response.

An open hood view of the 290-hp 3.5-liter V-6

The 290-hp 3.5-liter V-6. (Kia)

Carnival SX Prestige Ride and Handling

One of the most endearing aspects of minivan ownership is, generally, a forgiving ride quality. The Kia Carnival is especially adept at not tossing heads when pulling into driveways or when transitioning speed bumps.

The suspension is a well-engineered four-wheel independent setup with steel springs and gas-charged shock absorbers. The front has MacPherson struts and a multi-link at the rear.

Ride quality with the 19-inch Goodyear Assurance Finesse tires (235/55) was poised and carpet smooth — traits I did not expect from my past experiences with Goodyear Assurance tires. These tires are affordable and will cost between $220 and $250 each when replaced.

Advantageous is the light weight to the steering and very compact turning circle of 38 feet. It is possible to make a U-turn on most residential streets. Steering control, though light, is entirely on track while cruising at speed.

Four-wheel-disc braking engages with uncommon smoothness and direct engagement. Front and rear rotors are 12.8 inches, with ventilated discs at the front and solid discs rear. These discs are comparable to the competition’s and seem fit to handle a 3,500-pound trailer with brakes.

19-inch Goodyear Assurance Finesse tires and black alloy wheels.

The SX Prestige tester in 19-inch Goodyear Assurance Finesse tires and black alloy wheels.

Why Buy the Kia Carnival?

Minivan marketers have told me that once the children are out of the house, many parents hold onto their weary, old minivan. It’s just too convenient for its size.

If so, the Kia Carnival SX Prestige will be their upgrade minivan. The VIP seats will be a special perk for those travel getaways with friends.

And best of all, the Kia Carnival doesn’t look like a minivan.

The Carnival EX and SX trim levels are the meat and potatoes of family fare. And the package for rear seat entertainment is worth the $1,500 option. It’s the price for 45 minutes of rest time for parents.

A rear view of the Astra Blue Carnival

The Kia Carnival has a very compact turning circle of 38 feet. (Kia)

Kia Carnival SX Prestige Specifications

Body style: large 7- to 8-passenger front-wheel-drive minivan

Engine: 290-hp, direct-injected 3.5-liter V-6; 262 lb.-ft. torque at 5,000 rpm

Transmission: 8-speed automatic

Fuel economy: 19/26/22 mpg; 87 octane

Towing capacity: 3,500 pounds

BY THE NUMBERS

Fuel tank: 19 gallons

Cargo space: 40.2 to 86.9 cubic feet

Front head/leg room: 40.9/41.1 inches

2nd-row head/leg room: 39.5/40.5 inches

3rd-row head/leg room: 38.6/35.6 inches

Length/wheelbase: 203/121.7 inches

Curb weight: 4,727 pounds

Turning circle: 38 feet

FEATURES

SX Prestige standard features, include: smart-key entry and push-button ignition, electric parking brake, surround-view monitor, 12.3-inch dual panoramic displays for driver gauges and navigation, blind-spot view monitors (side mirror image display in driver gauges); smart cruise control with stop-and-go; dual power tilt and slide sunroof; LED projection headlights and LED rear combination lights; LED interior lighting; leather-trimmed upholstery; heated and ventilated front and rear seats; Bose premium audio; heated steering wheel; auto-dimming rearview mirror with Homelink controls, passenger view (camera) and passenger talk.

Safety features include: 7 air bags (including driver’s knee bag), rear occupant alert with ultrasonic sensors, parking distance warning forward and reverse

Driver-assist technologies, include: forward collision-avoidance assist with cyclist and junction turning; blind-spot collision-avoidance assist; rear cross-traffic collision-avoidance assist; driver attention warning and high-beam assist; lane-keeping assist and lane-following assist; parking collision-avoidance assist reverse; safe exist assist; highway driving assist.

PRICING

Base price: $47,565, including $1,395 freight charge; price as tested $49,285

Options on test vehicle: Astra Blue paint $495; rear seat entertainment package $1,000; carpeted floor mats $200, for three rows.

Where assembled: Gwangmyeong, Korea

Warranties: 10-years/100,000-miles powertrain; 5-years/60,000-miles bumper to bumper with roadside assistance