Volkswagen Atlas Cross Sport Concept: A Serious Contender?

Volkswagen Atlas Cross Sport Concept: A Serious Contender? In some ways, VW’s Atlas Cross Sport Concept is just that: A concept vehicle at an auto show loaded with gee-wiz features. In a lot of other ways, this is just VW’s latest SUV. But the real key to the Atlas Cross Sport Concept can be found in the press materials when VW says, “Atlas five-seater shows that Volkswagen has a serious SUV strategy.”
In other words, “take our SUVs seriously.” Well, should we take the Atlas Cross Sport Concept seriously?
Up To Speed
For those out of the loop, the quick sketch is that SUVs are a big deal. People want them, for a number of reasons you don’t have to be Sigmund Freud to really figure out. And car makers want to sell them, because the profit margins are higher than traditional cars. So, bottom line: Everybody wants in on the SUV game. And Volkswagen is kind of late to the party. So, their Atlas Cross Sport Concept has to hit all the right notes and make an impression.
The Atlas Cross Sport Concept sits right in the middle of the SUV world. It’s not huge, like an Escalade, and it’s not goofy and tiny, like a Nissan Juke (if the Juke even counts). The Atlas can seat five and carry a lot of their stuff, and it looks like a modern SUV: a big, two-box design resembling a station wagon on steroids.
The Volkswagen Atlas Cross Sport Concept on display at the 2018 New York International Auto Show.
Just Enough
The Atlas Cross Sport Concept is 7.5 inches shorter than the run-of-the-mill Atlas, yet it keeps the same wheelbase. The most notable loss is that third row, which knocks the seating capacity down to five. So the Atlas Cross Sport Concept is not aimed at big families, but it’s still big enough for most people and most families to use most of the time. VW goes on and on about how it looks, but to my eyes, it’s rather inoffensive and generic and, if anything, there’s not much there to even criticize. What really sets VW’s Atlas Cross Sport Concept apart is the hybrid drivetrain.
Power & Performance
Volkswagen notes the Atlas is based on the company’s modular transverse matrix (MQB) platform, and that it can be “built with all manner of drive systems, including a plug-in hybrid drivetrain.” In other words, look for a bunch of engine choices across the range.
The concept uses the same 3.6-liter V6 FSI engine as the “normal” Atlas, putting out 276 horsepower and 266 lb-ft. of torque. However, that’s just the start, since output is enhanced by two electric motors “fueled” by a compact 18.0 kWh lithium-ion battery housed in the center tunnel. The front motor puts out 54 horsepower and 162 lb-ft. of torque, and the rear motor adds 114 horsepower and 199 lb-ft. of torque to the party. This means a total system power output of 355 horsepower and 1,439,294 lb-ft. of torque.
Wait, I think my figures are a little off for the torque? Let’s just say it puts out a lot of torque, okay? Anyways, you add all that up and this VW concept hits 60 in just 5.4 seconds, topping out at 130 mph.
Photo: Volkswagen of America, Inc.
Drive Modes
And here’s where things get interestingly geeky and gearhead-centric. The software genies that control everything do some very interesting stuff, allowing this concept to operate in any of five modes: E-Mode, Hybrid, GTE, Off-Road or Battery Hold/Battery Charge.
The vehicle always starts out in the all-electric E-Mode if the battery is sufficiently charged. The all-electric driving range is up to 26 miles. Impressive. In E-Mode, drive power is entirely supplied by the 114 horsepower electric motor at the rear axle. Further, the gasoline engine is decoupled from the drivetrain and shut off. As soon as the software decides it needs the V6, it is recoupled to the drivetrain in an almost unnoticeable process.
When working in Hybrid mode, the V6 and/or rear electric motor automatically engage. If the battery is not sufficiently charged at this point, lifting your foot off the accelerator or hitting the brakes will turn the electric motors into generators where the energy recovered from braking is pumped into the lithium-ion battery. In GTE, which is driver-activated via a button, the throttle map, gearshifts, and steering feel sportier, and the V6 and the electric motors work together to access the full system’s power output. Ya-hoo!
If the driver activates the Off-Road mode, the Atlas Cross Sport Concept goes full-on all-wheel drive. The battery’s state of charge is low, and the front electric motor is exclusively used as a generator for the electric motor on the rear axle. This is said to give this show-car Atlas very impressive off-road ability.
Finally, the dual Battery Hold/Battery Charge mode is activated from a menu in the infotainment system. Battery Hold means the energy content of the battery stays constant and Battery Charge means the battery is charged while driving; and all this sounds quite clever. For example, you might use this mode to intentionally prep for driving in the all-electric mode.
Photo: Volkswagen of America, Inc.
In Person
Will this concept be built? Probably, but that’s not the point, I think. The point here is that VW could be sitting on a very flexible drivetrain that can be dropped into a large number of future vehicles. We will have to wait and see. In the meantime, the Atlas Cross Sport Concept is on display the New York International Auto Show, now through April 8th at the Jacob Javits Convention Center.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 
Volkswagen Atlas Cross Sport Concept Gallery











Photos & Source: Volkswagen of America, Inc.



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4 Consumer Trends Shaping The Auto Industry’s Future

4 Consumer Trends Shaping The Auto Industry’s Future


In recent years, we’ve seen dramatic transformations in a variety of industries; changes triggered by developments in emerging markets, technological innovations, and a shift in consumer preferences. One of the industries affected most is automotive.
For some, that comes as no surprise. The conveniences and access to information consumers are enjoying in other areas of their lives, they’re also demanding from automakers. From flexible ownership, to automation, to transparency in manufacturing practices, consumer trends are driving changes in the automotive industry.
But how will these demands impact automakers in 2017 and beyond?
Ridesharing Services
Many of today’s consumers are treating mobility in the strictest sense of the word – they just want to get from one place to another however they can, whenever they need to. With car ownership no longer being the status symbol it once was, ridesharing is on the rise. Companies like Uber and Zipcar allow consumers to select a vehicle appropriate for their needs at that particular time. Consumers are choosing on-demand mobility options like these over ownership because of the flexibility and potential savings they provide.
In 2016, Zipcar conducted a nationwide study of 1,200 city-dwellers to gauge their attitudes and behaviors regarding work, money, lifestyle, technology, transportation, and urban citizenship.
“As a truly urban brand, it’s important for us to understand how people are living in our cities today and what’s important to them,” said Andrew Daley, Vice President of Marketing for Zipcar.
The study revealed the majority of these urbanites prioritized their mobile phones over their cars, and planned to drive less and/or give up their cars altogether in the next five years.
“Zipcar’s mission has always been to enable simple and responsible urban living, and the survey results are encouraging,” Daley said. “Urbanites are continuing to reconsider personal vehicle ownership and are beginning to embrace the idea of automated vehicles, especially sharing them.”
Uber passengers share a ride in India. Photo: Uber
 Autonomous Driving
Smart or connected vehicles have moved from the drawing board to the production line. Widely considered the precursor to self-driving vehicles, these advancements have given drivers a taste of autonomy through relinquished control of specific functions. For example, adaptive cruise control that reacts to traffic conditions and accident avoidance functionality are readying consumers for an automotive future that’s automatic.
For some brands, the reality of autonomous vehicles is closer than for others. Earlier this year, Ford CEO Mark Fields revealed the carmaker’s plan to introduce 13 new electric vehicles, some with self-driving capabilities, over the next five years.
“As more and more consumers around the world become interested in electrified vehicles, Ford is committed to being a leader in providing consumers with a broad range of electrified vehicles, services, and solutions that make people’s lives better,” Fields said. “Our investments and expanding lineup reflect our view that global offerings of electrified vehicles will exceed gasoline-powered vehicles within the next 15 years.”
Process & Practices
As with many industries, automotive consumers have a growing desire to gain an understanding into the processes behind the production – often to ensure safe and sustainable practices are used. More than ever before, customers are focused on the environmental impact of their cars, and greater pressure is being put on automakers to develop more fuel-efficient engines, greater safety features, and alternative powertrains.
It’s a desire for improvement and transparency that every automaker should be prepared for.

Ram 1500 EcoDiesel coming off the line at Warren Truck Assembly Plant. Photo: FCA US LLC.


Buying Versus Leasing
In the past few years, consumer leasing in the United States has risen higher than at any point in more than a decade. For many consumers – but particularly Millennials – monthly charges for everything from rent to phones to vehicles are just part of life. But technology may also be driving the trending lease increase. It seems like a new feature is introduced with each new vehicle release.
“What’s offered inside a car these days is changing so rapidly that some consumers don’t feel they want to be tied down to one vehicle for the next 10 years,” said Alec Gutierrez, Senior Analyst at Kelley Blue Book. “By flipping a vehicle lease every year or two, consumers are able to keep up with automotive tech, trends, and tastes.”

These four trends will absolutely impact how automotive professionals operate in the next few years. Stricter requirements and more knowledgeable consumers will change and influence the industry as we know it.
Scott McLaren is CMO for Fortegra Financial Corporation (a Tiptree Inc. company). Fortegra and its subsidiaries comprise a single-source insurance services provider with a range of consumer protection options including warranty solutions, credit insurance, and specialty underwriting programs. 
Cover Photo: Mario Ohibsky



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Automoblog Book Garage: Top Muscle

Automoblog Book Garage: Top Muscle


Being born in 1981, I missed the definitive and quintessential muscle car era. Today my work in the automotive industry covers a wide range of vehicles, from family haulers and trucks to small hatchbacks and sports cars. I’m lucky enough that during a certain portion of the year, I get to teach consumers about the new versions of the Dodge Challenger and Charger.
And man are those cars it on a stick . . .
Modern Day Muscle
The Challenger/Charger of today is as contemporary as any other vehicle. Both have top safety ratings, full on-board stability control systems, navigation, Bluetooth capability, and even heated and air conditioned seats. The Hemi engines under the hood have the latest fuel-saving tech and the TorqueFlite transmission has highly optimized ratios. These cars, like all others on the market, benefit from advancements in engineering and design.
But when you accelerate with a 6.4 Hemi under the hood . . . it’s like being in a time machine.
At that moment, I am no different than the 75 million baby boomers in the 1960s who wanted the rawness of an advanced V8. While I understand from a business sense the popularity and demand of small SUVs, my Detroit roots want to see defiant, powerful, and even outrageous cars have their place: Challenger, Charger, Camaro, Mustang and the like.
Throwback Performance
Top Muscle: The Rarest Cars from America’s Fastest Decade chronicles the golden days of factory muscle cars, including the ones built in secret – the ones never officially approved by senior management. In a “sex, drugs, and rock-and-roll” generation, even car enthusiasts got in on the action, and this book is their story.
The pages examine the definitive collection of these incredibly rare beasts. The machines in this book represent the pinnacle of the muscle car movement. Top Muscle gives us tremendous perspective on where and how the performance cars we love today originated.
Author & Photographer
Darwin Holmstrom has written, co-written, or contributed to over thirty books on subjects ranging from motorcycles and muscle cars to Gibson Les Paul guitars. He is the Senior Editor for Motorbooks, who we partner with for this Book Garage series. Holmstrom is joined by photographer Randy Leffingwell, an established author as well. He wrote his first book, American Muscle, in 1989 while still on staff at the Los Angeles Times. Since then, Leffingwell has authored another 47 titles for Motorbooks and is a respected automotive historian.
Top Muscle: The Rarest Cars from America’s Fastest Decade is available through Amazon or Motorbooks.
Top Muscle Gallery














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Classic Ford Bronco Versus S&P: Can This 4×4 Out Climb The Markets?

Classic Ford Bronco Versus S&P: Can This 4×4 Out Climb The Markets? A FordPartsOnSale.com study examines how the classic Ford Bronco measures against the S&P.
The original MSRP of Broncos from 1966 to 1976 were examined along with recent auction data. 
While a classic Ford Bronco might be fun to take to a car show, it may not be the best investment.
The rumor mills are on fire right now – with the real deal, no foolin’ Ford is making a modern version of the Bronco next year – providing the kindling. Any why not? From Ford’s perspective, it seems like a lead pipe cinch. SUVs in any shape or size are the hot commodity right now. Add to that the public’s appetite for nostalgia, and remaking the Bronco seems like a license to print money for FoMoCo. But would it be a good investment for you? And in particular, would a classic Ford Bronco be a good investment in the long run?
Setting The Stage
Here’s the deal. Every so often, some bright young sparks with access to past financial data do an investment comparison on the “What would make you more money?” question. It always goes like this: If you were to invest $1,000 in sugar beets or gold in 1944, which would make more money by today? Take out “sugar beets or gold” and replace it with “Apple stock or gold” or “Jackson Pollock paintings or gold” or “classic cars or the stock market.” The car end of this equation comes up every so often and we’ve covered it more than a few times here at Automoblog.
It turns out, purely coincidentally, that someone decided to examine the investment return of the original Ford Bronco. This, near as I can tell, has absolutely nothing to do with the Bronco’s return to the market. Regardless, the team at FordPartsOnSale.com (guess what business they’re in, go ahead, guess) recently crunched the numbers on just how much you would have made or lost if you bought a classic Ford Bronco new versus investing that money in the Standard & Poor’s stock index.
1966 Ford Bronco. Photo: Ford Motor Company.
Related: Porsche versus the S&P: Can this classic sports car top the stock market?
Going For Broke
Yes, there were the interim Broncos. You know, the ones painted white and driven by former football stars. We, and FordPartsOnSale.com aren’t talking about those. We’re talking about the original, smaller Broncos like the ones Parnelli Jones raced in the Baja 1000. This happy coincidence of timing might actually be practical too. Think about it. When the new Bronco comes out, what do you think is going to happen to the value of the older versions? Especially if the new Bronco is more retro looking?
The originals that were made from 1966 to 1977 should (emphasis on should) see a spike in value.
FordPartsOnSale.com looked at the original MSRP and current value (based on Barrett-Jackson auction sales from January) of four Ford Broncos from the first and second generations. They tallied up like this: The highest sale price was for a 1973 model at $60,500. The lowest auction sale of the four was for a 1967 model that went for $31,900. The average S&P return bought during the same time frame was calculated to be around $225,000.
1974 Ford Bronco. Photo: Ford Motor Company.
Related: Stock market or cars? Where to invest and what does the data say?
Stock Market Wins
Take the original MSRP of the 1967 Bronco ($2,480) and instead of buying it new in 1967, you would have invested that amount into the Standard & Poor’s 500 Index. You would have nearly $185,000 today. So in other words, “investing” in a classic Ford Bronco is not as profitable as putting your money into the stock market.
“We’ve heard rumblings from Bronco fans about how re-sale on classics is through the roof and climbing higher,” said Don Heelon, Parts Manager at FordPartsOnSale.com. “It’s true, there was a Bronco that sold recently for upwards of $100,000.”
Which is pretty durn stupefying. $100K?! Dude, that’s used Ferrari money.
“But as big as that number is, it’s still not better than stocks,” Heelon concluded, referring to the recent ballooning auction prices. “Everyone knows that playing the stock market has its ups and downs. Turns out, investing in classic cars is not always predictable either, but it is way more fun than stocks.”
Classic Ford Bronco Infographic
And you know, we here at 1 Automoblog Towers in beautiful downtown Detroit are not going to argue with that sentiment one little bit. Here’s a handy chart that FordPartsOnSale.com cooked up to show you how to invest your money.
Tony Borroz has spent his entire life racing antique and sports cars. He is the author of Bricks & Bones: The Endearing Legacy and Nitty-Gritty Phenomenon of The Indy 500, available in paperback or Kindle format. Follow his work on Twitter: @TonyBorroz. 

 



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2020 Acura RDX Hits Dealerships: A Brief Walk Around

2020 Acura RDX Hits Dealerships: A Brief Walk Around The 2020 Acura RDX is now on the showfloor for a starting MSRP under $40,000. Designed and built under Acura’s Precision Crafted Performance mantra, this current generation RDX is the product of an extensive overhaul. The 2020 RDX features a VTEC turbo engine, 10-speed transmission, and an available torque vectoring all-wheel drive system.
The A-Spec variant is there for those who want a bit more flash and flare.
The 2020 Acura RDX arrives with some clout as well, recently named as the “Best Compact Luxury SUV for Families” by U.S. News and World Report and “Best New Car for 2019” by Autotrader. The available Acura ELS Studio 3D premium audio system was even named “Car Audio System of the Year” by Business Insider. During this brief walk around, we will provide you with a top to bottom look at the 2020 Acura RDX.
Design & Technology
The 2020 RDX is the first to fully encompass Acura’s new exterior and interior design language. Diehard fans may remember the Acura Precision Concept and Acura Precision Cockpit; this is, in essence, a combining of those two elements. Acura opted for a more athletic stance, achieved by the longer wheelbase, shorter front overhang, and overall wider track. New for 2020 is a sleek Platinum White exterior color.
Inside, brushed aluminum, stainless steel, and Olive Ash wood accents compliment the sport seats and panoramic moonroof. Acura’s True Touchpad Interface combines conventional touchscreen and remote-based approaches from its perch atop the center console.
2020 Acura RDX A-Spec. Photo: Acura.
Related: On the road with the Acura RDX A-Spec.
Additional Packages & A-Spec Treatments
The 2020 RDX can be upgraded with the Technology Package and range-topping Advance Package. Available new features, depending on trim, include 16-way power adjustable heated and ventilated front seats, a 10.5-inch full-color Heads-Up Display, and the aforementioned Acura ELS Studio premium stereo. Convenience and safety features include a surround-view camera, cross-traffic monitor, and blind spot information system.
Furthermore, on-board 4GLTE Wi-Fi enables services like emergency roadside assistance, remote locking/unlocking, stolen vehicle tracking, and geofencing.
The A-Spec appearance package includes 20-inch wheels and low-profile 245/45R20 tires, gloss black exterior accents, and larger exhaust finishers. An available red or black leather interior with black Ultrasuede inserts are among the treatments inside for the 2020 RDX A-Spec.
2020 Acura RDX interior layout. Photo: Acura.
Power & Performance
Every cake has icing and the 2020 Acura RDX is no exception. The icing here is a turbo engine with direct injection under the hood. The 2.0-liter, 16-valve powerplant with its evergreen DOHC VTEC technology creates 272 horsepower and 280 lb-ft. of torque. With its 10-speed automatic, Acura says it delivers 40 percent more low-end torque than the V6 once found within the RDX’s engine bay. With front-wheel drive, the 2020 Acura RDX delivers an EPA estimated 22/28 city/highway and 24 combined.
Where the RDX cake really gets sweet is with Super Handling All-Wheel Drive, an available torque vectoring system often written as “SH-AWD.” The system increases rear-wheel torque capacity 40 percent versus the prior generation. Up to 70 percent of the available torque can be distributed to the rear wheels; and up to 100 percent of that torque can be distributed to either the right-rear or left-rear wheel. This will provide drivers better stability and control, especially during rough weather. EPA ratings fall sightly to 21/27 city/highway and 23 combined with the SH-AWD system.
Available drive modes include Snow, Comfort, Sport, and Sport+, each one changing up the overall dynamics of the vehicle to suit differing road conditions. The drive modes utilize the Drive-by-Wire throttle, transmission, electric power steering, traction and sound control, and if equipped, the SH-AWD system accordingly.
2020 Acura RDX with SH-AWD. Photo: Acura.
Pricing & Manufacturing
In general, pricing for the 2020 Acura RDX (including destination) ranges from about $39,000 to $49,000, depending on how its equipped. For example, the entry-level RDX with front-wheel drive starts at 38,595. At the top end, the 2020 RDX with the Advance Package and SH-AWD starts at $48,695. An A-Spec package with front-wheel drive starts at $44,795 or 46,795 with SH-AWD.
The 2020 Acura RDX is manufactured in East Liberty, Ohio.
2020 Acura RDX Gallery























Photos & Source: Acura.



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Virtual Showdown: Tesla Model 3 Versus Hyundai Kona Electric

Virtual Showdown: Tesla Model 3 Versus Hyundai Kona Electric The Tesla Model 3 and Hyundai Kona Electric are two radically different animals.
However, both are trying to knock down the barriers associated with EV ownership.
And both are affordable; both offer a lot for the money. And both are viable options.
Tesla’s Model 3 and Hyundai’s Kona Electric go head-to-head in this virtual showdown.
First off, a bit of clarification. Why in the world are we comparing the Tesla Model 3 with the Hyundai Kona Electric? The Tesla Model 3 is a sporty sedan that sits low to the ground, while the electrified version of the Hyundai Kona is a small crossover. No, my eyes are fine, thank you. But if you think about it, how long did buyers have to wait for the more affordable, $35,000 version of the Model 3?
Now that it’s here, it’s only fitting to compare it with the Hyundai Kona Electric.
And yes, Hyundai managed to beat Tesla in the race to come up with an affordable EV, but not by much. Although, before Tesla had the guts to introduce a $35,000 Model 3, Hyundai created what could possibly be the best mass-market EV. With prices starting at $36,950 (before tax credits), it’s a relatively affordable roundabout as well.
Setting The Stage
Just to be clear, the Tesla Model 3 is currently sold in three flavors. The base Standard Range Plus starts at $31,450 (after tax credits) and offers 240 miles of range. The Long Range trim is good for 310 miles and starts at $41,450 (after tax credits). The Performance trim has the same 310 miles of range (but a quicker zero to 60 time) and starts at $51,450.
For this virtual showdown, we are pitting the base Tesla Model 3 Standard Range Plus against the base Hyundai Kona Electric. Interestingly enough, the Kona EV is available in three trim levels (SEL, Limited, and Ultimate) but all are equipped with the same battery pack and electric motor.

Tesla Model 3: The Gold Standard
Production and quality issues aside, the Tesla Model 3 remains the gold standard for a relatively affordable EV. In fact, it is considered by many as the new age luxury car. With prices hovering in the $35,000 territory, it is seriously pulling on the heartstrings of the masses. It seems buyers are prepared to pay any figure (and deal with long wait times) in order to experience a Tesla, and I get that. However, if you can’t swallow spending $35,000 to abandon a traditional gasoline-fed car, you’re not alone.
Tesla may be late, but the base Model 3 arrived with a vengeance. Making matters more interesting are the significant price cuts to the Model S and Model X. Some say Tesla is desperately seeking attention to sway the odds in their favor. In my mind, the company is fulfilling the final stages of the ultimate goal: to deliver a gorgeous, hi-tech, long-range, fun-to-drive electric car at the lowest price point.
Tesla is not without its fair share of detractors. And believe me, they are aplenty! When faced with such opposition, I repeatedly tell them the same thing: Tesla started the real EV revolution, and they deserve kudos for that.
Blistering Performance
For some people, $35,000 is still a lot for a new car. But for those who know, the price is nothing compared to the fuel savings and performance of the base Model 3. True to Elon Musk’s credo of creating an EV that’s fun to drive, even the base Tesla Model 3 will oblige the wishes of the heaviest right foot.
The base Tesla Model 3 (Standard Range Plus) uses a single electric motor and single-speed automatic to turn the rear wheels. It can rush from zero to 60 mph in 5.3 seconds. The estimated range is 240 miles or 386 kilometers. Prices start at $39,500 but you’ll end up paying around $31,450 after tax savings.
Tesla Model 3. Photo: Tesla Motors.
Minimalist Yet Modern Interior
What’s not to love about the Tesla Model 3’s minimalist interior? The dashboard is devoid of conventional buttons and switches. All you get is a 15-inch center touchscreen to control various vehicle settings and that’s it. It is obnoxiously hi-tech yet incredibly easy to use.
The glass roof bathes the interior in natural light. Yes, the base Tesla Model 3 comes with a tinted glass roof. There are two scroll buttons on the steering wheel that perform different functions depending on the chosen setting. The Model 3 has no conventional air vents, which further cleans up and unifies the design of the dash. The interior feels incredibly different and yet familiar at the same time. The Tesla Model 3 is no harder to use than a basic smartphone.
Exciting as it may sound, the arrival of the $35,000 Model 3 is not without compromise. The interior is a bit low-rent with cloth seats and manual adjustments. Not a big deal unless you’re that sophisticated, but the all-black interior is not to everyone’s liking. What I do like are those standard 18-inch aero wheels, however.
Tesla Model 3 interior layout. Photo: Tesla Motors.
Superior Practicality
The Tesla Model 3 offers the interior volume of a mid-size luxury sedan. It can seat five people and offers 15 cubic-feet of cargo space in the rear, with more space under the front trunk or “frunk.” If you need to carry longer items, simply fold the rear seats down for more room. Tesla managed to tick all the right boxes in turning the Model 3 into an everyday commuter.
With the Standard Range Model 3, you still get an impressive amount of kit. This includes maps and navigation, Bluetooth, and a basic audio system. Also standard is lane departure warning, forward collision warning, blind-spot monitoring, and collision avoidance. Enhanced autopilot is also available and includes adaptive cruise control, self-parking, lane keeping assist, and automatic lane changing.
Tesla Model 3 Charging Options
The Tesla Model 3 comes standard with a 32-amp on-board charger. Long-range models receive a 40-amp charger. Also included is a 20-foot mobile connector and plug along with a 120 volt NEMA 5-15 adapter. This system juices up the battery pack overnight, or roughly five miles of range for every hour of charging.
But what makes the Tesla Model 3 superior than other EVs is the fast-charging or supercharging capacity. The Model 3 has a DC fast-charging rate of 170 miles of range in 30 minutes. This means you can get back on the road faster than other electric vehicles. The system is also designed to erase range anxiety, which is one of the biggest concerns in purchasing an EV.

Hyundai Kona Electric: The Evolution of Affordable EVs
It’s true. The Hyundai Kona Electric is not only a more gorgeous rendition of the Kona crossover, it’s the evolution of an affordable EV. Prior to the arrival of the base Tesla Model 3, the Hyundai Kona Electric was already on the list of the best and most affordable electric vehicles. Not because it’s a crossover or small SUV (which are desirable in today’s market), but the Kona Electric makes a compelling case to ditch owning a gasoline car in the first place.
I have to admit, the Hyundai Kona Electric is not as fast or as cool as the Tesla Model 3. But at this stage in the EV game, being fast or cool is only a novelty. In order for a mass-market electric vehicle to succeed, it needs to have three main things: long range, easy charging, and an affordable price. All other things (like speed and the “cool factor”) are just a bonus.
With that being said, the Hyundai Kona Electric seems to be hitting the right spots.
Hyundai Kona Electric. Photo: Hyundai Motor America.
Superb Performance
The Hyundai Kona Electric is motivated by a single, permanent magnet synchronous AC motor rated at 201 horsepower and 290 lb-ft. of torque. This is enough to propel the Kona Electric from zero to 60 mph in 7.6 seconds, slower than the base Tesla Model 3. That’s not too bad if you think about it, since the Hyundai Kona Electric is a crossover rather than a sedan. However, speed is only a small part of the equation.
What really makes the Hyundai Kona shine is the 64 kWh lithium-ion battery pack, good for an EPA-estimated range of 258 miles. It tops the Jaguar I-Pace (234 miles) and the Chevrolet Bolt EV (238 miles), and more importantly, it outlasts the base Tesla Model 3!
In this regard, the Tesla Model 3 is clearly outclassed by the Hyundai. This is how the Kona Electric is breaking the barriers to EV ownership. It offers a longer range than comparably-priced alternatives, and is realistically more affordable in the real world.
Sporty Driving Feel
Despite having a less powerful electric motor than the Tesla Model 3, the Hyundai Kona Electric makes use of clever engineering to deliver a sporty feel. The battery pack sits low in the floor. It shifts the center of gravity 3.6 inches lower to the ground than a conventional, gasoline-powered Kona. This gives the Kona Electric the handling characteristics of a car, most especially in Sport mode.
The Hyundai Kona Electric is also equipped with regenerative braking. There are paddles behind the steering wheel that adjust the regen settings. This feature allows for true one-pedal driving, which is more fun than it actually sounds.
Photo: Hyundai Motor America.
Practical Interior
The Hyundai Kona Electric is a five-seat crossover. However, since it is based on the gasoline version of the Kona, you can expect a cramped back seat with less cargo room than the Tesla Model 3. But since the Kona Electric is only 164.6 inches long, this is not exactly a deal breaker.
And while the interior of the Kona Electric is still home to an array of buttons and switches, it doesn’t look or feel as hi-tech as the minimalistic dashboard in the Tesla Model 3. Then again, this is not a bad thing. If you want to familiarize yourself with the controls in the Hyundai Kona Electric, you can do so without getting lost in a sea of menus and sub-menus.
In truth, the interior of the Hyundai Kona Electric is no different from the gasoline model, save for the omission of a conventional shift lever. It is now replaced with buttons to engage Park, Neutral, Reverse, and Drive.
The Hyundai Kona Electric SEL comes with LED daytime running lights, a seven-inch touchscreen display and seven-inch gauge cluster; LED taillights, heated front seats, automatic climate control, a leather-wrapped steering wheel, Apple CarPlay and Android Auto, and 17-inch alloy wheels. Not bad for a base price of $36,950 (before tax credits), right?
Hyundai Kona Electric interior layout. Photo: Hyundai Motor America.
Hyundai Kona Electric Charging Options
The Hyundai Kona Electric is equipped with a 7.2 kW AC on-board charger. It juices up the 67 kWh battery pack in approximately 10.5 hours with a 120-volt outlet. The vehicle also supports DC fast-charging using Hyundai’s SAE Combo Charging System (CSS). It can fast-charge the battery pack in just 45 minutes. However, the fast-charging CSS system is not as common as Tesla’s supercharging network. This gives the Hyundai Kona Electric a disadvantage in long-distance and cross-country driving.
Tesla Model 3 Versus Hyundai Kona Electric: The Verdict
This is a tough one. While I’m all high praises for the styling, performance, and driving feel of the Tesla Model 3, it’s hard to ignore the value proposition of the Hyundai Kona Electric. I believe Tesla is in a conundrum. It feels like the company is shooting itself in the foot with the base 240-mile Model 3. In order for it to be great, it needs to have more than just a lower price. It needs to have an upgraded battery pack to match or surpass the range of the Hyundai Kona Electric, and other similar EVs already on the market.
Sadly, that’s not the case. Good move, Hyundai. We don’t have official figures yet on the base Model 3’s battery capacity, but Hyundai managed to up the stakes even before the base Model 3 came to fruition. If you want a Tesla Model 3 with at least 240 miles of range, you’ll need to choose the long-range model, which starts at $41,450 (after tax credits). Your range will increase and your zero to 60 time will drop, but that dollar figure is not exactly classified as affordable.
I’m not hiding the fact the Tesla Model 3 is the superior vehicle in this comparison, but make no mistake about the Hyundai Kona Electric. It remains a brilliant choice if you need a longer-range electric crossover.
Alvin Reyes is the Associate Editor of Automoblog. He studied civil aviation, aeronautics, and accountancy in his younger years and is still very much smitten to his former Lancer GSR and Galant SS. He also likes fried chicken, music, and herbal medicine. 
Photos & Source: Tesla Motors, Hyundai Motor America.



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Jaguar I-PACE Debuts On London Streets

Jaguar I-PACE Debuts On London Streets

Jaguar’s new I-PACE has finally taken to the streets, hitting the road in its natural environment: A park in the middle of London, one of the most densely packed urban environments on the planet. No, you’re not very likely to see this thing busting up a trail in Moab, but I don’t really think that Jaguar cares very much.
Jaguar calls the I-PACE (yes, it’s in all caps, yes, it has an “I” in the name, no, Jaguar probably doesn’t seem to see the causticness in either of those) an “electric performance SUV concept.”
That does seem like a mishmash of corp-speak right out of a marketing weasel’s mouth, but it’s actually kind of accurate. The I-PACE is the Jaguar brand’s first electric vehicle and will arrive in the second half of 2018. That could be from July 2018 through December 2018, but Jag isn’t getting any more specific, so if you really want one, you’re going to have to deal with that vague description for now.
Concepts & Rulebooks
At the moment, the I-PACE is just a concept and it most definitely is an SUV – truck-like in looks if not truck-like in deed – and it does have performance (if the Jags of the early 80s could get up and go, even this truck-esque thing should move out of its own way). And the Jaguar I-PACE is, literally, electric (there’s batteries and an electric motor buried in there somewhere).
The Jaguar I-PACE finally got its chassis off the auto show floor and onto the streets, hitting the motorways of London for the first time. Specifically it was driving on the streets of London’s famous Olympic Park, to preview the EV SUV actually moving in front of the general public. This is essentially a working version of the show car, whereas the final production version will be revealed later this year.
Jaguar Director of Design, Ian Callum, who has been doing a rather adequate and workman like job, is very pleased with his company’s first foray into both the electric vehicle world, and the realm of SUVs.
“The feedback on the I-PACE Concept has been fantastic; it has surprised people and the enthusiasm for our first electric vehicle has been beyond all my expectations,” he said. “With the I-PACE Concept we’ve torn up the rule book to create a vehicle with supercar inspired aesthetics, sports car performance, and SUV space in one electric package.”
Jaguar I-PACE. Photo: Jaguar Land Rover.


Power & Performance
The I-PACE is motivated by a 90kWh lithium-ion battery, which makes enough juice to accelerate the beast from 0-6 in around 4 seconds, with a targeted range of approximately 220 miles according to EPA test cycles. That’s pretty impressive (given all the equivocating), since this thing probably weighs over a couple of tons. No, there are no official weight figures given, but c’mon, this thing is a truck and it’s hauling around a pallet-load of batteries, and neither “truck” nor “batteries” impart a sense of “lightness” do they?
Jag says that charging is “easy and quick” with an 80 percent charge accomplished in 90 minutes and 100 percent charge achieved in just over two hours using the 50kW DC fast charging system.
The electric motors are compact, lightweight affairs (so that’s a plus) with one at each end driving the front and rear axles. Combined they produce an output of 400 horsepower and 516 lb-ft. of all-wheel drive torque, which is (frankly) a lot, but also remember what I said about this thing being heavy overall.
Putting power down to the tarmacadam and maintaining traction on a variety of “other” surfaces and weather conditions is all down to the electronic brain control unit that governs all the electronic systems; charging, inductance braking, those sorts of things. Jaguar says throttle response is “immediate” and the system provides “exceptional control over the front and rear torque distribution.”
Jaguar I-PACE. Photo: Jaguar Land Rover.
Dramatic Presence
Will it work? Sure, probably, depending on what your definition of work is. If it’s driving Trevor and Sterling to lacrosse practice, then it’ll work. If it means 26 miles of bad gravel “road” to meet up with this job’s logging crew for the next 13 days straight, that remains to be seen.
Still, Jaguar is rightfully optimist about their creation, especially with regard to on-road dynamics.
“You can see the true value of the I-PACE’s dramatic silhouette and powerful proportions when you see it on the road against other cars,” Callum said. “Driving the concept on the streets is really important for the design team.”
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
Jaguar I-PACE Gallery




















Photos & Source: Jaguar Land Rover.



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Scared of Nighttime Driving? New Ford Tech Can Help

Scared of Nighttime Driving? New Ford Tech Can Help

Among all those techno goodies like lane departure warning and automatic braking, some are actually capable of helping a driver in ways they cannot help themselves. Ford’s Pedestrian Detection system, for example, aims to help you see in the dark. Well, see pedestrians at night anyway.
Effectively, what we have here is a way to use on-board sensors that are already in place to do other things like look for, sense, and react to wandering pedestrians. In some ways, this strikes me as a good thing.
There are a ton of news stories out there about pedestrians too distracted by their smartphones, wandering obliviously into traffic and getting wham-o-ed into The Great Beyond.
Night Moves
Ford goes into great detail why, in the dark especially, this is not only difficult for even the most attentive drivers to counter, but also plays on the inherent fears built into our primitive brains. Ford says “night fears rooted in our pre-historic past cause stress behind the wheel,” and a new poll shows most people “worry about night blindness and many fear hitting pedestrians.”
And all of that makes sense, especially from a psycho-anthropological standpoint. And that’s Ford’s nice way of saying, “the stuff that scared the jeepers out of our Troglodytic ancestors still scares us.” So, yeah, fear handed down from cavemen causes stress on the road, and so does that Neanderthal in front of me who’s texting and driving at the same time. But that’s an opinion best left for another time.
Survey Says
Ford also points out how nighttime traffic accidents with pedestrians can be almost twice as likely to lead to a fatality. That is, statistically speaking, a pretty big jump. Ergo, it’s a jump worth paying attention to and trying to minimize. Ford surveyed thousands of drivers across Europe (this was a Ford of Europe study) and they found 81 percent admit to being scared on the roads at night. That’s both an impressive number and also noteworthy, considering what it takes to get a driver’s license in Germany. Getting a driver’s license in Germany is on par with getting a pilot’s license here in America. So they train and test the be-jeebers out of you, and “I am scared of driving on the road” is never an acceptable answer on the driver’s education test.
Ford goes on to say that more than half of the survey respondents say poor night vision is a source of stress, and more than a third worry they might be involved in an accident. Worries that they may mow down a pedestrian were mentioned by one in five drivers surveyed.
So, what can a car company do to help?
Research conducted by the National Highway Traffic Safety Administration found that in the United States in 2015, 3 in 4 motor-vehicle related pedestrian deaths happened after dark. Photo: Megan Krause.


For Dummies
If you’re Ford, you come up with improved Pedestrian Detection technology that works at night for the first time. After coming up with prototypes, Ford’s development team worked at night, sending life-sized dummies into the path of vehicles on closed tracks. And, c’mon, how much fun was that job? You’re out at the test track at night, you and a bunch of your engineer buddies. Along comes Heinrich, the macho factory test driver, and then you and your engineer buddies go, “Eins! Zwei! Drei!! Los gehts wieder, Dummy!!”
And they pay you to do this? Sign me up.
Anyway, by the end of all this fun and dummy ballistics, Ford is able to, for the first time, introduce new technology that detects pedestrians at night. The system automatically applies the brakes if the driver does not respond to initial warnings.
“We know some drivers find hitting the road at night a stressful experience. Especially driving in towns and cities, pedestrians – sometimes distracted by mobiles – can without warning step into the road, leaving even alert drivers very little time to avoid an accident,” said Gregor Allexi, Active Safety Engineer, Ford of Europe.
And how much do you want to bet that with a name like Gregor Allexi, that guy was in charge airborne dummy deployment?
2018 Ford F-150. Photo: Ford Motor Company.
Advanced Detection Technology
The Pedestrian Detection system processes information from a bumper mounted radar pinger, as well as a windshield mounted camera. Contained within Ford’s on-board computer is a database of “pedestrian shapes” so the car can tell the difference between people and objects, such as trees and road signs. The camera is firing off at 30 “snapshots” a second (which is a TV camera frame rate). This video feed and viewing angle enables the system to distinguish pedestrians, even in low-light conditions, illuminated only by the headlights.
If the system detects a pedestrian before the driver, it first provides audible and visual warnings. Should you be a complete chowderhead and fail to respond, the system automatically hits the brakes for you. Ford will roll out this advanced pedestrian detection technology later this year, when it is introduced on the next generation Fiesta in Europe. In North America, the new technology will debut first on the 2018 Ford Mustang and F-150.
For tips when it comes to nighttime driving, we recommend this advice from the National Safety Council.
Tony Borroz has spent his entire life racing antique and sports cars. He means well, even if he has a bias towards lighter, agile cars rather than big engine muscle cars or family sedans.
Cover Photo & Source: Ford Motor Company.



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Report: BMW wants to sell fully-autonomous vehicles by 2021

Report: BMW wants to sell fully-autonomous vehicles by 2021 As the industry trend for self-driving cars continues, BMW wants to ramp up their efforts as well.
What’s going on?
BMW announced some new plans for its lineup in the coming years. According to AutomotiveNews, the Bavarian automaker seeks to produce and sell fully-autonomous vehicles by 2021.
Speaking with BMW’s senior vice president for the brand’s autonomous driving division, Elmar Fickenstein, a new BMW will arrive with “Level 3, 4 and 5” stage autonomous vehicles.
Click here for more news on BMW. 
What does that mean?
Well, it doesn’t mean the 3-, 4-, and 5-Series will be the models to become self-driving capable. It means there’s a new classification system for autonomous vehicles, representing just exactly how autonomous capable they are. At the bottom, you have minimally to no self-driving capabilities. At level three and above, the more self-driving capabilities are equipped.
Beginning with level three, the car is semi-autonomous with assistants like lane departure correction, or Mercedes’ latest adaptive cruise control. Levels four and five are fully-autonomous capable, like Tesla’s Model S with AutoPilot.
When could we expect to see these cars begin testing?
BMW recently teamed up with Intel and Mobileye to help develop the new computers to run BMW’s autonomous driving programs. BMW engineers will focus more on developing the handling dynamics and safety systems.
The plan: have a fully operational fleet of autonomous 7-Series for real-world testing by the end of this year.
– By: Chris Chin
Source: AutomotiveNews
Self-Driving BMW 5-Series at the 2017 CES





















 
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