#2019 Chevy Volt Adaptive Cruise Control | Explore Tumblr posts and blogs

robertkstone · 6 years ago

Text

2019 Ford Ranger First Test: Old Dogs and New Tricks

The shiny, black 2019 Ford Ranger idled up, but I could smell the brakes from across the parking lot. The window rolled down, and from inside came the determination I was expecting, not the one I was hoping for.

“They spent an entire afternoon on chassis dynamics, did they?” testing director Kim Reynolds asked, rhetorically.

Uh, oh.

Kim learned in one figure-eight test what I’d been hoping for a week wasn’t true. The new Ranger is never settled. Its body is always moving, and as a result, so is yours. Bouncing up and down, tossed side to side, thrown forward or back into the seat. And that’s the Lariat model. We drove the FX4 off-road model, as well, and it was even worse. Entering a driveway at an angle was guaranteed to send your head flying toward the door window like that viral video of the people in the speedboat getting tossed like ragdolls. You constantly feel like a buoy in rough seas. I actually crawled under the truck to verify that A) it had anti-roll bars, and B) they were connected (yes and yes). The Lariat is better, yes, but as features editor Christian Seabaugh put it, “If the FX4 is a 2/10 in ride quality, the Lariat is a 5/10. At least the Lariat doesn’t make me carsick.”

“The Ranger, being the newest truck on the market, somehow manages to feel the oldest and least refined,” road test editor Chris Walton said. “It feels like a ’90s F-150.”

This is the company that builds the F-150 Raptor, a truck that charges across deserts floating like a classic Lincoln. It’s a company we awarded Truck of the Year in 2017 and 2018 for the excellent F-Series Super Duty and F-150, respectively, with little deliberation required. Trucks are what Ford does best … most of the time. To say the Ranger’s ride, handling, and noise/vibration/harshness are disappointing is to say the Super Bowl is a football game. You can improve it marginally by putting weight in the bed, but with Ford pitching this as a “lifestyle” truck, I have to wonder how many owners are going to haul anything but air.

That out of the way, the 2019 Ranger isn’t all bad. Some enthusiasts scoffed when Ford announced the only U.S. engine would be the 2.3-liter EcoBoost turbo-four, but Ford made the right call. Turbo lag is nearly nonexistent, and the low- to midrange torque makes the truck feel quicker than it is. Whether daily driving or doing work, you’re never worried it won’t have enough guts. The 10-speed auto is generally a good transmission, but it gets confused easily in stop-and-go traffic, resulting in clunky downshifts. The automatic engine stop/start system is quick and smooth, as is the transmission in Sport mode.

The objective numbers mostly attest to this for the Lariat model we instrumented. Hitting 60 mph from a stop takes 6.8 seconds, perfectly acceptable despite being nearly half a second behind a Chevrolet Colorado V-6. A 15.2-second standing quarter mile at 91.3 mph means getting on the freeway is no chore, though you’ll still be chasing that Chevy. Things look just as good in the handling data, despite Reynolds’ subjective opinion that it’s “really bad at the limit.” He continued: “You can explain some of this away by pointing at the tires, but the truck’s damping is very absent. There’s lots of roll but too much bounding after that.” Still, it pulled 0.75 average g on the skidpad, just behind the Colorado’s 0.78 g. The Ranger was even closer on the figure-eight course, completing a lap in 27.7 seconds at 0.61 g average, just a smidge behind the Colorado’s 27.6-second lap at 0.63 average g.

Braking likewise looks good on paper. The Ranger actually out-braked the Colorado from 60 mph, 127 feet to 128. Had the brakes not been stinking to high heaven and the tester’s notes not read “big delay between pedal hit and actual slowing, as braking begins at the max dive angle—like taking up all the slack first,” it would’ve been at least one decisive victory for the Blue Oval.

The brake dive is just another reminder this is an old truck designed for a different market. Originally introduced in 2011 for countries with rougher roads and no full-size pickups, the Ranger was meant to be an old-fashioned workhorse, not an American “lifestyle” truck. The steering is slow and over-boosted, requiring constant corrections through a long corner. The idle is rough, and the mechanical cooling fan is as loud as a semi truck’s. The tailgate is completely undamped and unassisted. Old-school.

Put it to work, though, and it starts to make sense. Like I said, a load in the bed or a trailer on the hitch settles the body down somewhat and doesn’t faze the engine much. The interior of the bed is wide, swallowing more cargo than the 4-inch-narrower Colorado’s, and it offers a handy extra set of tie-downs just behind the wheelwells in addition to the usual four corners. Ford has taken the mantle of best-in-class payload and towing by small margins, but those extra safety margins count for something. The ground clearance is reassuring out in the back 40, but it does mean the bed floor is high, and the bed rails are high enough I can’t reach the bottom of the bed standing next to the truck as I can on the competitors. Work is what this truck is meant for, and what it does best.

Climb into the cabin, and you’re reminded of that singular focus. The dashboard looks nothing like an F-150’s but rather like a more upright version of the Focus’, also designed by engineers outside the U.S. The dash-mounted power mirror control looks straight out of 1996, and the climate control buttons are small and mounted at the bottom of the dash where you won’t be pressing them with work-gloved hands like you can in an F-150. The rear bench is the only one on the American market (midsize or full-size) that isn’t split folding, so everyone and everything needs to get out if you need something from under the back seat. Not that you’ll be storing much under there, as there are only two little cubbies good for a few ratchet straps, maybe a ball hitch, and not much else. To be fair, though, the Honda Ridgeline is the only truck in this class that gives you a flat rear floor if you fold the seat up, but others offer more storage space than Ford.

Look closer, though, and you’ll find extreme modernity hiding in plain sight. The 2019 Ranger offers standard collision warning and automatic emergency braking with pedestrian detection and a backup camera, and it can be outfitted with lane departure warning, lane keeping assistance, rear parking sensors that are heinously loud, adaptive cruise control, navigation, and the only blind-spot monitor in the class that can extend to cover a trailer. Then there’s Apple CarPlay, Android Auto, Waze, and Alexa compatibility, plus built-in Wi-Fi. You also get more USB ports than the competition, plus you can get a 110-volt power outlet in the rear cabin and one in the bed.

The new Ranger is a great truck if you want an old truck with modern technology and fuel economy, and many truck guys say they want that. More power to them. If you’re getting out of a 25-year-old truck and into this one, it’ll be an upgrade. The reason we’re so down on the Ranger is because Ford completely oversold the differentiation between this truck and the world market version. To hear the Blue Oval tell it, the U.S.-market Ranger is practically an all-new truck with all-new sheetmetal, an all-new powertrain, and all-new technology. Although that’s all technically true, it’s clear most of the new stuff was a necessity for American crash and emissions compliance, not a fundamental redesign to suit American tastes and expectations. It’s a placeholder filling a gap in the product lineup until the next-generation truck arrives in a few years, designed with input from American product planners. That’s not a bad thing, but it’s not what we were promised, either. You can absolutely teach an old dog new tricks, but you can’t expect it to perform like a puppy.

2019 Ford Ranger Lariat 4×4 Ecoboost POWERTRAIN/CHASSIS DRIVETRAIN LAYOUT Front-engine, 4WD ENGINE TYPE Turbocharged I-4, alum block/head VALVETRAIN DOHC, 4 valves/cyl DISPLACEMENT 138.0 cu in/2,261 cc COMPRESSION RATIO 10.0:1 POWER (SAE NET) 270 hp @ 5,500 rpm TORQUE (SAE NET) 310 lb-ft @ 3,000 rpm REDLINE 6,500 rpm WEIGHT TO POWER 16.9 lb/hp TRANSMISSION 10-speed automatic AXLE/FINAL-DRIVE/LOW RATIO 3.73:1/2.37:1/2.72:1 SUSPENSION, FRONT; REAR Control arms, coil springs, anti-roll bar; live axle, leaf springs STEERING RATIO 17.7:1 TURNS LOCK TO LOCK 3.1 BRAKES, F; R 12.2-in vented disc; 12.1-in vented disc, ABS WHEELS 8.0 x 18-in cast aluminum TIRES 265/60R18 110T (M+S) Hankook Dynapro ATM DIMENSIONS WHEELBASE 126.8 in TRACK, F/R 61.4/61.4 in LENGTH x WIDTH x HEIGHT 210.8 x 73.3 x 71.5 in TURNING CIRCLE 42.0 ft CURB WEIGHT 4,551 lb WEIGHT DIST, F/R 57/43% SEATING CAPACITY 5 HEADROOM, F/R 39.8/38.3 in LEGROOM, F/R 43.1/34.5 in SHOULDER ROOM, F/R 56.7/56.3 in PICKUP BOX L x W x H 61.0 x 61.4 x 20.8 in WIDTH BET WHEELHOUSES 44.8 in PAYLOAD CAPACITY 1,560 lb TOWING CAPACITY 7,500 lb TEST DATA ACCELERATION TO MPH 0-30 2.5 sec 0-40 3.6 0-50 5.1 0-60 6.8 0-70 8.9 0-80 11.4 0-90 14.8 0-100 18.8 PASSING, 45-65 MPH 3.4 IFTTT

#IFTTT #PerformanceJunk WP Feed 3

0 notes

goarticletec-blog · 6 years ago

Text

2019 GMC Yukon Denali review: Steady as she goes

New Post has been published on https://www.articletec.com/2019-gmc-yukon-denali-review-steady-as-she-goes/

2019 GMC Yukon Denali review: Steady as she goes

While much of America goes crazy for car-based, more fuel-efficient crossovers, there are still plenty of people who need something more. Whether it’s for towing, carrying loads of people or just because you like the feeling of something trucky, there’s nothing quite like the capability of a full-size SUV.

At 19 feet long, the Yukon Denali XL is best kept off of tight city streets.

Emme Hall/Roadshow

Enter the 2019 GMC Yukon, currently going grille-to-massive-grille with the Ford Expedition, Nissan Armada and Toyota Land Cruiser. The Denali trim tested here ups the luxe a bit, giving the Yukon enough amenities to stand tall with the Lexus LX 570, Lincoln Navigator and Infiniti QX80, not to mention the Cadillac Escalade, with which the GMC shares a platform.

Go big or go home

Now in the fourth year of its fourth generation, the Yukon is available in SLE and SLT trims, with a 5.3-liter V8 under the hood. The Yukon offers seating for seven, eight or even nine passengers, depending on configuration (the base SLE can be had with a front bench seat). Rear-wheel drive is standard, and four-wheel drive is optional.

And then there’s my tester, the ne plus ultra Denali XL. This luxury-focused version comes exclusively with a 6.2-liter V8, seating for seven and four-wheel drive. The XL model is a full 20 inches longer than a standard Yukon, measuring a sizable 19 feet in overall length. The good news here is the XL affords you hella cargo space. The bad news, of course, is that this big boy is a chore to drive in congested cities.

Huge inside, but could be nicer

Thankfully, the Denali’s cabin is quiet, spacious and comfortable, though it’s starting to feel a little outdated. This most-loaded Yukon gets leather-trimmed, heated and cooled seats (for both front- and second-row passengers), but they lack the massage function of both the Ford Expedition and Lincoln Navigator.

Heated and cooled seats are nice, but what about the massage function?

GMC

The 8-inch touchscreen infotainment system looks a little small in the GMC’s expansive cabin. It runs GMC’s incredibly straightforward Intellilink software, with both Apple CarPlay and Android Auto standard. Now that the latest version of Apple iOS brings Google Maps to CarPlay, something that was already available on Android Auto, I recommend just using this interface instead of Intellilink. It’s easier to get navigation directions right onto the touchscreen, avoiding GMC’s sometimes laggy system.

Wireless charging is standard in the Yukon Denali, as is a 4G LTE Wi-Fi hotspot for up to seven devices. Keeping things charged should be pretty easy, with two USB ports and a 12-volt outlet up front, plus 110- and 12-volt outlets for second-row passengers and an additional 12-volt outlet in the way-back. Add the optional rear-seat entertainment package and the second row gets an HDMI port, two USB ports, wireless headphones and even wireless projection. Or, you can just kick it old school (relatively speaking) and play DVDs on the pair of 9-inch displays.

The Yukon’s second-row seats flip forward with the touch of a button, so it’s easy to get in and out of the third row. Once back there, you’ll find a respectable amount of legroom — of course, I’d expect nothing less in a vehicle of this size.

Where the Denali XL truly excels is in its ability to haul your cargo. You’ve got over 39 cubic feet of space behind the third row, expanding to nearly 95 cubic feet with both back rows folded. The Ford Expedition Max, meanwhile, offers 34.3 and 73.3 cubic feet, respectively. However, and somewhat oddly, the Yukon’s almost-identical twin, the Cadillac Escalade, offers 121.7 cubic feet of cargo space with all seats folded.

Lots of power, nice to drive

As I mentioned, the Yukon Denali only comes with GM’s 6.2-liter V8, good for 420 horsepower and 460 pound-feet of torque. The Yukon comes standard with GM’s excellent Magnetic Ride Control, which can adjust the suspension electronically at all four corners, as well as actively reduce body roll. No, it doesn’t turn this nearly 6,000-pound beast into a corner-carver, but it does allow for a smooth, controlled ride. Magnetic Ride Control is probably the best thing about the Yukon.

A 10-speed automatic transmission shifts smoothly, but doesn’t do much to help quench the Yukon’s thirst for fuel. During my week of testing, I only saw 13.2 miles per gallon, well short of the EPA’s combined rating of 16 mpg. The Yukon is officially rated at 14 mpg city and 20 mpg highway, which bests both the Infiniti QX80 and Lexus LX 570, but the Lincoln Navigator is the most fuel-efficient of the large-and-in-charge SUVs, with 16 mpg city and 21 mpg highway.

The Yukon Denali XL returns mid-pack fuel economy.

Emme Hall/Roadshow

Two-wheel-drive Yukon Denalis can tow 8,400 pounds, though this XL with four-wheel drive reduces that number to a still-plenty-useful 7,900. Regardless, the Yukon comes with a 2-inch receiver hitch and both four- and seven-pin wiring harnesses. An optional trailering package includes an integrated trailer brake and automatically leveling rear suspension, but I wish it had the awesome Pro Trailer Backup Assist of the Ford Expedition.

Other standard tech goodies include blind-spot monitoring, lane-keeping assist and adaptive cruise control. Unfortunately, the ACC won’t engage below 15 miles per hour and automatically shuts off below 10 mph, making it useless in heavy stop-and-go, rush-hour traffic. Other manufacturers offer full-range adaptive cruise control. GMC’s system could really use an update.

Worth the money?

For my money, I’d skip the XL and just go for the regular Yukon Denali. Features like the aforementioned Magnetic Ride Control, a head-up display and active noise cancellation are all standard at a $66,200 price point. I could pony up $8,000 to get the Denali Ultimate Package that adds things like power-retracting steps for easier ingress and egress, but that’s a lot of money. Instead, I’ll jump out the door with a lightly optioned Yukon Denali that costs just $69,600, including $1,295 for destination. A far cry from the $82,190 of the test car you see here.

That said, if you’re dead set on something in the GM family, the Cadillac Escalade offers the same engine and driving dynamics, but feels nicer inside. Or, save some coin and just get a Chevy Tahoe or Suburban. Good and useful as the 2018 Yukon is, it’s hard to recommend it when newer offerings like the Expedition and Navigator are so much more refined.

Source link

0 notes

nuttytriumphenthusiast-blog · 6 years ago

Text

This is the Audi e-tron. The electric SUV seats 5 and begins at $74,800. The e-tron will hit Audi dealerships in the midst of 2019, and potential patrons can reserve one at the moment for $1,000.

This is Audi’s first manufacturing electric automobile and in all probability probably the most vital EVs to be introduced because the Chevy Bolt. It has the entirety Audi patrons be expecting: Quattro AWD, technology-first cockpit, and a well-known are compatible and end. The e-tron is launching to a marketplace with few competition. It’s maximum very similar to the brand new Jaguar I-Pace. Both automobiles be offering equivalent expertise and creature comforts for the same worth. But in some way, the Audi is becoming a member of forces with the Jag to compete with Tesla .

The e-tron is filled with a 95 kWh battery pack that powers electric motors on every axle. All-wheel power is usual, and the automobile packs two tactics to recoup misplaced power. Right now, at release, Audi is no longer liberating professional vary numbers and the EPA has but to certify and unencumber its personal numbers.

Inside is harking back to present Audi SUVs. Drivers are introduced with Audi’s digital tool panel and several other touchscreens. The best center-mounted display handles infotainment and navigation accountability whilst the ground is for local weather keep an eye on and textual content enter. The cabin is supplied and geared up in a similar fashion to the remainder of Audi’s line, however the design language is distinctive to the e-tron.

It’s transparent Audi designed the e-tron to enchantment to standard patrons having a look to leap into electric automobiles thru acquainted approach. The e-tron seems to be and seems like the remainder of Audi’s lineup. And that’s most likely the purpose. The automobile maker took its established method and plugged it into electric automobiles. The consequence is one thing new but acquainted.

The Audi e-tron

The out of doors of the e-tron screams Audi. Sharp headlights, flowing frame panels, and an angular, competitive grill. It looks as if a brand new model of Audi’s mid-size SUV, the Q5. The major design distinction comes by the use of 4 small accessory lighting at the aspect of the headlights and tail lighting. They are designed to appear to be a battery meter, and the end result is a suave, regardless that refined nod to the e-tron’s electric energy plant.

Clad in aluminum, the e-tron’s battery weighs about 700 kg (1,543.2 lb) and is produced from 36 pouch-type cells, the similar form of device Jaguar and Chevy use of their electric automobiles, whilst Tesla makes use of cylinder-type battery cells.

Audi says e-tron’s battery may also be recharged to 80% in 30 mins the usage of a 150 kW charger.

The e-tron ships with a Level 2, 240-volt/40 amps residential charger that’s additionally appropriate with 120-volt family shops. Through a partnership, patrons will be able to make use of Amazon Home Services to able their houses with an set up of a house charger.

E-tron patrons achieve get right of entry to to the national charging community, “Electrify America” and will use as much as 1,000 kWh of price over 4 years. Audi says by way of 2019 this community will come with five-hundred 350kW chargers right through 40 states.

An electric motor is fixed on every axle motor, regardless that each don’t seem to be used at all instances. At reasonable speeds, there is a bias to the rear motor. When the rear motor is not able to give you the automobile with the required powered, the entrance motor kicks on.

The twin motors and unmarried level transmission paintings in combination to get the e-tron to 60 mph in five.five seconds. The tow score is set at four,000 lbs which is excellent sufficient for a small U-Haul trailer or a few jet skis. Audi says professional horsepower and torque numbers will likely be launched at a later time.

Like different electric automobiles, the e-tron recovers power thru braking and deceleration. But Audi took using potency one step farther.

Using navigation and radar and digital camera knowledge, the e-tron can predictively instructed the driving force to unencumber the gasoline pedal at suitable instances. If the automobile is aware of the driving force must decelerate, it is going to inform the driving force within the title of potency.

Power is returned to the battery from almost all braking scenarios whether or not thru herbal deceleration when the driving force releases the accelerator or when the friction brake device is engaged. Audi says the program is accountable for as much as 30 % of the e-tron’s vary.

The brakes are electric. When the driving force presses the brake pedal, a keep an eye on unit computes how a lot power must be implemented, and an electric motor provides the fitting power. Audi says the program is 30% lighter than conventional vacuum brakes.

The quantity of power the e-tron can get better is selectable by way of the driving force by way of a paddle at the steerage wheel. There are 3 settings. In the best possible atmosphere, the e-tron aggressively recovers power each time the driving force releases the accelerator, which permits for one pedal using. But within the lowest atmosphere the e-tron coasts with none braking resistance.

Drivers are introduced with few conventional switches and buttons. Most of the controls are contained on two touchscreens. The best, center-mounted display is 10.1-inches whilst the ground is an eight.6-inch display that’s fixed in some way that the driving force can get right of entry to it whilst their hand is resting at the tools selector. Both displays supply tactile and audio comments.

This twin display setup is other from the only, large display present in Tesla’s electric automobiles. The best display handles infotainment, navigation, phone, and automobile settings whilst the ground is for local weather keep an eye on and getting into textual content for navigation. This format extra intently fits the normal placement present in different automobiles, which can most likely cut back the training curve regularly related to entering into a automobile with simply touchscreens.

This twin touchscreen device is no longer distinctive to the e-tron. It’s the similar apparatus Audi employs in its high-end sedans, and can most likely trickle all the way down to different Audi fashions in coming generations.

The motive force is introduced with Audi’s virtual tool panel that the carmaker has been the usage of for a number of automobile generations. In this example, the tool cluster is introduced on a 1,920×720 show with e-tron particular graphics. The motive force can configure the display to show the speedometer, energy meter and infotainment displays in quite a lot of models. Buyers too can go for a heads up show.

Audi constructed a better half app for the e-tron. Through the smartphone app, homeowners can enter navigation vacation spot, set battery charging instances and agenda provider with native sellers.

Racing the Competition

The e-tron has few competition however just one that issues: The Tesla Model X, lengthy the lone possibility for patrons searching for an electric SUV. The Model X is rather higher, a bit of sooner and could be a lot extra pricey than the Audi e-tron. It additionally has much less vary than the unofficial numbers supplied by way of Audi earlier than the e-tron is qualified by way of the EPA

The Tesla is a head turner whilst the Audi looks as if simply any other Audi. The Tesla packs independent using modes whilst the Audi most effective has adaptive cruise keep an eye on. The Tesla can seat as much as seven whilst the Audi seats 5. And the Tesla can beat unique sports activities vehicles to 60 miles in step with hour.

The Tesla Model X inside seems like one thing other whilst the Audi e-tron seems like a brand new tackle one thing acquainted.

Both automobiles get started out at equivalent costs. The Tesla Model X begins at $72,100 with a variety of 239 miles. The Audi e-tron starts at $74,800 with an unofficial vary of round 248 miles. However, to get the additional vary within the Tesla, patrons need to go for pricier applications. A Model X with a 295-mile vary begins at $88,600, and the sports-car speedy P100D starts at $125,800 — Tesla’s self-driving options value an further $five,000.

In distinction, Audi provides the similar powertrain and battery right through the e-tron’s trim ranges. For $81,700 patrons get the similar vary as the bottom fashion however achieve further creature comforts like a heads-up show, massaging seats and parking lend a hand expertise. For $86,700 patrons can go for the First Edition bundle that incorporates higher, 21-inch wheels, restricted paint, and inside trim and an evening imaginative and prescient mode.

The Audi e-tron intently fits up with the Jaguar I-Pace. Jaguar not too long ago introduced its electric crossover and is nearing supply of the primary automobiles. Compared to the e-tron, the I-Pace has a equivalent vary, pace, and rather much less inside house. Pricing for the I-Pace begins at $69,500.

The e-tron and I-Pace constitute a brand new breed of electric automobiles much more so than a Tesla EV. Both of those automobiles come from firms with large production would possibly and, whilst they feel and look futurist, in addition they feel and look mass produced. And that’s a excellent factor. If electric automobiles are to transform mainstream, the automobile giants wish to construct them at the similar stage as conventional cars.

Coming Next Year

The Audi e-tron will hit the United States in the midst of 2019. Buyers can reserve the automobile beginning as of late with a $1,000 refundable deposit.

When the automobile hits sellers, it is going to be Audi’s costliest SUV and some of the costliest automobiles to be had from Audi. But in comparison to competition, the e-tron is priced in the midst of the pack.

The e-tron will hit the marketplace at a pivotal time for electric automobiles. Automakers are simply beginning to stake their claims on the market. Chevy went downmarket with the inexpensive Bolt. Jaguar is hitting the crossover marketplace with the $69,000 I-Pace. Tesla is the top class participant within the box with the Model X. The Audi e-tron sits in a candy spot between the Jag and the Tesla. The pricing is rather greater than the Jag however is smartly supplied to face tall in opposition to the bigger and dearer Model X.

The e-tron’s good fortune will most likely come from shopper consciousness. Car customers wish to know Audi has a brand new electric automobile, and Audi turns out to know this. Even earlier than the auto introduced, the corporate began promoting the EV with a big-budget TV spot throughout the Emmys. Since the auto doesn’t hit the marketplace for just about a yr, Audi has various time to get the phrase out. However, that still leaves various time for brand new competition to hit the marketplace and for the panorama to shift.

The Audi e-tron SUV is an electric shot at Tesla – TechCrunch

This is the Audi e-tron. The electric SUV seats 5 and begins at $74,800. The e-tron will hit Audi dealerships in the midst of 2019, and potential patrons can reserve one at the moment for $1,000.

The Audi e-tron SUV is an electric shot at Tesla – TechCrunch This is the Audi e-tron. The electric SUV seats 5 and begins at $74,800. The e-tron will hit Audi dealerships in the midst of 2019, and potential patrons can reserve one at the moment for $1,000.

0 notes

saltysuittaco-blog · 6 years ago

Text

This is the Audi e-tron. The electric SUV seats 5 and begins at $74,800. The e-tron will hit Audi dealerships in the course of 2019, and potential consumers can reserve one at this time for $1,000.

This is Audi’s first manufacturing electric automobile and most likely one of the crucial important EVs to be introduced for the reason that Chevy Bolt. It has the whole lot Audi consumers be expecting: Quattro AWD, technology-first cockpit, and a well-known have compatibility and end. The e-tron is launching to a marketplace with few competition. It’s maximum very similar to the brand new Jaguar I-Pace. Both cars be offering equivalent expertise and creature comforts for the same worth. But in some way, the Audi is becoming a member of forces with the Jag to compete with Tesla .

The e-tron is filled with a 95 kWh battery pack that powers electric motors on each and every axle. All-wheel power is usual, and the automobile packs two techniques to recoup misplaced power. Right now, at release, Audi is now not freeing legitimate vary numbers and the EPA has but to certify and unencumber its personal numbers.

Inside is paying homage to present Audi SUVs. Drivers are introduced with Audi’s digital device panel and a number of other touchscreens. The most sensible center-mounted display screen handles infotainment and navigation accountability whilst the ground is for local weather keep watch over and textual content enter. The cabin is provided and geared up in a similar fashion to the remainder of Audi’s line, however the design language is distinctive to the e-tron.

It’s transparent Audi designed the e-tron to attraction to conventional consumers taking a look to leap into electric cars via acquainted approach. The e-tron appears to be like and looks like the remainder of Audi’s lineup. And that’s almost definitely the purpose. The automobile maker took its established components and plugged it into electric cars. The consequence is one thing new but acquainted.

The Audi e-tron

The outdoor of the e-tron screams Audi. Sharp headlights, flowing frame panels, and an angular, competitive grill. It looks as if a brand new model of Audi’s mid-size SUV, the Q5. The primary design distinction comes by the use of 4 small accessory lighting at the facet of the headlights and tail lighting. They are designed to appear to be a battery meter, and the outcome is a suave, regardless that refined nod to the e-tron’s electric energy plant.

Clad in aluminum, the e-tron’s battery weighs about 700 kg (1,543.2 lb) and is constituted of 36 pouch-type cells, the similar form of gadget Jaguar and Chevy use of their electric cars, whilst Tesla makes use of cylinder-type battery cells.

Audi says e-tron’s battery will also be recharged to 80% in 30 mins the use of a 150 kW charger.

The e-tron ships with a Level 2, 240-volt/40 amps residential charger that’s additionally appropriate with 120-volt family retailers. Through a partnership, consumers will have the opportunity to make use of Amazon Home Services to able their properties with an set up of a house charger.

E-tron consumers achieve get admission to to the national charging community, “Electrify America” and will use as much as 1,000 kWh of rate over 4 years. Audi says by means of 2019 this community will come with five-hundred 350kW chargers during 40 states.

An electric motor is fastened on each and every axle motor, regardless that each aren’t used at all instances. At average speeds, there is a bias to the rear motor. When the rear motor is not able to give you the automobile with the specified powered, the entrance motor kicks on.

The twin motors and unmarried level transmission paintings in combination to get the e-tron to 60 mph in five.five seconds. The tow score is set at four,000 lbs which is just right sufficient for a small U-Haul trailer or a few jet skis. Audi says legitimate horsepower and torque numbers can be launched at a later time.

Like different electric cars, the e-tron recovers power via braking and deceleration. But Audi took using potency one step farther.

Using navigation and radar and digital camera knowledge, the e-tron can predictively recommended the driving force to unencumber the fuel pedal at suitable instances. If the automobile is aware of the driving force must decelerate, it’s going to inform the driving force within the identify of potency.

Power is returned to the battery from almost all braking eventualities whether or not via herbal deceleration when the driving force releases the accelerator or when the friction brake gadget is engaged. Audi says the program is liable for as much as 30 % of the e-tron’s vary.

The brakes are electric. When the driving force presses the brake pedal, a keep watch over unit computes how a lot power must be implemented, and an electric motor provides the fitting power. Audi says the program is 30% lighter than conventional vacuum brakes.

The quantity of power the e-tron can get better is selectable by means of the driving force by way of a paddle at the steerage wheel. There are 3 settings. In the best possible environment, the e-tron aggressively recovers power each time the driving force releases the accelerator, which permits for one pedal using. But within the lowest environment the e-tron coasts with none braking resistance.

Drivers are introduced with few conventional switches and buttons. Most of the controls are contained on two touchscreens. The most sensible, center-mounted display screen is 10.1-inches whilst the ground is an eight.6-inch display screen that’s fastened in some way that the driving force can get admission to it whilst their hand is resting at the equipment selector. Both displays supply tactile and audio comments.

This twin display screen setup is other from the only, large display screen present in Tesla’s electric cars. The most sensible display screen handles infotainment, navigation, phone, and automobile settings whilst the ground is for local weather keep watch over and coming into textual content for navigation. This structure extra intently fits the normal placement present in different cars, which is able to most probably scale back the educational curve incessantly related to getting into a automobile with simply touchscreens.

This twin touchscreen gadget is now not distinctive to the e-tron. It’s the similar apparatus Audi employs in its high-end sedans, and can most probably trickle all the way down to different Audi fashions in coming generations.

The motive force is introduced with Audi’s virtual device panel that the carmaker has been the use of for a number of automobile generations. In this example, the device cluster is introduced on a 1,920×720 show with e-tron explicit graphics. The motive force can configure the display screen to show the speedometer, energy meter and infotainment displays in quite a lot of models. Buyers too can go for a heads up show.

Audi constructed a better half app for the e-tron. Through the smartphone app, house owners can enter navigation vacation spot, set battery charging instances and time table carrier with native sellers.

Racing the Competition

The e-tron has few competition however just one that issues: The Tesla Model X, lengthy the lone possibility for consumers in the hunt for an electric SUV. The Model X is reasonably better, a bit of faster and is usually a lot extra pricey than the Audi e-tron. It additionally has much less vary than the unofficial numbers equipped by means of Audi sooner than the e-tron is qualified by means of the EPA

The Tesla is a head turner whilst the Audi looks as if simply any other Audi. The Tesla packs independent using modes whilst the Audi most effective has adaptive cruise keep watch over. The Tesla can seat as much as seven whilst the Audi seats 5. And the Tesla can beat unique sports activities automobiles to 60 miles according to hour.

The Tesla Model X inner looks like one thing other whilst the Audi e-tron looks like a brand new tackle one thing acquainted.

Both cars get started out at equivalent costs. The Tesla Model X begins at $72,100 with a variety of 239 miles. The Audi e-tron starts at $74,800 with an unofficial vary of round 248 miles. However, to get the additional vary within the Tesla, consumers must go for pricier applications. A Model X with a 295-mile vary begins at $88,600, and the sports-car rapid P100D starts at $125,800 — Tesla’s self-driving options value an further $five,000.

In distinction, Audi provides the similar powertrain and battery during the e-tron’s trim ranges. For $81,700 consumers get the similar vary as the bottom fashion however achieve further creature comforts like a heads-up show, massaging seats and parking lend a hand expertise. For $86,700 consumers can go for the First Edition bundle that incorporates better, 21-inch wheels, restricted paint, and inner trim and an evening imaginative and prescient mode.

The Audi e-tron intently fits up with the Jaguar I-Pace. Jaguar not too long ago introduced its electric crossover and is nearing supply of the primary cars. Compared to the e-tron, the I-Pace has a equivalent vary, velocity, and reasonably much less inner house. Pricing for the I-Pace begins at $69,500.

The e-tron and I-Pace constitute a brand new breed of electric cars much more so than a Tesla EV. Both of those cars come from companies with large production would possibly and, whilst they feel and look futurist, in addition they feel and look mass produced. And that’s a just right factor. If electric cars are to turn into mainstream, the automobile giants want to construct them at the similar degree as conventional vehicles.

Coming Next Year

The Audi e-tron will hit the United States in the course of 2019. Buyers can reserve the automobile beginning lately with a $1,000 refundable deposit.

When the automobile hits sellers, it’s going to be Audi’s most costly SUV and a number of the most costly cars to be had from Audi. But in comparison to competition, the e-tron is priced in the course of the pack.

The e-tron will hit the marketplace at a pivotal time for electric cars. Automakers are simply beginning to stake their claims available on the market. Chevy went downmarket with the inexpensive Bolt. Jaguar is hitting the crossover marketplace with the $69,000 I-Pace. Tesla is the top rate participant within the box with the Model X. The Audi e-tron sits in a candy spot between the Jag and the Tesla. The pricing is reasonably greater than the Jag however is neatly provided to face tall in opposition to the bigger and dearer Model X.

The e-tron’s luck will most probably come from shopper consciousness. Car consumers want to know Audi has a brand new electric automobile, and Audi turns out to know this. Even sooner than the automobile introduced, the corporate began promoting the EV with a big-budget TV spot all over the Emmys. Since the automobile doesn’t hit the marketplace for just about a yr, Audi has quite a few time to get the phrase out. However, that still leaves quite a few time for brand new competition to hit the marketplace and for the panorama to shift.

The Audi e-tron SUV is an electric shot at Tesla – TechCrunch This is the Audi e-tron. The electric SUV seats 5 and begins at $74,800. The e-tron will hit Audi dealerships in the course of 2019, and potential consumers can reserve one at this time for $1,000.

0 notes

roberttbertton · 6 years ago

Text

This is the Audi e-tron. The electric SUV seats five, starts at $74,800 and in official Audi testing, experienced a range of well over 300 miles on a charge. The e-tron will hit Audi dealerships in the middle of 2019, and prospective buyers can reserve one right now for $1,000.

This is Audi’s first production electric vehicle and perhaps one of the most significant EVs to be announced since the Chevy Bolt. It has everything Audi buyers expect: Quattro AWD, technology-first cockpit, and a familiar fit and finish. The e-tron is launching to a market with few competitors. It’s most similar to the new Jaguar I-Pace. Both vehicles offer similar technology and creature comforts for a similar price. But in a way, the Audi is joining forces with the Jag to compete with Tesla .

The e-tron is packed with a 95 kWh battery pack that powers electric motors on each axle. All-wheel drive is standard, and the vehicle packs two ways to recoup lost energy. Right now, at launch, Audi is not releasing official range numbers and the EPA has yet to certify and release its own numbers.

Inside is reminiscent of current Audi SUVs. Drivers are presented with Audi’s virtual instrument panel and several touchscreens. The top center-mounted screen handles infotainment and navigation duty while the bottom is for climate control and text input. The cabin is equipped and outfitted similarly to the rest of Audi’s line, but the design language is unique to the e-tron.

It’s clear Audi designed the e-tron to appeal to traditional buyers looking to jump into electric vehicles through familiar means. The e-tron looks and feels like the rest of Audi’s lineup. And that’s probably the point. The vehicle maker took its established formula and plugged it into electric vehicles. The result is something new yet familiar.

The Audi e-tron

The outside of the e-tron screams Audi. Sharp headlights, flowing body panels, and an angular, aggressive grill. It looks like a new version of Audi’s mid-size SUV, the Q5. The main design difference comes by way of four small accent lights on the side of the headlights and tail lights. They are designed to look like a battery meter, and the result is a clever, though subtle nod to the e-tron’s electric power plant.

Clad in aluminum, the e-tron’s battery weighs about 700 kg (1,543.2 lb) and is comprised of 36 pouch-type cells, the same type of system Jaguar and Chevy use in their electric vehicles, while Tesla uses cylinder-type battery cells.

Audi says e-tron’s battery can be recharged to 80% in 30 minutes using a 150 kW charger.

The e-tron ships with a Level 2, 240-volt/40 amps residential charger that’s also compatible with 120-volt household outlets. Through a partnership, buyers will have the option to use Amazon Home Services to ready their homes with an installation of a home charger.

E-tron buyers gain access to the nationwide charging network, “Electrify America” and can use up to 1,000 kWh of charge over four years. Audi says by 2019 this network will include five-hundred 350kW chargers throughout 40 states.

An electric motor is mounted on each axle motor, though both are not used at all times. At moderate speeds, there is a bias to the rear motor. When the rear motor is unable to provide the vehicle with the desired powered, the front motor kicks on.

The dual motors and single stage transmission work together to get the e-tron to 60 mph in 5.5 seconds. The tow rating is set at 4,000 lbs which is good enough for a small U-Haul trailer or a couple of jet skis. Audi says official horsepower and torque numbers will be released at a later time.

Like other electric vehicles, the e-tron recovers energy through braking and deceleration. But Audi took driving efficiency one step farther.

Using navigation and radar and camera data, the e-tron can predictively prompt the driver to release the gas pedal at appropriate times. If the vehicle knows the driver should slow down, it will tell the driver in the name of efficiency.

Power is returned to the battery from practically all braking situations whether through natural deceleration when the driver releases the accelerator or when the friction brake system is engaged. Audi says this system is responsible for up to 30 percent of the e-tron’s range.

The brakes are electric. When the driver presses the brake pedal, a control unit computes how much pressure needs to be applied, and an electric motor supplies the appropriate pressure. Audi says this system is 30% lighter than traditional vacuum brakes.

The amount of energy the e-tron can recover is selectable by the driver via a paddle on the steering wheel. There are three settings. In the highest setting, the e-tron aggressively recovers energy every time the driver releases the accelerator, which allows for one pedal driving. But in the lowest setting the e-tron coasts without any braking resistance.

Drivers are presented with few traditional switches and buttons. Most of the controls are contained on two touchscreens. The top, center-mounted screen is 10.1-inches while the bottom is an 8.6-inch screen that’s mounted in a way that the driver can access it while their hand is resting on the gear selector. Both screens provide tactile and audio feedback.

This dual screen setup is different from the single, massive screen found in Tesla’s electric vehicles. The top screen handles infotainment, navigation, telephone, and vehicle settings while the bottom is for climate control and entering text for navigation. This layout more closely matches the traditional placement found in other vehicles, which will likely reduce the learning curve often associated with getting in a vehicle with just touchscreens.

This dual touchscreen system is not unique to the e-tron. It’s the same equipment Audi employs in its high-end sedans, and will likely trickle down to other Audi models in coming generations.

The driver is presented with Audi’s digital instrument panel that the carmaker has been using for several vehicle generations. In this instance, the instrument cluster is presented on a 1,920×720 display with e-tron specific graphics. The driver can configure the screen to display the speedometer, power meter and infotainment screens in various fashions. Buyers can also opt for a heads up display.

Audi built a companion app for the e-tron. Through the smartphone app, owners can input navigation destination, set battery charging times and schedule service with local dealers.

Racing the Competition

The e-tron has few competitors but only one that matters: The Tesla Model X, long the lone option for buyers seeking an electric SUV. The Model X is slightly larger, a bit quicker and can be a lot more costly than the Audi e-tron. It also has less range than the unofficial numbers provided by Audi before the e-tron is certified by the EPA

The Tesla is a head turner while the Audi looks like just another Audi. The Tesla packs autonomous driving modes while the Audi only has adaptive cruise control. The Tesla can seat up to seven while the Audi seats five. And the Tesla can beat exotic sports cars to 60 miles per hour.

The Tesla Model X interior feels like something different while the Audi e-tron feels like a new take on something familiar.

Both vehicles start out at similar prices. The Tesla Model X starts at $72,100 with a range of 239 miles. The Audi e-tron begins at $74,800 with an unofficial range of over 300 miles. However, to get the extra range in the Tesla, buyers have to opt for pricier packages. A Model X with a 295-mile range starts at $88,600, and the sports-car fast P100D begins at $125,800 — Tesla’s self-driving features cost an additional $5,000.

In contrast, Audi offers the same powertrain and battery throughout the e-tron’s trim levels. For $81,700 buyers get the same range as the base model but gain additional creature comforts like a heads-up display, massaging seats and parking assist technology. For $86,700 buyers can opt for the First Edition package that includes larger, 21-inch wheels, limited paint, and interior trim and a night vision mode.

The Audi e-tron closely matches up with the Jaguar I-Pace. Jaguar recently announced its electric crossover and is nearing delivery of the first vehicles. Compared to the e-tron, the I-Pace has a similar range, speed, and slightly less interior space. Pricing for the I-Pace starts at $69,500.

The e-tron and I-Pace represent a new breed of electric vehicles even more so than a Tesla EV. Both of these vehicles come from corporations with massive manufacturing might and, while they look and feel futurist, they also look and feel mass produced. And that’s a good thing. If electric vehicles are to become mainstream, the automotive giants need to build them at the same level as traditional automobiles.

Coming Next Year

The Audi e-tron will hit the United States in the middle of 2019. Buyers can reserve the vehicle starting today with a $1,000 refundable deposit.

When the vehicle hits dealers, it will be Audi’s most expensive SUV and among the most expensive vehicles available from Audi. But compared to competitors, the e-tron is priced in the middle of the pack.

The e-tron will hit the market at a pivotal time for electric vehicles. Automakers are just starting to stake their claims in the marketplace. Chevy went downmarket with the affordable Bolt. Jaguar is hitting the crossover market with the $69,000 I-Pace. Tesla is the premium player in the field with the Model X. The Audi e-tron sits in a sweet spot between the Jag and the Tesla. The pricing is slightly more than the Jag but is well equipped to stand tall against the larger and more expensive Model X.

The e-tron’s success will likely come from consumer awareness. Car shoppers need to know Audi has a new electric vehicle, and Audi seems to understand this. Even before the car launched, the company started advertising the EV with a big-budget TV spot during the Emmys. Since the car doesn’t hit the market for nearly a year, Audi has plenty of time to get the word out. However, that also leaves plenty of time for new competitors to hit the market and for the landscape to shift.

Source TechCrunch https://ift.tt/2Oypq63

The Audi e-tron SUV is an electric shot at Tesla – BerTTon This is the Audi e-tron. The electric SUV seats five, starts at $74,800 and in official Audi testing, experienced a range of well over 300 miles on a charge.

#AI #news #tech #TechCrunch #technologies

0 notes

enginerumors · 6 years ago

Text

2019 Chevrolet Bolt Ev Price

2019 Chevrolet Bolt Ev Price– The particular 2019 Chevrolet Volt attains several goals without having the common hyperbole this at times comes with maker promises. It’s all-electronic variety of 53 mls is actually true and over increases those of the actual Toyota Prius Excellent. These Volt’s streamlined style shuns the particular extreme physical appearance connected with electrics such as the…

View On WordPress

0 notes

theinvinciblenoob · 6 years ago

Link

[gallery ids="1714457,1714456,1714455,1714454,1714453,1714452,1714451,1714450,1714449"]

The Audi e-tron

Audi says e-tron’s battery can be recharged to 80% in 30 minutes using a 150 kW charger.

E-tron buyers gain access to the nationwide charging network, “Electrify America” and can use up to 1,000 kWh of power over four years. Audi says by 2019 this network will include five-hundred 350kW chargers throughout 40 states.

Like other electric vehicles, the e-tron recovers energy through braking and deceleration. But Audi took driving efficiency one step farther.

This dual touchscreen system is not unique to the e-tron. It’s the same equipment Audi employs in its high-end sedans, and will likely trickle down to other Audi models in coming generations.

Audi built a companion app for the e-tron. Through the smartphone app, owners can input navigation destination, set battery charging times and schedule service with local dealers.

[gallery ids="1714650,1714651,1714652,1714653,1714654,1714658,1714659,1714655"]

Racing the Competition

The Tesla Model X interior feels like something different while the Audi e-tron feels like a new take on something familiar.

Coming Next Year

The Audi e-tron will hit the United States in the middle of 2019. Buyers can reserve the vehicle starting today with a $1,000 refundable deposit.

via TechCrunch

#IFTTT #TechCrunch

0 notes

deepfinds-blog · 6 years ago

Text

The Audi e-tron

Audi says e-tron’s battery can be recharged to 80% in 30 minutes using a 150 kW charger.

Like other electric vehicles, the e-tron recovers energy through braking and deceleration. But Audi took driving efficiency one step farther.

This dual touchscreen system is not unique to the e-tron. It’s the same equipment Audi employs in its high-end sedans, and will likely trickle down to other Audi models in coming generations.

Audi built a companion app for the e-tron. Through the smartphone app, owners can input navigation destination, set battery charging times and schedule service with local dealers.

Racing the Competition

The Tesla Model X interior feels like something different while the Audi e-tron feels like a new take on something familiar.

https://tcprotectedembed.com/protected-iframe/c384700c2d0a83adc1b86ab2aa857860

( function() { var func = function() { var iframe = document.getElementById(‘wpcom-iframe-c384700c2d0a83adc1b86ab2aa857860’) if ( iframe ) { iframe.onload = function() { iframe.contentWindow.postMessage( { ‘msg_type’: ‘poll_size’, ‘frame_id’: ‘wpcom-iframe-c384700c2d0a83adc1b86ab2aa857860’ }, “https://tcprotectedembed.com” ); } }

// Autosize iframe var funcSizeResponse = function( e ) {

var origin = document.createElement( ‘a’ ); origin.href = e.origin;

// Verify message origin if ( ‘tcprotectedembed.com’ !== origin.host ) return;

// Verify message is in a format we expect if ( ‘object’ !== typeof e.data || undefined === e.data.msg_type ) return;

switch ( e.data.msg_type ) { case ‘poll_size:response’: var iframe = document.getElementById( e.data._request.frame_id );

if ( iframe && ” === iframe.width ) iframe.width = ‘100%’; if ( iframe && ” === iframe.height ) iframe.height = parseInt( e.data.height );

return; default: return; } }

if ( ‘function’ === typeof window.addEventListener ) { window.addEventListener( ‘message’, funcSizeResponse, false ); } else if ( ‘function’ === typeof window.attachEvent ) { window.attachEvent( ‘onmessage’, funcSizeResponse ); } } if (document.readyState === ‘complete’) { func.apply(); /* compat for infinite scroll */ } else if ( document.addEventListener ) { document.addEventListener( ‘DOMContentLoaded’, func, false ); } else if ( document.attachEvent ) { document.attachEvent( ‘onreadystatechange’, func ); } } )();

Coming Next Year

The Audi e-tron will hit the United States in the middle of 2019. Buyers can reserve the vehicle starting today with a $1,000 refundable deposit.

The Audi e-tron SUV is an electric shot at Tesla This is the Audi e-tron. The electric SUV seats five, starts at $74,800 and in official Audi testing, experienced a range of well over 300 miles on a charge.

#Audi #Electric #etron #Shot #SUV #Tesla

0 notes

jimivaey · 6 years ago

Text

The Audi e-tron

Audi says e-tron’s battery can be recharged to 80% in 30 minutes using a 150 kW charger.

Like other electric vehicles, the e-tron recovers energy through braking and deceleration. But Audi took driving efficiency one step farther.

This dual touchscreen system is not unique to the e-tron. It’s the same equipment Audi employs in its high-end sedans, and will likely trickle down to other Audi models in coming generations.

Audi built a companion app for the e-tron. Through the smartphone app, owners can input navigation destination, set battery charging times and schedule service with local dealers.

Racing the Competition

The Tesla Model X interior feels like something different while the Audi e-tron feels like a new take on something familiar.

https://tcprotectedembed.com/protected-iframe/c384700c2d0a83adc1b86ab2aa857860

// Autosize iframe var funcSizeResponse = function( e ) {

var origin = document.createElement( ‘a’ ); origin.href = e.origin;

// Verify message origin if ( ‘tcprotectedembed.com’ !== origin.host ) return;

// Verify message is in a format we expect if ( ‘object’ !== typeof e.data || undefined === e.data.msg_type ) return;

switch ( e.data.msg_type ) { case ‘poll_size:response’: var iframe = document.getElementById( e.data._request.frame_id );

if ( iframe && ” === iframe.width ) iframe.width = ‘100%’; if ( iframe && ” === iframe.height ) iframe.height = parseInt( e.data.height );

return; default: return; } }

Coming Next Year

The Audi e-tron will hit the United States in the middle of 2019. Buyers can reserve the vehicle starting today with a $1,000 refundable deposit.

Tech Stories Are Here.

0 notes

robertkstone · 6 years ago

Text

2020 Cadillac XT6 First Look: Key Addition Doesn’t Wear Flagship Mantle

Cadillac is a brand under repair. Cynics paint a faded marque in existential peril. Optimists see light on the horizon.

The crown jewel of the General Motors empire is pulling up stakes from its Manhattan headquarters to return to the safe confines of Detroit after its four-year experiment in the big city. This followed GM firing the brand’s top executive just a few months prior. The entire lineup is under review, as the future of the current flagship CT6 sedan is in doubt when it ceases production at the Detroit-Hamtramck plant in June after barely three years on sale. The new strategy is to make Cadillac GM’s “lead electric vehicle brand,” and it will get the first vehicle from the automaker’s new BEV3 platform, which will produce a family of electric vehicles of all body styles and offered with front-, rear- and all-wheel drive.

Countering the Lincoln lineup—with its magnificent Navigator getting raves and the splendid Aviator just unveiled—you wonder what Cadillac’s counterpunch will be.

The finger in the dike appears to be the XT6 global three-row crossover unveiled at the 2019 Detroit auto show that will be built in Spring Hill, Tennessee, for sale this summer.

The aging truck-based, profit-churning Escalade SUV may be the brand’s flag-bearer, but it’s still a few years away from a redesign. Might the XT6 assume the flagship mantle in the interim, especially as Cadillac strives for global relevance?

“Escalade is an aspirational vehicle but is too large for much of the world,” Andrew Smith, executive director of Global Cadillac, said. For many years Cadillac executives have recognized the need for a unibody three-row family vehicle to keep customers from leaving the brand. The urgency for an entry in this segment has grown with low gasoline prices fueling demand for larger utility vehicles in the U.S. and an increasing appetite for SUVs in China.

Enter the XT6, a six- or seven-passenger crossover that rounds out the core lineup. The compact XT4 is in the fastest-growing segment, the XT5 is in the largest segment globally, and the XT6 is a walk-up offering more space and utility for families that don’t need the full-size Escalade.

The XT6 is practical. It doesn’t try to make a broader statement for the brand. Work started before the XT4 was finished; the XT6 was developed with the full range in mind. Executives chose to name it XT6 instead of XT7 “because we don’t see anything slotting between this and the XT5,” Smith said.

It does not replace the CT6 as the tech flagship—for one, it does not have Super Cruise, which provides hands-free driver assistance on the highway. Super Cruise will start rolling out across the Cadillac lineup in 2020—after the XT6 launch, newly minted Cadillac president Steve Carlisle said.

The goal was to tap Escalade cachet with a vehicle from the same C1 architecture as the XT5, Chevrolet Traverse, and GMC Acadia, allowing it to be made in the same plants in Spring Hill, Tennessee, as well as in Shanghai.

Under the hood, the familiar 3.6-liter V-6 has 310 hp and 271 lb-ft with cylinder deactivation and stop/start capability. It is paired to GM’s nine-speed automatic transmission, as opposed to the eight-speed in the XT5. Although it was designed to accommodate additional powertrains, execs are mum for now. Electric motors might not be in the cards. Carlisle pointed to GM’s strategy of purpose-built electrified vehicles such as the Chevy Bolt and Volt.

The XT6 has MacPherson strut front and five-link rear suspension with preloaded springs, and it gets an upgrade from the damping system in the XT5, XT6 chief engineer John Plonka said. Continuous damping is standard on the Sport model and optional on Premium Luxury. As in the XT5, the optional AWD system can be turned off for better fuel economy. A twin-clutch rear axle provides torque vectoring. AWD is standard on Sport, optional on Luxury. So although the XT6 won’t do Moab, it will tackle the road to the cottage.

To stand on its own, it had to have presence. With the XT6 riding 9.3 inches longer and 2.3 inches wider than the XT5, Smith said it was one of the first times he was asked to make a vehicle taller. All this adds weight, but after much debate it was deemed vital. And although Cadillacs have been notorious for splitting industry-standard vehicle segments in the past, the XT6 sits in the heart of the segment dimensionally.

Designed and engineered in Detroit as a global vehicle, the XT6 had to have its own look and character. Once designers had a clear picture of the target buyer, they dropped the gigantic wheels, whereupon the sketches flowed easily. XT6 is the first vehicle from scratch to adopt the softer, simpler look of the Escala concept sedan from 2016—a divergence from years of hard edges—but it retains signatures such as the vertical light arrangements. The new look resonated in customer clinics, and clay models were sent to China for input.

Cadillac designers placed emphasis on a roomy interior. All three rows had to be comfortable. In China this is often a multigenerational purchase, designed for parents in the front row, children in the second, and grandparents in the back—so the XT6 comes with a choice of two captain’s chairs or a middle bench that seats three.

This seating arrangement necessitates rerouting air vents, allowing for ample head- and legroom for adults in the back, a dual-pane sunroof, and proper acoustics for conversations from front to rear. Seats have a new structure for comfort, and the leather has a new chevron stitch pattern. The front seats are heated and cooled; the second row is heated. Additional second-row cupholders are in a pull-out drawer under a center console, which has separate climate controls. There are outlets to power devices throughout.

Second-row seats pitch, tilt, and slide to access the back row, or you can go between the captain’s chairs. Cargo area buttons flip down headrests and fold the third and second rows completely flat—perfect for that Home Depot run. The well for the spare tire can also store the security shade. Above the well is a storage bin with a cover that stays in position at any angle—handy for tall groceries.

There are two models: Sport and Premium Luxury. Both can be ordered with a Platinum package. Luxury adopts the Escala face more closely with a lot of bright trim. Sport has a black mesh grille inspired by the V Series and more black trim for a murdered-out look. Standard wheels are 20 inches, with optional 21s for Sport.

Inside is a new-look steering wheel and upgraded instrument panel, but the overall appearance is similar to XT5 with some shuffling of how materials such as microsuede, engineered wood, and copper carbon-fiber weave are used.

The next-generation CUE infotainment system bows on the 2020 model with a rotary dial that moves like a joystick, or you can touch the 8.0-inch screen. And yes, there are volume knobs and an 8- or 14-speaker Bose sound system. Connectivity includes wireless phone charging and NFC technology to allow Bluetooth pairing of Android phones with a tap.

Although there’s no Super Cruise, driver-assist systems include automatic emergency braking, adaptive cruise control, parking assist, lane departure warning, steering assist, and night vision with automatic high-beam and optional adaptive headlights, which are expected to become legal in the U.S. soon. Haptic safety alerts vibrate the seat.

The first pre-production vehicle rolled off the line in Spring Hill in September. Employees named it Elvis as it left Tennessee for a dealer meeting in Las Vegas. Dealers have clamored for it ever since, Smith said. The Shanghai plant built its first model in December.

The XT6 goes on sale this spring, competing against the Audi Q7, Infiniti QX60, and Volvo XC90. Competitive pricing means it could start anywhere from $45,000 to $55,000 and still slot easily between the XT5 ($42,690–$66,890) and the Escalade, which opens at $76,490.

Relocating Cadillac headquarters to Detroit will help with the launch of the XT6, and there are plans for a new model every six months, Carlisle said. Time in New York was well spent, he said, but “having the makers and sellers in close proximity will only help.”

2020 Cadillac XT6 BASE PRICE $45,000-$48,000 (est) VEHICLE LAYOUT Front-engine, FWD/AWD, 6-7-pass, 4-door SUV ENGINE 3.6L/310-hp/271-lb-ft DOHC 24-valve V-6 TRANSMISSION 9-speed automatic CURB WEIGHT 4,500-4,700 lb (est) WHEELBASE 112.7 in LENGTH X WIDTH X HEIGHT 198.8 x 77.3 x 68.9 in 0-60 MPH 7.7 sec (MT est) EPA CITY/HWY/COMB FUEL ECON Not yet tested ON SALE IN U.S. Spring 2019

The post 2020 Cadillac XT6 First Look: Key Addition Doesn’t Wear Flagship Mantle appeared first on Motortrend.

from PerformanceJunk WP Feed 3 http://bit.ly/2Frwl03 via IFTTT

#IFTTT #PerformanceJunk WP Feed 3

0 notes

5hit-i-l00k-at · 7 years ago

Text

2019 Ford Expedition Review And Specs

New Post has been published on https://usacarsupdate.com/2017/10/18/2019-ford-expedition-review-and-specs/

2019 Ford Expedition Review And Specs

2019 Ford Expedition Review And Specs – Ford does the secret tirelessly to boost the brand new F-150 by lessening quantity, and such as successful turbocharged engines all mounted on a considerable strength glowing physique. It is now individuals same developments could undoubtedly make their way onto the all-new Journey SUV. Ford drew the handles off the new three-row crossover forwards in the Chi-community Auto Show, and son, do its F-150 beginnings shine via. The Journey trips with a modified type of the F-150’s wholly boxed stainless steel body but makes use of a four-wheel efficient suspensions technique for an even quest. Every the regular period and very extended wheelbase version are making the generational jump. The brand new page metallic is stamped from lightweight aluminum, apparently, which Ford claims help preserve a lot more than 300 pounds greater than the outbound product. The inner also abilities the very very same dashboard and controls since the F-150 and Extremely Obligation. The Expedition does get lots of tailor-created components inside of, like a rotary gear switch, landscape selector regulates, and lately remodeled upcoming and thirdly row seating.

2019 Ford Expedition Future

Technological innovation improvements are vast, also, which includes all of the modern, vibrant, essential safety items like adaptive high-end vacation cruise control, lane retains help and auto problems braking. The in-dash technical also notices a significant advancement, with Ford’s Sync 3 program, The apple inc organization CarPlay, Android Car, as well as a Wi-Fi hotspot for 15 goods in a 50-ft. Outdoors about the SUV. As created, the Expedition is powered by Ford’s current 3.5-liter EcoBoost V-6, which mates for the new 10-pace automated transmission. Ford has not yet but released horsepower and torque specifications, but we have been gambling it will almost certainly match up the F-150’s 375 horsepower and 470 lb-feet of torque. In that case, the Journey will firm up alone as one of the most powerful from the residential 3-row SUVs – not checking the excessive SRT 392 Durango Dodge just debuted. So without also summarizing, let us step into every piece of information Ford has introduced.

2019 Ford Expedition Exterior And Interior

Although within the sector, including us, however, the Ford Journey would get a comprehensive experience because of the F-150, Ford picked out an infinitely more crossover-like nostril that resembles the Explorer. We’re pleased, although, as the Expedition is decidedly beautiful and well refined. It appears as much as the amount and adequately conceived. Which is hugely correct for that variety-topping Platinum well toned, which contains cheese-grater-type grille with an ongoing chrome clip little bit that areas the Blue Oblong when dipping into the headlights at either quit. The Platinum also characteristics total Directed headlights, fog lights, and daytime operating lamps. A substantial character collection works just under the area Ms. Windows, offering the Journey a chiseled buckle selection much like that seen on the Lincoln Navigator concept. The truth is, anything from the A-pillar rearward is seemingly directly inspired by Lincoln’s’ drawing near design. Well identified and curved tire arches provide the or else squarish SUV a different design while keeping that SUV ambiance living. Stainless cut around the home house windows fits correctly using the stainless vanity mirror caps and roofing side rails. Strength-foldable running panels with body-tinted clean, fresh paint and stainless trim further provide the Expedition towards the substantial-conclusion summary from each day SUV. Ford didn’t ignore the program part of this Sporting activities Energy Car. Pull hooks protrude from your front part fender, although a two-in. Recipient problem is located out back end driving a dark-out board. A kick-motion power liftgate could make introducing household goods a breeze, although Ford’s renowned automobile proprietor doorway key-board alleviates the possibility of by accident securing tactics within. For all those searching for it, the Expedition consists of 4WD with the proper gear. We’ll protect that in depth below. The conventional-size Journey could have its back-end front door shape higher than the rear tire arch since it provides inside the previously. This is just-just like the Chevy Tahoe as well as its regards to the Chevy Suburban. The for an extended time wheelbase Expedition Maximum can have a complete back-end entrance with additional legroom over the following row. Cargo space is way better, as correctly. All well informed, the Expedition’s remake is audio bounce frontward in design. Now let us have a look at that interval. Unsurprisingly, Ford chose to use its F-150 dashboard within the Expedition. Ford put in a good deal of money and time perfecting this dish to ensure that it only is sensible. Its supplies had been selected for their anti-glare elements when ergonomics have been prioritized around look. To not the interior appears sub-par, by any indicates, obviously. The 2019 Ford Journey top travelers will likely be aware some substantial differences in the middle the F-150 and Expedition. The center games console is a distinctive design and houses a whole new rotary gearshift button, and the other drivetrain manages. Actual solid wood and steel finishings are readily available, much like an organic leather-based-packaged dash with assessment sewing and perforated all-natural leather seating with home heating and air-flow. Dual-sector climate deals with are present. The vehicle motorist is welcomed with a knowledgeable assess group, composed of two initially analog gauges for level and teach, as well as a large TFT exhibit for car information structured in an amount of website pages. In-dash tech entails Ford’s current Sync 3 infotainment technique that is appropriate for Apple inc organization CarPlay and Android cellular phone Car. Wifi community mobile phone requesting is located in the container just below the HVAC controls. Two USB 2. plug-ins will also be rapidly placed in the same location. A 110-volt house hooks up is available in the traveler part in the dash, exactly like inside the F-150. The Expedition now delivers Ford’s Master Trailers Back-up Help function, that helps regular motorists back again trailers like, appropriately, a professional. A row of switches previously mentioned the infotainment screen maintains essential things like slope reasonable manages, traction administration, risk lighting fixtures, lane leaving, the autostart off/conclusion program for the EcoBoost generator, and also the 360-diploma or degree camera system.

2019 Ford Expedition Engine

2019 Ford Expedition was consistently maintaining its credit cards in closeness to the torso in this classification, a minimum of about completed horsepower and torque statistics. Most of us do, however, know Ford is powering the Expedition using its new, secondly-period 3.5-liter EcoBoost V-6. This is the same EcoBoost V-6 that is found in the F-150. In this plan, the two turbocharged, all-aluminum engine tends to make an excellent 375 horsepower and 470 lb-feet of torque. That puts it correctly previously mentioned Chevy’s 5.3-liter V-8’s 355 horsepower and 383 lb-feet . of torque. Ford also confirmed the Journey utilize the new 10-speed automated transmission. Produced jointly with among Ford and Common Motors, the gearbox first debuted inside the Ford F-150 Raptor and the Chevrolet Camaro ZL1 – each very high-strung efficiency versions. Now, these same devices are generating its distance to other automobiles, including the F-150 and Expedition. Indeed, the Journey might have personal computer software program personalized to individuals having and regular towing instead of operating the Baja 1000 or lapping Laguna Seca. The Journey can typically include the rear-wheel drive. A part-time 4WD plan is optional and has push-switch work. These changes are located on the center gaming console, just south in the central items shifter. The equipment options consist of 2WD; rear differential shut, 4WD Car, and 4WD Lower. For all those searching for that set-it-and-forget about its program, 4WD Automobile merely does that. It effortlessly and quickly is the applicable capacity to the top axle when the back end tires have issues with traction. A push work selector, or what Ford telephone calls its Landscaping Manage System, permits the automobile owner to choose from several methods. Included in this are Standard, Activity, Draw/Haul, Eco, Grass/Gravel/Snowfall/, Sand, and Garden soil/Ruts. Each has specific set up ups for your engine and transmitting mapping; grip manages, Ab muscles, along with other vehicle strategies.

2019 Ford Expedition Release Date And Price

Ford has not, however, revealed charges for your Expedition, but we anticipate that later on closer to its 4-quarter on-selling day. Ford will undoubtedly retain the Journey very competitive in the market in opposition to the expanded-time competition at GM. Nonetheless, prices will inevitably increase to compensate for the incorporated technological innovation. At present, the Journey bears a starting up the cost of $46,225. Decked out, a new Journey might cost more than $70,000 – coordinating that relating to GMC’s range-topping Yukon XL Denali. The Expedition will come in several acquainted minimize varies, that include XLT, Minimal, and Platinum. An XL cut will likely be offered to fleet consumers just like the police pressure and essential expert professional services. When choosing the much more extended wheelbase Journey Ideal, all split levels will be ready to accept retail store market consumers.

#ford expedition accessories #ford expedition cost #ford expedition dashboard #ford expedition diesel #ford expedition diesel for sale #ford expedition dimensions #ford expedition for sale #ford expedition interior #ford expedition lease

0 notes

nuttytriumphenthusiast-blog · 6 years ago

Text

This is the Audi e-tron. The electric SUV seats 5, begins at $74,800 and in legitimate Audi trying out, skilled a spread of neatly over 300 miles on a rate. The e-tron will hit Audi dealerships in the course of 2019, and potential patrons can reserve one at the moment for $1,000.

This is Audi’s first manufacturing electric automobile and most likely one of the important EVs to be introduced because the Chevy Bolt. It has the entirety Audi patrons be expecting: Quattro AWD, technology-first cockpit, and a well-known have compatibility and end. The e-tron is launching to a marketplace with few competition. It’s maximum very similar to the brand new Jaguar I-Pace. Both automobiles be offering identical know-how and creature comforts for the same worth. But in some way, the Audi is becoming a member of forces with the Jag to compete with Tesla .

The e-tron is full of a 95 kWh battery pack that powers electric motors on each and every axle. All-wheel force is same old, and the automobile packs two techniques to recoup misplaced power. Right now, at release, Audi is no longer liberating legitimate vary numbers and the EPA has but to certify and unencumber its personal numbers.

Inside is paying homage to present Audi SUVs. Drivers are offered with Audi’s digital software panel and several other touchscreens. The best center-mounted display handles infotainment and navigation responsibility whilst the ground is for local weather regulate and textual content enter. The cabin is supplied and geared up in a similar fashion to the remainder of Audi’s line, however the design language is distinctive to the e-tron.

It’s transparent Audi designed the e-tron to attraction to standard patrons taking a look to leap into electric automobiles via acquainted method. The e-tron seems and appears like the remainder of Audi’s lineup. And that’s most definitely the purpose. The automobile maker took its established method and plugged it into electric automobiles. The end result is one thing new but acquainted.

The Audi e-tron

The out of doors of the e-tron screams Audi. Sharp headlights, flowing frame panels, and an angular, competitive grill. It seems like a brand new model of Audi’s mid-size SUV, the Q5. The major design distinction comes by means of 4 small accessory lighting at the aspect of the headlights and tail lighting. They are designed to appear to be a battery meter, and the end result is a suave, although refined nod to the e-tron’s electric energy plant.

Clad in aluminum, the e-tron’s battery weighs about 700 kg (1,543.2 lb) and is made out of 36 pouch-type cells, the similar form of device Jaguar and Chevy use of their electric automobiles, whilst Tesla makes use of cylinder-type battery cells.

Audi says e-tron’s battery will also be recharged to 80% in 30 mins the use of a 150 kW charger.

The e-tron ships with a Level 2, 240-volt/40 amps residential charger that’s additionally appropriate with 120-volt family shops. Through a partnership, patrons will give you the chance to make use of Amazon Home Services to able their properties with an set up of a house charger.

E-tron patrons acquire get admission to to the national charging community, “Electrify America” and will use as much as 1,000 kWh of rate over 4 years. Audi says through 2019 this community will come with five-hundred 350kW chargers all the way through 40 states.

An electric motor is fastened on each and every axle motor, although each aren’t used at all occasions. At average speeds, there is a bias to the rear motor. When the rear motor is not able to give you the automobile with the required powered, the entrance motor kicks on.

The twin motors and unmarried level transmission paintings in combination to get the e-tron to 60 mph in five.five seconds. The tow ranking is set at four,000 lbs which is just right sufficient for a small U-Haul trailer or a few jet skis. Audi says legitimate horsepower and torque numbers can be launched at a later time.

Like different electric automobiles, the e-tron recovers power via braking and deceleration. But Audi took riding potency one step farther.

Using navigation and radar and digicam information, the e-tron can predictively urged the motive force to unencumber the gasoline pedal at suitable occasions. If the automobile is aware of the motive force will have to decelerate, it’ll inform the motive force within the title of potency.

Power is returned to the battery from almost all braking scenarios whether or not via herbal deceleration when the motive force releases the accelerator or when the friction brake device is engaged. Audi says the program is liable for as much as 30 p.c of the e-tron’s vary.

The brakes are electric. When the motive force presses the brake pedal, a regulate unit computes how a lot drive must be carried out, and an electric motor provides the best drive. Audi says the program is 30% lighter than conventional vacuum brakes.

The quantity of power the e-tron can recuperate is selectable through the motive force by the use of a paddle at the steerage wheel. There are 3 settings. In the absolute best environment, the e-tron aggressively recovers power each and every time the motive force releases the accelerator, which permits for one pedal riding. But within the lowest environment the e-tron coasts with none braking resistance.

Drivers are offered with few conventional switches and buttons. Most of the controls are contained on two touchscreens. The best, center-mounted display is 10.1-inches whilst the ground is an eight.6-inch display that’s fastened in some way that the motive force can get admission to it whilst their hand is resting at the tools selector. Both displays supply tactile and audio comments.

This twin display setup is other from the only, huge display present in Tesla’s electric automobiles. The best display handles infotainment, navigation, phone, and automobile settings whilst the ground is for local weather regulate and getting into textual content for navigation. This format extra intently fits the standard placement present in different automobiles, which is able to most probably cut back the educational curve regularly related to stepping into a automobile with simply touchscreens.

This twin touchscreen device is no longer distinctive to the e-tron. It’s the similar apparatus Audi employs in its high-end sedans, and can most probably trickle all the way down to different Audi fashions in coming generations.

The motive force is offered with Audi’s virtual software panel that the carmaker has been the use of for a number of automobile generations. In this example, the software cluster is offered on a 1,920×720 show with e-tron particular graphics. The motive force can configure the display to show the speedometer, energy meter and infotainment displays in quite a lot of models. Buyers too can go for a heads up show.

Audi constructed a better half app for the e-tron. Through the smartphone app, house owners can enter navigation vacation spot, set battery charging occasions and agenda carrier with native sellers.

Racing the Competition

The e-tron has few competition however just one that issues: The Tesla Model X, lengthy the lone choice for patrons searching for an electric SUV. The Model X is fairly higher, a bit of faster and could be a lot extra pricey than the Audi e-tron. It additionally has much less vary than the unofficial numbers equipped through Audi ahead of the e-tron is qualified through the EPA

The Tesla is a head turner whilst the Audi seems like simply any other Audi. The Tesla packs self sustaining riding modes whilst the Audi best has adaptive cruise regulate. The Tesla can seat as much as seven whilst the Audi seats 5. And the Tesla can beat unique sports activities automobiles to 60 miles in line with hour.

The Tesla Model X internal appears like one thing other whilst the Audi e-tron appears like a brand new tackle one thing acquainted.

Both automobiles get started out at identical costs. The Tesla Model X begins at $72,100 with a spread of 239 miles. The Audi e-tron starts at $74,800 with an unofficial vary of over 300 miles. However, to get the additional vary within the Tesla, patrons need to go for pricier applications. A Model X with a 295-mile vary begins at $88,600, and the sports-car rapid P100D starts at $125,800 — Tesla’s self-driving options price an further $five,000.

In distinction, Audi provides the similar powertrain and battery all the way through the e-tron’s trim ranges. For $81,700 patrons get the similar vary as the bottom fashion however acquire further creature comforts like a heads-up show, massaging seats and parking lend a hand know-how. For $86,700 patrons can go for the First Edition package deal that comes with higher, 21-inch wheels, restricted paint, and internal trim and an evening imaginative and prescient mode.

The Audi e-tron intently fits up with the Jaguar I-Pace. Jaguar lately introduced its electric crossover and is nearing supply of the primary automobiles. Compared to the e-tron, the I-Pace has a identical vary, velocity, and fairly much less internal area. Pricing for the I-Pace begins at $69,500.

The e-tron and I-Pace constitute a brand new breed of electric automobiles much more so than a Tesla EV. Both of those automobiles come from companies with huge production may and, whilst they feel and appear futurist, in addition they feel and appear mass produced. And that’s a just right factor. If electric automobiles are to transform mainstream, the automobile giants want to construct them at the similar degree as conventional vehicles.

Coming Next Year

The Audi e-tron will hit the United States in the course of 2019. Buyers can reserve the automobile beginning these days with a $1,000 refundable deposit.

When the automobile hits sellers, it’ll be Audi’s costliest SUV and a number of the costliest automobiles to be had from Audi. But in comparison to competition, the e-tron is priced in the course of the pack.

The e-tron will hit the marketplace at a pivotal time for electric automobiles. Automakers are simply beginning to stake their claims on the market. Chevy went downmarket with the inexpensive Bolt. Jaguar is hitting the crossover marketplace with the $69,000 I-Pace. Tesla is the top rate participant within the box with the Model X. The Audi e-tron sits in a candy spot between the Jag and the Tesla. The pricing is fairly greater than the Jag however is neatly supplied to face tall in opposition to the bigger and costlier Model X.

The e-tron’s good fortune will most probably come from shopper consciousness. Car consumers want to know Audi has a brand new electric automobile, and Audi turns out to grasp this. Even ahead of the auto introduced, the corporate began promoting the EV with a big-budget TV spot right through the Emmys. Since the auto doesn’t hit the marketplace for just about a 12 months, Audi has a number of time to get the phrase out. However, that still leaves a number of time for brand new competition to hit the marketplace and for the panorama to shift.

The Audi e-tron SUV is an electric shot at Tesla – TechCrunch

This is the Audi e-tron. The electric SUV seats 5, begins at $74,800 and in legitimate Audi trying out, skilled a spread of neatly over 300 miles on a rate.

The Audi e-tron SUV is an electric shot at Tesla – TechCrunch This is the Audi e-tron. The electric SUV seats 5, begins at $74,800 and in legitimate Audi trying out, skilled a spread of neatly over 300 miles on a rate.

0 notes

saltysuittaco-blog · 6 years ago

Text

This is the Audi e-tron. The electric SUV seats 5, begins at $74,800 and in reputable Audi checking out, skilled a spread of smartly over 300 miles on a rate. The e-tron will hit Audi dealerships in the course of 2019, and potential patrons can reserve one at this time for $1,000.

This is Audi’s first manufacturing electric car and in all probability one of the crucial vital EVs to be introduced because the Chevy Bolt. It has the entirety Audi patrons be expecting: Quattro AWD, technology-first cockpit, and a well-recognized are compatible and end. The e-tron is launching to a marketplace with few competition. It’s maximum very similar to the brand new Jaguar I-Pace. Both automobiles be offering equivalent know-how and creature comforts for the same value. But in some way, the Audi is becoming a member of forces with the Jag to compete with Tesla .

The e-tron is full of a 95 kWh battery pack that powers electric motors on each and every axle. All-wheel power is same old, and the car packs two tactics to recoup misplaced power. Right now, at release, Audi is now not freeing reputable vary numbers and the EPA has but to certify and liberate its personal numbers.

Inside is paying homage to present Audi SUVs. Drivers are introduced with Audi’s digital device panel and several other touchscreens. The most sensible center-mounted display screen handles infotainment and navigation responsibility whilst the ground is for local weather regulate and textual content enter. The cabin is supplied and geared up in a similar way to the remainder of Audi’s line, however the design language is distinctive to the e-tron.

It’s transparent Audi designed the e-tron to enchantment to conventional patrons having a look to leap into electric automobiles thru acquainted way. The e-tron seems and looks like the remainder of Audi’s lineup. And that’s most probably the purpose. The car maker took its established system and plugged it into electric automobiles. The outcome is one thing new but acquainted.

The Audi e-tron

The outdoor of the e-tron screams Audi. Sharp headlights, flowing frame panels, and an angular, competitive grill. It looks as if a brand new model of Audi’s mid-size SUV, the Q5. The primary design distinction comes by means of 4 small accessory lighting fixtures at the facet of the headlights and tail lighting fixtures. They are designed to appear to be a battery meter, and the outcome is a artful, although delicate nod to the e-tron’s electric energy plant.

Clad in aluminum, the e-tron’s battery weighs about 700 kg (1,543.2 lb) and is constructed from 36 pouch-type cells, the similar form of gadget Jaguar and Chevy use of their electric automobiles, whilst Tesla makes use of cylinder-type battery cells.

Audi says e-tron’s battery can also be recharged to 80% in 30 mins the use of a 150 kW charger.

The e-tron ships with a Level 2, 240-volt/40 amps residential charger that’s additionally suitable with 120-volt family shops. Through a partnership, patrons will have the opportunity to make use of Amazon Home Services to in a position their properties with an set up of a house charger.

E-tron patrons achieve get admission to to the national charging community, “Electrify America” and will use as much as 1,000 kWh of rate over 4 years. Audi says through 2019 this community will come with five-hundred 350kW chargers right through 40 states.

An electric motor is fastened on each and every axle motor, although each don’t seem to be used at all occasions. At reasonable speeds, there is a bias to the rear motor. When the rear motor is not able to give you the car with the required powered, the entrance motor kicks on.

The twin motors and unmarried level transmission paintings in combination to get the e-tron to 60 mph in five.five seconds. The tow ranking is set at four,000 lbs which is just right sufficient for a small U-Haul trailer or a few jet skis. Audi says reputable horsepower and torque numbers will probably be launched at a later time.

Like different electric automobiles, the e-tron recovers power thru braking and deceleration. But Audi took riding potency one step farther.

Using navigation and radar and digicam knowledge, the e-tron can predictively urged the driving force to liberate the fuel pedal at suitable occasions. If the car is aware of the driving force must decelerate, it’ll inform the driving force within the identify of potency.

Power is returned to the battery from almost all braking eventualities whether or not thru herbal deceleration when the driving force releases the accelerator or when the friction brake gadget is engaged. Audi says the program is accountable for as much as 30 p.c of the e-tron’s vary.

The brakes are electric. When the driving force presses the brake pedal, a regulate unit computes how a lot drive must be carried out, and an electric motor provides the fitting drive. Audi says the program is 30% lighter than conventional vacuum brakes.

The quantity of power the e-tron can recuperate is selectable through the driving force by the use of a paddle at the guidance wheel. There are 3 settings. In the best possible atmosphere, the e-tron aggressively recovers power each time the driving force releases the accelerator, which permits for one pedal riding. But within the lowest atmosphere the e-tron coasts with none braking resistance.

This twin display screen setup is other from the only, huge display screen present in Tesla’s electric automobiles. The most sensible display screen handles infotainment, navigation, phone, and car settings whilst the ground is for local weather regulate and getting into textual content for navigation. This format extra intently suits the standard placement present in different automobiles, which can most probably cut back the training curve continuously related to entering into a car with simply touchscreens.

The driving force is introduced with Audi’s virtual device panel that the carmaker has been the use of for a number of car generations. In this example, the device cluster is introduced on a 1,920×720 show with e-tron particular graphics. The driving force can configure the display screen to show the speedometer, energy meter and infotainment displays in quite a lot of models. Buyers too can go for a heads up show.

Audi constructed a better half app for the e-tron. Through the smartphone app, house owners can enter navigation vacation spot, set battery charging occasions and time table provider with native sellers.

Racing the Competition

The e-tron has few competition however just one that issues: The Tesla Model X, lengthy the lone choice for patrons looking for an electric SUV. The Model X is reasonably higher, slightly faster and could be a lot extra pricey than the Audi e-tron. It additionally has much less vary than the unofficial numbers supplied through Audi earlier than the e-tron is qualified through the EPA

The Tesla is a head turner whilst the Audi looks as if simply some other Audi. The Tesla packs self reliant riding modes whilst the Audi handiest has adaptive cruise regulate. The Tesla can seat as much as seven whilst the Audi seats 5. And the Tesla can beat unique sports activities automobiles to 60 miles according to hour.

The Tesla Model X internal looks like one thing other whilst the Audi e-tron looks like a brand new tackle one thing acquainted.

Both automobiles get started out at equivalent costs. The Tesla Model X begins at $72,100 with a spread of 239 miles. The Audi e-tron starts at $74,800 with an unofficial vary of over 300 miles. However, to get the additional vary within the Tesla, patrons must go for pricier programs. A Model X with a 295-mile vary begins at $88,600, and the sports-car speedy P100D starts at $125,800 — Tesla’s self-driving options value an further $five,000.

In distinction, Audi provides the similar powertrain and battery right through the e-tron’s trim ranges. For $81,700 patrons get the similar vary as the bottom fashion however achieve further creature comforts like a heads-up show, massaging seats and parking help know-how. For $86,700 patrons can go for the First Edition bundle that incorporates higher, 21-inch wheels, restricted paint, and internal trim and an evening imaginative and prescient mode.

The Audi e-tron intently suits up with the Jaguar I-Pace. Jaguar just lately introduced its electric crossover and is nearing supply of the primary automobiles. Compared to the e-tron, the I-Pace has a equivalent vary, velocity, and reasonably much less internal area. Pricing for the I-Pace begins at $69,500.

The e-tron and I-Pace constitute a brand new breed of electric automobiles much more so than a Tesla EV. Both of those automobiles come from companies with huge production may and, whilst they appear and feel futurist, in addition they appear and feel mass produced. And that’s a just right factor. If electric automobiles are to develop into mainstream, the automobile giants want to construct them at the similar degree as conventional vehicles.

Coming Next Year

The Audi e-tron will hit the United States in the course of 2019. Buyers can reserve the car beginning lately with a $1,000 refundable deposit.

When the car hits sellers, it’ll be Audi’s costliest SUV and a number of the costliest automobiles to be had from Audi. But in comparison to competition, the e-tron is priced in the course of the pack.

The e-tron will hit the marketplace at a pivotal time for electric automobiles. Automakers are simply beginning to stake their claims available on the market. Chevy went downmarket with the reasonably priced Bolt. Jaguar is hitting the crossover marketplace with the $69,000 I-Pace. Tesla is the top class participant within the box with the Model X. The Audi e-tron sits in a candy spot between the Jag and the Tesla. The pricing is reasonably greater than the Jag however is smartly supplied to face tall in opposition to the bigger and costlier Model X.

The e-tron’s good fortune will most probably come from shopper consciousness. Car consumers want to know Audi has a brand new electric car, and Audi turns out to know this. Even earlier than the automobile introduced, the corporate began promoting the EV with a big-budget TV spot all over the Emmys. Since the automobile doesn’t hit the marketplace for just about a yr, Audi has quite a few time to get the phrase out. However, that still leaves quite a few time for brand spanking new competition to hit the marketplace and for the panorama to shift.

The Audi e-tron SUV is an electric shot at Tesla – TechCrunch This is the Audi e-tron. The electric SUV seats 5, begins at $74,800 and in reputable Audi checking out, skilled a spread of smartly over 300 miles on a rate.

0 notes

levaduraa · 7 years ago

Text

2019 Ford Expedition Review And Specs

New Post has been published on https://usacarsupdate.com/2017/10/18/2019-ford-expedition-review-and-specs/

2019 Ford Expedition Review And Specs

2019 Ford Expedition Future

2019 Ford Expedition Exterior And Interior

2019 Ford Expedition Engine

2019 Ford Expedition Release Date And Price

0 notes