#2019 Toyota RAV4 Hybrid Horsepower

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Top 10 SUVs for sale in 2020

The fashion for crossovers, SUVs or SUVs has had a full impact on our market and the big losers have undoubtedly been off-road cars that have been losing ground in the market over time. Even so, this type of car has a very interesting market niche and there are many who still choose to buy them. That is why in this article we bring you a list of the best off-road or off-road cars that you can currently find on the market and that of course you can configure in our new car offers comparator to receive the best offers from official dealers. Remember that in 24 hours you will receive up to five quotes from official dealers, once you know the one that interests you, you will only have to use our chat and buy your vehicle at the price offered. Still haven't found out? Learn how it works .

[March update 2020] : If you are thinking of buying a 4 × 4 car , take a look at this article first. Below is a ranking of some of the most interesting SUVs that you can find on the market today, from the smallest, such as the Suzuki Jimny, to luxury models, such as the Mercedes-Benz GLE.

Best SUVs for sale in 2020 Suzuki jimny Dacia duster SEAT Ateca Peugeot 3008 Hybrid 4 Hyundai santa fe Skoda Kodiaq Toyota RAV 4 Land Rover Range Rover Defender BMW X5 Mercedes-Benz GLE

Suzuki jimny The Suzuki Jimny is one of the oldest 4 × 4 cars , having been on the market for almost 50 years. It is currently in its fourth generation and still retains the aesthetic traits of the SUVs of yesteryear. Very square shapes and lines and right angles. The interior has received a technological update, with a 7-inch screen and a multifunction steering wheel. The quality of materials has also improved. It only has a 102 horsepower gasoline engine, coupled with a five-speed manual gearbox with reducer. One of the few remaining authentic SUVs.

Dacia duster The Dacia Duster is one of our best-selling models and one of the  most economical off-road cars . The current generation received a facelift in 2018 that introduced a new 1.2-liter three-cylinder gasoline engine, which delivers 125 horsepower and can be paired with an all-wheel drive system. In addition, it has LED lights, 17-inch wheels and a better finished and refined interior, with a 7-inch screen for the multimedia system, new climate control controls and better quality materials. It is spacious and has a 478-liter boot.

SEAT Ateca One of the star products of the Spanish brand and the one that started the path in the SUV segment for the Martorell house. The SEAT Ateca is starting to be a veteran, but it continues to maintain enviable sales figures. It has a wide range of gasoline and diesel engines, between 115 and 190 horsepower, with manual or DSG automatic transmission and the possibility of having all-wheel drive. To this must be added a spacious interior, a good 485-liter boot in the 4 × 4 version and up to five trim levels.

Peugeot 3008 Hybrid 4 The Peugeot 3008 Hybrid4 is the plug-in hybrid version of the French compact SUV. In this case, with four-wheel drive. It is one of the last to hit the market, since it did so at the end of 2019. It has a 200-horsepower gasoline engine and a 110-horsepower electric engine, which reach a combined power of 300 horsepower. The battery is 13 kWh lithium-ion, which allows a range of 50 km, according to the WLTP cycle.

Hyundai santa fe The Hyundai Santa Fe is positioned in the segment of large seven-seater SUV, being one of the most interesting off-road cars on the market. The current generation appeared in 2018, with a radical change in design, much more modern and striking. The interior gains in technological equipment and habitability and has a 625-liter boot, using five seats. In the superior finishes, it includes electric and heated seats, leather upholstery and many driving aids. It can be chosen with two diesel engines of 150 and 200 horses, the latter with an optional all-wheel drive system and eight-speed gearbox, and a 185-horsepower gasoline engine and 4 × 4 traction.

Skoda Kodiaq The Czech brand debuted in the 4 × 4 car segment with the Skoda Kodiaq , a model that shares a platform with the SEAT Ateca and other Volkswagen Group models. It boasts one of the most spacious cabins, as well as the largest boot in its category, with 720 liters, using five of the seven seats. Mechanically, you can choose with two diesel engines of 150 and 190 horsepower or three gasoline engines, of 125, 150 and 180 horsepower. The more powerful versions can go with four-wheel drive.

Toyota RAV4 The Toyota RAV4 is one of the most important models of the Japanese brand and one of the creators of the segment of compact SUVs and off-road cars . In 2019 it launched a new generation, built on the new TNGA platform. Inside, he improved materials and habitability. It also stands out for a more complete technological equipment. This 4 × 4 car has the peculiarity that it is only available with a 218-horsepower hybrid powertrain and four-wheel drive. Approves an average consumption of only 4.5 liters.\

Rand Rover Defender Land Rover made a radical change in the new generation of the Defender, a 4 × 4 car that had remained almost unchanged in the aesthetic plane for decades, since 1948. Now it has a design that has little to do with the previous one, although it retains some elements such as round headlights, square shapes, and straight lines. It is available with two diesel engines, 200 and 240 horsepower, one 300 horsepower gasoline and a gasoline version with a mild-hybrid system, with 400 horsepower. Of course, it has all-wheel drive and offers remarkable off-road capabilities.

BMW X5

In 2019, the fourth generation of the BMW X5 arrived , the great off - road vehicle of the Bavarian brand. Design changes mainly affected the larger grille and more angular headlights. Inside, habitability increased, with the option of incorporating seven seats. It has a very complete standard equipment that can be completed with endless options. It can be chosen with two diesel engines, 265 and 400 horsepower, and a gasoline engine, 340 horsepower. All are associated with an eight-speed Steptronic automatic transmission and all-wheel drive.

If you need any kind of off-road cars parts visit  Redroo Offroad

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2019 Toyota RAV4 Hybrid LE Review

2019 Toyota RAV4 Hybrid LE Review

2019 Toyota RAV4 Hybrid LE Review – In addition to the regular fuel variations, your company’s top seller inside a hybrid version may come entirely innovative mainly because of 2019 Toyota RAV4 Hybrid. This popular tiny SUV has become one of many section frontrunners for several years. Although, the actual model can be aging, thus innovative types are stored on one’s own approach. Yet another…

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A Guide on Toyota Hybrid Models

Every year, more renewable and environmentally conscience forms of vehicle fueling are produced and/or refined. Toyota hybrid vehicles combine the power of an internal combustion engine with the efficiency and power of an electronic drivetrain to create an ultra-fuel-efficient vehicle. While this technology used to be limited to the Toyota Prius, you can now choose from a variety of different hybrid vehicles. Check out this guide from us at Toyota of North Charlotte!

2019 Toyota Camry Hybrid

One of Toyota’s most popular vehicles on the road gets even better with a Toyota hybrid version. This N Charlotte Toyota vehicle features an EV mode and gets an EPA estimated 52 combined mpg. 

2019 Toyota Avalon Hybrid

The 2019 N Charlotte Toyota Avalon comes with a complete redesign and a hybrid version that gets a combined 44 mpg. 

2019 Toyota Highlander Hybrid

Who knew a family vehicle could pack so many features, look so good, and be super fuel-efficient. This N Charlotte Toyota vehicle gets an EPA estimated 30 mpg and gets 306 horsepower. 

2019 Toyota RAV4 Hybrid

Another amazing redesign in the Toyota lineup, the Toyota RAV4 hybrid sports an amazing 41 mpg highway and even has more horsepower under the hood than its internal combustion equipped counterpart. 

2020 Toyota Corolla Hybrid

The first Corolla Toyota hybrid is here and sporting an impressive 52 combined mpg and exterior redesign. 

Ready to get behind the wheel of a new green ride? Come check out your new Toyota hybrid today at Toyota of North Charlotte! You can find us at 13429 Statesville Road seven days a week. 

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Say Hi to the New 2020 Toyota Highlander!

The 2019 and 2020 model years have been exciting so far! The RAV4 has been redesigned, the Avalon too, and the Corolla, and the Supra is coming back! But, we’re not done just yet. At the New York International Auto Show, Toyota announced the new Toyota Highlander and we’re excited to welcome this redesigned favorite to Toyota of Clermont later this year. Here are the initial details and what you can expect to see!

New Year, New Highlander

The gasoline model of the new Toyota Highlander is set to be released in December of this year and the hybrid model in February of next year. 

For its fourth generation, you can expect that Toyota is going to make a big deal out of this one by taking things to a new level for this family SUV. Here are a few of the initial details and what you can expect to see:

A new sophisticated and edgy looking exterior design that emphasizes new body lines and flow. 

Engine choices like internal combustion V6 (that gets an EPA estimated 22 combined mpg) and a hybrid 4-cylinder drivetrain (gets an EPA estimated 34 combined mpg and gets a combined 240 horsepower).

The hybrid model will also feature Normal, Sport, and Eco driving modes along with an EV mode that allows the car to drive for a short period of time strictly on electric power. 

Toyota Safety Sense 2.0

5 Trim levels including: L, LE, XLE, Limited, and Platinum. 

20″ rims are included on the Platinum trim level. 

Paint color options including: Blizzard Pearl, Celestial Silver Metallic, Midnight Black Metallic, Magnetic Gray Metallic, Moon Dust, Ruby Flare Pearl, Blueprint, and Opulent Amber. 

More third row seating leg room. 

Optional AWD on regular and hybrid models. 

12.3″ touch-screen head unit and Qi wireless charging.

The new Toyota Highlander will be available at Toyota of Clermont soon! Check our online inventory anytime or give us a call at (352) 404 - 7000 seven days a week!

[scorpio0930]

2020 Toyota RAV4 vs. 2020 Nissan Rogue: Compare Crossovers

With a lot of compact crossovers, picking the very best one usually boils down to really feels more than truths. For two of the very successful crossovers, the 2020 Toyota RAV4 as well as 2020 Nissan Rogue, the similarities are greater than the differences[power sliding door kit]

Both included common active safety attributes, available four-wheel drive, space for 5 individuals and their gear, as well as a good total value with a beginning rate of about $26,500. That's mirrored by nearly identical ratings, with the RAV4's 6.5 TCC Score getting the choice over the Rogue's 6.3. This story of the tape is a lot more nuanced, however. The RAV4 is the very popular non-truck in the U.S. for its regarded integrity, fuel-sipping hybrid powertrain, and rugged excellent appearances (actually!). The 2020 Nissan Rogue, which should not be puzzled with the smaller sized Rogue Sporting activity, is roomier, comfier, and features better standard tools. It's the 3rd very popular non-truck behind the Honda CR-V and RAV4.

An even more in-depth take a look at the categories that matter most need to assist make a decision which is finest for you. Redesigned for 2019, the 2020 Toyota RAV4 is fresher, edgier, and comes in seven trim degrees compared to the three trims for the 2020 Nissan Rogue. The 2020 RAV4 begins at $27,070 (consisting of $1,120 destination) in base LE trim and also has a much wider spread, with the new-for-2020 TRD Off-Road trim with common four-wheel drive topping the range at $36,400.

The aging 2020 Nissan Rogue is a lot more moderate, with a $26,395 beginning cost (including $1,095 location) in base S trim and a top rate of $34,135 in SL trim with all-wheel drive. Cost alone could be a difference-maker.

Prior to the 2019 redesign, the Toyota RAV4 mixed right into the bristling sea of compact crossovers. Currently it gets chunky fenders, hard angles, and also wide fascias that direct the 4Runner as well as Tacoma mid-size pick-up. The fake skid plate on some off-roading trims recommends an off-roading capacity it does not actually have, as well as the muscle posturing hides some performance it does not have.

The 2020 Nissan Rogue enters what probably will be its last manufacturing year before a complete redesign. That generally suggests offers are more plentiful if you don't mind the plainer, older design. The Rogue does not go rogue, and also blends right into that sea, despite the distinct V-shaped grille working as a life jacket. It is what it is: a capable and also positive day-to-day crossover, without the stylish pretensions of the RAV4[click].

Both crossovers are powered by workaday 2.5-liter inline-4 engines. The Rogue is the proletariat of both, making 170 horsepower and paired to a relatively seamless continuously variable transmission (CVT). It's simply great on common 17-inch wheels, and also pushing it does not do many favors on turns where it leans like a resting traveler. The CVT helps obtain the Rogue a 26 mpg city, 33 highway, 29 consolidated EPA ranking. Four-wheel drive drops it 2 mpg incorporated, and also bumps the sticker price by $1,350.

The RAV4's inline-4 makes 203 hp with an 8-speed automatic transmission. The rigid frame is countered by a four-wheel independent suspension that softens most roadway bumps. It's a bit much more sports, and also both offered all-wheel-drive systems fill a fundamental requirement for all-weather grip or, on Limited, Journey, and also TRD Off-Road trims, fill a want for even more efficiency on and off the roadway. Four-wheel drive adds $1,400, as well as gets about 25/33/28 mpg. Front-drive models obtain an EPA-rated 26/35/30 mpg.

The powertrain distinction for numerous could be the RAV4 Crossbreed. Nissan no more uses a hybrid option on the Rogue, which may turn fuel-conscious consumers to the Ford Getaway or Honda CR-V crossbreeds. Toyota is the undisputed hybrid champ, nevertheless, and the smooth trip with typical four-wheel drive prices at 41/38/40 mpg. There's a small bump in horsepower to 219, yet the electric motor and electrical CVT doesn't add grunt. The all-wheel-drive hybrid includes concerning $2,000 greater than the front-drive model down the line.

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Ford’s 2020 Escape plug-in hybrid takes aim at Toyota RAV4 PRIME

The 2020 Ford Escape plug-in hybrid — a first for the SUV — comes with an EPA-estimated 37 miles of all-electric driving range and 100 miles per gallon equivalent, stats that will put the redesigned model into competition with the new Toyota RAV4 PRIME.

The Toyota RAV4 PRIME has an estimated 42-mile EV rang and 94 MPGe. Toyota unveiled the the first plug-in hybrid version of the model at the Los Angeles Auto Show in November 2019. The vehicle is expected to hit dealerships in the U.S. this summer.

The Escape beats the Toyota RAV44 PRIME on price. The Toyota RAV4 PRIME starts at $39,220 (destination charge included, while Ford says the Escape will have listed base price of $34,285, including destination charge. But Toyota’s plug-in hybrid has more get up and go at 302 horsepower with an ability to do 0-60 mph in a projected 5.7 seconds versus the Escape PHEV 209 hp. The RAV4 PRIME is actually the most powerful four-door vehicle in Toyota’s portfolio.

The 37 miles of EV only driving range in the Escape illustrates the progress Ford has made with its hybrid technology. The smaller Ford Fusion Energi plug-in gets 11 miles less than the new Escape PHEV.

“The original Ford Escape was the world’s first hybrid SUV and the all-new Ford Escape Plug-in Hybrid represents how far we’ve come in technology and efficiency,” Hau Thai-Tang, Ford’s chief product development and purchasing officer, said in a statement.

The Escape PHEV is part of Ford’s $11.5 billion plan to electrify its portfolio.

The Escape PHEV comes with a fourth-generation hybrid propulsion system that includes a 2.5-liter cycle hybrid engine and a 14.4-kilowatt-hour lithium-ion battery

The Ford Escape PHEV has four modes that will allow drivers to choose how they want to use that electric power. Drivers who don’t want to think about which option is best can opt for Auto EV mode, which lets the vehicle decide whether to run on gas or electric power.  The EV Now mode puts the vehicle on all-electric power, EV Later mode lets drivers switch to full gas-hybrid driving to conserve electric miles for later and EV Charge mode will charge the battery while driving and generate electric-only miles to use later.

This is a plug-in hybrid and so it comes with an AC charging port. Drivers can use a 110-volt Level 1 charger, an option that takes 10 to 11 hours to power up the batter, or use a 240-volt Level 2 charger, which has a shorter, estimated 3.5-hour charging time.

The Escape PHEV comes standard with advanced driver assistance system features such as adaptive cruise control and lane centering, evasive steering assist and a voice-activated navigation system.

The plug-in hybrid system is available on every Escape trim level except S and SE Sport, according to Ford.

[arplis]

Arplis - News: 2020 Top 10 High Tech Cars

Photo: Polestar The Polestar 1 hybrid, the first of a sub-brand from Volvo, goes fast and goes far in all-electric mode—roughly 88 kilometers (55 miles). Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR In 2019, the auto industry finally started acting like its future was electric. How do we know? Just follow the money. General Motors just announced it was spending US $20 billion over five years to bring out a new generation of electric vehicles. Volkswagen Group has pledged $66 billion spread over five years, most of it for electric propulsion. Ford hopes to transform its lineup and image with an $11.5 billion program to develop EVs. And of course, Tesla has upstaged them all with the radical, scrapyard-from-Mars Cybertruck, a reminder that Elon Musk will remain a threat to the automotive order for the foreseeable future. This past year, I saw the first fruit of Volkswagen Group’s massive investment: the Porsche Taycan, a German sport sedan that sets new benchmarks in performance and fast charging. It lived up to all the hype, I’m happy to say. As for Tesla and Ford, stay tuned. The controversial Tesla Cybertruck, the hotly anticipated Ford Mustang Mach-E, and the intriguing Rivian pickup and SUV (which has been boosted by $500 million in backing from Ford) are still awaiting introduction. EV fans, as ever, must be patient: The Mach-E won’t reach showrooms until late this year, and as for the Rivian and Cybertruck, who knows? As is our habit, we focus here on cars that are already in showrooms or will be within the next few months. And we do include some good old gasoline-powered cars. Our favorite is the Corvette: It adopts a mid-engine design for the first time in its 67-year history. Yes, an electrified version is in the works. Chevrolet Corvette Stingray C8 The middle: where no Corvette engine has gone before Base price: US $59,995 Photo: Chevrolet Perfect balance is what you get by moving the Stingray’s V8 to the center; unlike its mid-engine rivals, the car has generous cargo space in a rear trunk. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR By now, even casual car fans have heard that the Corvette has gone mid-engine. It’s a radical realignment for a car famous for big V8s nestling below long, flowing hoods since the ’Vette’s birth in 1953. Best of all, it works, and it means the Stingray will breathe down the necks of Ferraris, McLarens, and other mid-engine exotics—but at a ridiculous base price of just US $59,995. Tadge Juechter, the Corvette’s chief engineer, says that the previous, seventh-generation model had reached the limits of front-engine physics. By rebalancing weight rearward, the new design allows the Stingray to put almost preposterous power to the pavement without sacrificing the comfort and everyday drivability that buyers demand. I got my first taste of these new physics near the old stagecoach town of Tortilla Flat, Ariz. Despite having barely more grunt than last year’s base model—369 kilowatts (495 horsepower) from the 6.2-liter V8 rumbling just behind my right shoulder—the Corvette scorches to 60 miles per hour (97 kilometers per hour) nearly a full second quicker, at a supercar-baiting 2.9 seconds. This Stingray should top out at around 190 mph. And there are rumors of mightier versions in the works, perhaps even an electric or hybrid ’Vette with at least 522 kW (700 hp). With the engine out back, driver and passenger sit virtually atop the front axle, 42 centimeters (16.5 inches) closer to the action, wrapped in a fighter-jet-inspired cockpit with a clearer view over a dramatically lowered hood. Thanks to a new eight-speed, dual-clutch automated gearbox, magnetorheological shocks, and a limited-slip rear differential—all endlessly adjustable—my Corvette tamed every outlaw curve, bump, and dip in its Old West path. It’s so stable and composed that you’ll need a racetrack to approach its performance limits. It’s still fun on public roads, but you can tell that it’s barely breaking a sweat. Yet it’s nearly luxury-car smooth and quiet when you’re not romping on throttle. And it’s thrifty. Figure on 9 to 8.4 liters per 100 kilometers (26 to 28 miles per gallon) at a steady highway cruise, including sidelining half its cylinders to save fuel. A sleek convertible model does away with the coupe’s peekaboo view of the splendid V8 through a glass cover. The upside is an ingenious roof design that folds away without hogging a cubic inch of cargo space. Unlike any other mid-engine car in the world, the Corvette will also fit two sets of golf clubs (or equivalent luggage) in a rear trunk, in addition to the generously sized “frunk” up front. The downside to that convenience is a yacht-size rear deck that makes—how shall we put this?—the Chevy’s butt look fat. An onboard Performance Data Recorder works like a real-life video game, capturing point-of-view video and granular data on any drive, overlaying the video with telemetry readouts, and allowing drivers to analyze lap times and performance with Cosworth racing software. The camera-and-GPS system allows any road or trip to be stored and analyzed as though it was a timed circuit—perfect for those record-setting grocery runs. Polestar 1 This hybrid is tuned for performance Base price: US $156,500 Photo: Polestar Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Consider the Polestar 1 a tech tease from Volvo. This fiendishly complex plug-in hybrid will be seen in just 1,500 copies, built over three years in a showpiece, enviro-friendly factory in Chengdu, China. Just as important, it’s the first of several planned Polestars, a Volvo sub-brand that aims to expand the company’s electric reach around the globe. I drove mine in New Jersey, scooting from Hoboken to upstate New York, as fellow drivers craned their necks to glimpse this tuxedo-sharp, hand-built luxury GT. The body panels are formed from carbon fiber, trimming 227 kilograms (500 pounds) from what’s still a 2,345-kg (5,170-pound) ride. Front wheels are driven by a four-cylinder gas engine, whose combo of a supercharger and turbocharger generates 243 kilowatts (326 horses) from just 2.0 liters of displacement, with another 53 kW (71 hp) from an integrated starter/generator. Two 85-kW electric motors power the rear wheels, allowing some 88 kilometers (55 miles) of emissions-free range—likely a new high for a plug-in hybrid—before the gas engine kicks in. Mashing the throttle summons some 462 kW (619 hp) and 1,000 newton meters (737 pound-feet) of torque, allowing a 4.2-second dash to 60 miles per hour (97 kilometers per hour). It’s fast, but not lung-crushing fast, like Porsche’s Taycan. Yet the Polestar’s handling is slick, thanks to those rear motors, which work independently, allowing torque vectoring—the speeding or slowing of individual wheels—to boost agility. And Öhlins shock absorbers, from the renowned racing and performance brand, combine precise body control with a creamy-smooth ride. It’s a fun drive, but Polestar’s first real test comes this summer with the Polestar 2 EV. That fastback sedan’s $63,750 base price and roughly 440-km (275-mile) range will see it square off against Tesla’s sedans. Look for it in next year’s Top 10. Hyundai Sonata It has the automation of a much pricier car Base price: US $24,330 Photo: Hyundai Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR The U.S. market for family sedans has been gutted by SUVs. But rather than give up on sedans, as Ford and Fiat Chrysler have done, Hyundai has doubled down with a 2020 Sonata that’s packed with luxury-level tech and alluring design at a mainstream price. The Sonata is packed with features that were recently found only on much costlier cars. The list includes Hyundai’s SmartSense package of forward-collision avoidance, automated emergency braking, lane-keeping assist, automatic high-beam assist, adaptive cruise control, and a drowsy-driver attention warning, and they’re all standard, even in the base model. The SEL model adds a blind-spot monitor, but with a cool tech twist: Flick a turn signal and a circle-shaped camera view of the Sonata’s blind spot appears in the digital gauge cluster in front of the driver. It helped me spot bicyclists in city traffic. Hyundai’s latest infotainment system, with a 10-inch (26-centimeter) monitor, remains one of the industry’s most intuitive touch screens. Taking a page from much more expensive BMWs, the Hyundai’s new “smart park” feature, standard on the top-shelf Limited model, lets it pull into or out of a tight parking spot or garage with no driver aboard, controlled by the driver through the key fob. That fob can be replaced by a digital key, which uses an Android smartphone app, Bluetooth Low Energy, and Near Field Communication to unlock and start the car. Owners can share digital-key access with up to three users, including sending codes via the Web. Even the Sonata’s hood is festooned with fancy electronics. What first looks like typical chrome trim turns out to illuminate with increasing intensity as the strips span the fenders and merge into the headlamps. The chrome was laser-etched to allow a grid of 0.05-millimeter LED squares to shine through. Add it to the list of bright ideas from Hyundai. Porsche Taycan It outperforms Tesla—for a price Base price: US $114,340 Photo: Porsche Fast off the mark and fast to charge, the Taycan inherits tech from Porsche’s LeMans-winning 919 Hybrid racers, including the 800-volt architecture. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Yes, the all-electric Porsche Taycan is better than a Tesla Model S. And it had damn well better be: The Porsche is a far newer design, and it sells at up to double the Tesla’s price. What you get for all that is a four-door supercar GT, a technological marvel that starts the clock ticking on the obsolescence of fossil-fueled automobiles. This past September I spent two days driving the Taycan Turbo S through Denmark and Germany. One high point was repeated runs to 268 kilometers per hour (167 miles per hour) on the Autobahn, faster than I’ve ever driven an EV. From a standing start, an automated launch mode summoned 560 kilowatts (750 horsepower) for a time-warping 2.6-second dash to 60 mph. As alert readers have by now surmised, the Taycan is fast. But one of its best time trials takes place with the car parked. Thanks to the car’s groundbreaking 800-volt electrical architecture—with twice the voltage of the Tesla’s—charging is dramatically quicker. Doubling the voltage means the current needed to deliver a given level of power is of course halved. Pulling off the Autobahn during my driving test and connecting the liquid-cooled cables of a 350-kW Ionity charger, I watched the Porsche suck in enough DC to replenish its 93.4-kW battery from 8 to 80 percent in 20 minutes flat. Based on my math, the Porsche added nearly 50 miles of range for every 5 minutes of max charging. In the time it takes to hit the bathroom and pour a coffee, owners can add about 160 kilometers (100 miles) of range toward the Taycan’s total, estimated at 411 to 450 km (256 to 280 miles) under the new Worldwide Harmonized Light Vehicle Test Procedure. But the U.S. Environmental Protection Agency (EPA) seems to have sandbagged the Porsche, pegging its range at 201 miles, even as test drivers report getting 270 miles or more. Porsche hopes to have 600 of the ultrafast DC chargers up and running in the United States by the end of this year. That 800-volt operation brings other advantages, too. With less current to carry, the wiring is slimmer and lighter, saving 30 kilograms in the electrical harness alone. Also, less current is drawn during hard driving, which reduces heat and wear on the electric motors. Porsche says that’s key to the Taycan’s repeatable, consistent performance. In its normal driving mode, the Turbo S version kicks out 460 kW (617 horsepower) and 1,049 newton meters (774 pound-feet) of torque. The front and back axles each have an electric motor with a robust 600-amp inverter; in other models the front gets 300 amps and the rear gets 600 amps. The Porsche’s other big edge is its race-bred handling. Though this sedan tops 2,310 kg (5,100 pounds), its serenity at boggling speeds is unmatched. Credit the full arsenal of Porsche’s chassis technology: four-wheel-steering, active roll stabilization, and an advanced air suspension offering three levels of stiffness, based on three separate pressurized chambers. Porsche claims class-leading levels of brake-energy recuperation. It’s also Porsche’s most aerodynamic production model, with a drag coefficient of just 0.22, about as good as any mass-production car ever. Porsche invested US $1 billion to develop the Taycan, with $800 million of that going to a new factory in Zuffenhausen, Germany. For a fairer fight with Tesla, a more-affordable 4S model arrives in U.S. showrooms this summer, with up to 420 kW (563 hp) and a base price of $103,800. Audi RS Q8 Mild hybrid, wild ride Base price (est.): US $120,000 Photo: Audi Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR I’m rocketing up a dormant volcano to the highest peak in Spain, Mt. Teide in the Canary Islands. There may be more efficient ways to test a luxury crossover SUV, but none more fun. I’m in the Audi RS Q8, a mild-hybrid version of the Q8, introduced just last year. I’m getting a lesson in how tech magic can make a roughly 2,310-kilogram (5,100-pound) vehicle accelerate, turn, and brake like a far smaller machine. The RS Q8’s pulsing heart is a 4-liter, 441-kilowatt (591-horsepower) twin-turbo V8. It’s augmented by a mild-hybrid system based on a 48-volt electrical architecture that sends up to 12 kW to charge a lithium-ion battery. That system also powers trick electromechanical antiroll bars to keep the body flatter than a Marine’s haircut during hard cornering. An adaptive air suspension hunkers down at speed to reduce drag and center of gravity, while Quattro all-wheel drive and four-wheel steering provide stability. A mammoth braking system, largely shared with the Lamborghini Urus, the Audi’s corporate cousin, includes insane 10-piston calipers up front. That means 10 pressure points for the brake pads against the spinning brake discs, for brawny stopping power and improved heat management and pedal feel. Optional carbon-ceramic brakes trim 19 pounds from each corner. Audi’s engineers fine-tuned it all in scores of trials on Germany’s fabled Nürburgring circuit, which the RS Q8 stormed in 7 minutes, 42 seconds. That’s faster than any other SUV in history. Audi’s digital Virtual Cockpit and MMI Touch center screens are smoothly integrated in a flat panel. A navigation system analyzes past drives to nearby destinations, looking at logged data on traffic density and the time of day. And the Audi Connect, an optional Android app that can be used by up to five people, can unlock and start the Audi. Audi quotes a conservative 3.8-second catapult from 0 to 100 kilometers per hour (62 miles per hour). We’re betting on 0 to 60 mph in 3.5 seconds, maybe less. Mini Cooper SE It offers all-electric sprightliness US $30,750 Photo: Mini Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR I’m on a street circuit at the FIA’s Formula E race in Brooklyn, N.Y., about to take my first all-electric laps in the new Mini Cooper SE during a break in race action. The Manhattan skyline paints a stunning backdrop across the harbor. My Red Hook apartment happens to be a short walk from this temporary circuit; so is the neighborhood Tesla showroom, and an Ikea and a Whole Foods, both equipped with EV chargers. In other words, this densely populated city is perfect for the compact, maneuverable, electric Mini, that most stylish of urban conveyances. It’s efficient, too, as Britain’s Mini first proved 61 years ago, with the front-drive car that Sir Alec Issigonis created in response to the gasoline rationing in Britain following the 1956 Suez crisis. This Mini squeezes 32.6 kilowatt-hours worth of batteries into a T-shaped pack below its floor without impinging on cargo space. At a hair over 1,360 kilograms (3,000 pounds), this Mini adds only about 110 kg to a base gasoline Cooper. With a 135-kilowatt (181-horsepower) electric motor under its handsome hood, the Mini sails past the Formula E grandstand, quickening my pulse with its go-kart agility and its ethereal, near-silent whir. The body sits nearly 2 centimeters higher than the gasoline version, to accommodate 12 lithium-ion battery modules, but the center of gravity drops by 3 cm (1.2 inches), a net boost to stability and handling. Because the Mini has neither an air-inhaling radiator grille nor an exhaust-exhaling pipe, it’s tuned for better aerodynamics as well. A single-speed transmission means I never have to shift, though I do fiddle with the toggle switch that dials up two levels of regenerative braking. That BMW electric power train, with 270 newton meters (199 pound-feet) of instant-on torque, punts me from 0 to 60 miles per hour (0 to 97 kilometers per hour) in just over 7 seconds, plenty frisky for such a small car. The company claims a new wheelspin actuator reacts to traction losses notably faster, a sprightliness that’s particularly gratifying when gunning the SE around a corner. It all reminds me of that time when the Tesla Roadster was turning heads and EVs were supposed to be as compact and light as possible to save energy. The downside is that a speck-size car can fit only so much battery. The Mini’s has less than one-third the capacity of the top Tesla Model S. That’s only enough for a mini-size range of 177 km (110 miles). That relatively tiny battery helps deliver an appealing base price of $23,250, including a $7,500 federal tax credit. And this is still a hyperefficient car: On a subsequent drive in crawling Miami traffic, the Mini is on pace for 201 km (125 miles) of range, though its battery contains the equivalent of less than 0.9 gallon of gasoline. Following a full 4-hour charge on a basic Level 2 charger, you’ll be zipping around town again, your conscience as clear as the air around the Mini. Vintage Fiat 124 Spider, Retooled by Electric GT A drop-in electric-drive system gives new life to an old car—like this 1982 Spider System base price: US $32,500 Photo: Electric GT This modern classic from 1982, retooled by Electric GT, hums along on an electric system that fits the space the engine used to occupy. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Vintage-car aficionados love to grouse about the time and money it takes to keep their babies running. Electric GT has a better idea: Skip ahead a century. The California company has developed an ingenious plug-and-play “crate motor” that transplants an electric heart into most any vintage gasoline car. I drove an orange 1982 Fiat 124 Spider that Electric GT converted to battery drive. With a relatively potent 89 kilowatts (120 horsepower) and 235 newton meters (173 pound-feet) of torque below its hood, and 25 kilowatt-hours’ worth of repurposed Tesla batteries stuffed into its trunk area, the Fiat can cover up to 135 kilometers (85 miles) of driving range, enough for a couple hours of top-down cruising. Best of all, the system is designed to integrate exclusively with manual-transmission cars, including the Fiat’s charming wood-topped shifter and five forward gears. This romantic, Pininfarina-designed Fiat also squirts to 60 miles per hour in about 7 seconds, about 3 seconds quicker than the original old-school dawdler. Electric GT first got attention when it converted a 1978 Ferrari 308, best known as Tom Selleck’s chariot on the U.S. TV show “Magnum, P.I.,” to electric drive. The company’s shop, north of Los Angeles, is filled with old Porsches, Toyota FJ40s, and other cars awaiting electrification. The crate motors even look like a gasoline engine, with what appears at first glance to be V-shaped cylinder banks and orange sparkplug wires. Systems are engineered for specific cars, and the burliest of the bunch store 100 kWh, enough to give plenty of range. With system prices starting at US $32,500 and topping $80,000 for longer-range units, this isn’t a project for the backyard mechanic on a Pep Boys budget. Eric Hutchison, Electric GT’s cofounder, says it’s for the owner who loves a special car and wants to keep it alive but doesn’t want to provide the regular babying care that aging, finicky machines typically demand. “It’s the guy who says, ‘I already own three Teslas. Now, how do I get my classic Jaguar electrified?’ ” says Hutchison. Components designed for easy assembly should enable a good car hobbyist to perform the conversion in just 40 to 50 hours, the company says. “We’re taking out all the brain work of having to be an expert in battery safety or electrical management,” Hutchison says. “You can treat it like a normal engine swap.” Toyota RAV4 Hybrid A redesigned hybrid system optimizes fuel economy Base price: $29,470 Photo: Toyota Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR The RAV4 is the best-selling vehicle in the United States that isn’t a pickup truck. What’s more, its hybrid offshoot is the most popular gas-electric SUV. No wonder: Forty-four percent of all hybrids sold in America in 2018 were Toyotas. And where many hybrids disappoint in real-world fuel economy, the RAV4 delivers. That’s why this Toyota, whose 2019 redesign came too late to make last year’s Top 10 list, is getting its due for 2020. My own tests show 41 miles per gallon (5.7 liters per 100 kilometers) in combined city and highway driving, 1 mpg better than the EPA rating. Up front, a four-cylinder, 131-kilowatt (176-horsepower) engine mates with an 88-kW (118-hp) electric motor. A 40-kW electric motor under the cargo hold drives the rear wheels. Altogether, you get a maximum 163 kW (219 hp) in all-wheel-drive operation, with no driveshaft linking the front and rear wheels. The slimmer, redesigned hybrid system adds only about 90 kilograms (about 200 pounds) and delivers a huge 8-mile-per-gallon gain over the previous model. Toyota’s new Predictive Efficient Drive collects data on its driver’s habits and combines that with GPS route and traffic info to optimize both battery use and charging. For example, it will use more electricity while climbing hills in expectation of recapturing that juice on the downhill side. And when the RAV4 is riding on that battery, it’s as blissfully quiet as a pure EV. Toyota’s Safety Sense gear is standard, including adaptive cruise control, lane-keeping assist, and automatic emergency braking. Next year will bring the first-ever plug-in hybrid version, which Toyota says will be the most powerful RAV4 yet. Ford Escape Hybrid This SUV has carlike efficiency Base price: US $29,450 Photo: Ford Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Years ago, Americans began abandoning their cars for SUVs. So by now you might think those SUVs would be achieving carlike efficiencies. You’d be correct. Exhibit A: the new Ford Escape Hybrid, with its class-topping EPA rating of 5.7 liters per 100 kilometers (41 miles per gallon)in combined city and highway driving. That’s 1 mpg better than its formidable Top 10 competitor, the Toyota RAV4 Hybrid. Where the Toyota aims for a rugged-SUV look, the Ford wraps a softer, streamlined body around its own hybrid system. That includes a 2.5-L, four-cylinder Atkinson-cycle engine, and a pair of electric motor/generators for a 150-kilowatt (200 horsepower) total. A briefcase-size battery pack, about a third the size of the old Escape Hybrid’s, tucks below the front passenger seat. The Toyota’s rear electric motor drives the rear wheels independently and thus offers only an all-wheel-drive version. The Escape forges a mechanical connection to the rear wheels, allowing both all-wheel drive and front-wheel-drive versions. The latter is lighter and more efficient when you’re not dealing with snow, ice, off-roading, or some combination of the three. The 0-to-60-mph run is dispatched in a whisper-quiet 8.7 seconds, versus 7.5 seconds for the Toyota. The Ford fires back with powerful, smartly tuned hybrid brakes that have more stopping power than either the Toyota or the gasoline-only Escapes can manage. Tech features include a nifty automated self-parking function, evasive-steering assist, and wireless smartphone charging. A head-up display available on the Titanium—Ford’s first ever in North America—projects speed, navigation info, driver-assist status, and other data onto the windshield. FordPass Connect, a smartphone app, lets owners use a smartphone to lock, unlock, start, or locate their vehicle, and a standard 4G LTE Wi-Fi system links up to 10 mobile devices. A plug-in hybrid version will follow later this year with what Ford says will be a minimum 30 miles of usable all-electric range. All told, it’s a winning one-two punch of efficiency and technology in an SUV that starts below $30,000. Aston Martin Vantage AMR High tech empowers retro tech Base price: US $183,081 Photo: Aston Martin Best of Old and New: The AMR blends an actual manual transmission integrated into an adaptive power train and suspension Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Take an Aston Martin Vantage, among the world’s most purely beautiful sports cars. Add a 375-kilowatt (503-horsepower) hand-assembled V8 from AMG, the performance arm of Mercedes-Benz. Assemble a team of engineers led by Matt Becker, Aston’s handling chief and the former maestro of Lotus’s chassis development. Does this sound like the recipe for the sports car of your dreams? Well, that dream goes over the top, with the manual transmission in the new Vantage AMR. Burbling away from Aston’s AMR Performance Centre, tucked along the Nürburgring Nordschleife circuit in Germany, I am soon happily pressing a clutch pedal and finessing the stick shift on the Autobahn. The next thing I know, the Aston is breezing past 300 kilometers per hour (or 186 miles per hour), which is not far off its official 195-mph top speed. That’s a 7-mph improvement over the automatic version. This stick shouts defiance in a world in which the Corvette C8, the Ferrari, the Lamborghini, and the Porsche 911 have sent their manual transmissions to the great scrapyard in the sky. But what’s impressive is how seamlessly the company has integrated this classic technology with the newest tech, including an adaptive power train and suspension. The AMR’s 1,500-kilogram (3,298-pound) curb weight is about 100 kg less than that of an automatic model. The seven-speed manual, a once-maddening unit from Italy’s Graziano, has been transformed. An all-new gearbox was out of the question: No supplier wanted to develop one for a sports car that will have just 200 copies produced this year. So Aston had to get creative with the existing setup. Technicians reworked shift cables and precisely chamfered the gears’ “fingers”—think of the rounded teeth inside a Swiss watch—for smoother, more-precise shifts. A dual-mass flywheel was fitted to the mighty Mercedes V8 to dampen resonance in the driveline so the gearbox doesn’t rattle. The standard Vantage’s peak torque has been lowered from 681 to 625 newton meters (from 502 to 461 pound-feet) to reduce stress on transmission gears. Aston also sweated the ideal placement of shifter and clutch pedal for the pilot. A dual-chamber clutch master cylinder, developed from a Formula One design, moves a high volume of transmission fluid quickly, but without an unreasonably heavy, thigh-killing clutch pedal. A selectable AM Shift Mode feature delivers modern, rev-matching downshifts, eliminating the need for human heel-and-toe maneuvers, with thrilling matched upshifts under full throttle. The Graziano still takes a bit of practice: Its funky “dogleg” first gear sits off to the left, away from the familiar H pattern of shift gates. Second gear is where you’d normally find first, third replaces second, and so on. The layout originated in old-school racing, the idea being that first gear was unneeded, unless you were rolling through the pit lane. The dogleg pattern allows easier shifting from second to third and back without having to slide the shifter sideways. Once acclimated, I can’t get enough: The shifter grants me precise control over the brawny V8, and the Aston’s every balletic move. More improbably, this sweet shifter on the AMR won’t become a footnote in Aston history: It will be an option on every Vantage in 2021. This article appears in the April 2020 print issue as “ 2020 Top 10 Tech Cars.” #Transportation/advanced-cars #Transportation

Arplis - News source http://feedproxy.google.com/~r/Arplis-News/~3/tecBUbLpY7Y/2020-top-10-high-tech-cars

[jeffrey2garner]

CarGurus: Looking Forward to 2020

We’re coming to the end of another year. But with 2020 right around the corner, we’ve got plenty to look forward to. We ask our editors what they’re excited to see in the coming year. Feel free to add your own thoughts here or on our Facebook page.

Megan Hennessey, CarGurus US Editor

Video courtesy of Cadillac

Next year, I predict we’ll see even bigger screens in our cars. Tech-focused companies, like Byton, have tested this idea in their prototypes; Byton has showcased a 49-inch screen in its M-Byte. Next year may be the year we finally see these massive screens in production-level vehicles. Cadillac kicked off this trend with a massive 38-inch screen in its 2021 Escalade. These bigger screens will likely mean the death of buttons and knobs, which several of our reviewers will certainly miss.

The other big prediction I have for 2020 is seeing more technology integrated into our driving experience. You can already use your phone as a key with Ford and Hyundai, for example. And Kia lets you sync schedules with other drivers, which you can see through a car’s infotainment system. I predict items like GM Marketplace will become more common across automakers. Soon, you may be able to shop, watch movies, and order dinner from the driver’s seat. Just make sure your data is secure!

Chris Knapman, CarGurus UK Editor

I’ve decided to go big for my 2020 preview—so let’s put to one side what will no doubt be a huge number of electric and hybrid cars for the (relative) masses, and focus instead on two top-tier contenders.

First up is the Ferrari Roma, pictured above, which is interesting not so much for its powertrain as the fact its styling represents such a break from tradition for the Italian firm. For in the Roma, there are generous swoops and curves that give it a softer, more elegant aesthetic than you’ll see in other modern Ferraris. Some have questioned if the Roma, as a result, looks a bit too much like an Aston Martin—but for me, it’s a gloriously individual piece of design that also happens to be home to a wonderful, sculpted interior and a 612bhp 3.9-litre twin-turbo V8. Sounds like a good recipe…

If the Ferrari is special, then the Mercedes-AMG One promises to be quite simply off the chart. What we have here is a Mercedes Formula One drivetrain reimagined to work in a road car. So that’s a 1.6-liter V6 with four electric motors that together make more than 1,000 bhp. There’s also an 8-speed paddle-shift gearbox, pushrod suspension, ceramic brake discs, and a steering wheel that looks like something Lewis Hamilton might use at the weekends. So, yes, it’s going to be a pretty serious bit of kit.

Production is limited to 275 units with the price for each running into the millions. But ownership isn’t what makes cars like this interesting. No, what’s fascinating is seeing just how far (and how fast) the humble motor car can be taken.

Matt Smith, CarGurus US Editor

Prediction: We’re going to get dirty in 2020.

First, the Land Rover Defender is returning to the United States. This might not be cause for celebration for our UK Editor, Chris, but on this side of the pond, it’s been over 20 years since Land Rover delivered a properly boxy off-roader.

The new 2020 Defender’s looks may be polarizing, to say the least, but it’s safe to expect this British bulldog will be a genuine mountain goat off-road. For the first time since 1997, the Jeep Wrangler Unlimited may finally have some genuine competition. Maybe it’s time for a little CarGurus US vs CarGurus UK rivalry?

Of course, the new Defender can’t steal all the muddy spotlight. We fully expect Ford to pull the cover off the long-awaited and much-anticipated 2021 Bronco this year. It’s been a while since O.J. Simpson sent the last iteration of the Bronco to an early death, and off-roaders and soft-roaders alike have been hankering for a genuine SUV from the blue oval.

While The Juice’s Bronco was a full-size SUV based on the F-Series truck platform, this new one will be a bit smaller, and likely a bit more nimble, as it’s being built on the same platform as the Ranger pickup—sounds perfect for our favorite off-road course.

Steve Halloran, CarGurus US Editor

As one of my colleagues already mentioned, next year will no doubt feature a huge number of announcements regarding electric vehicles (EVs). Automakers have thus far brought more enthusiasm to the electric-car game than the average American driver, but car companies finally seem to be trying to figure out ways to market and build electric vehicles that should appeal not only to tech first adopters and “greenies,” but also to folks who like to drive.

Ford’s debut of the Mustang Mach-E, including prominent mention of its Porsche-beating 0-to-60 times, may mark a relatively new chapter in EV marketing outside the Tesla bubble. Porsche definitely called attention to its 918’s top-notch performance, but that car’s price put it in even rarer air than Tesla’s original Roadster and Model S. The Mach-E, expected to start at less than $45K, should appeal to a considerably more diverse pool of car shoppers than either of Tesla’s original models, and it will no doubt have company in its price range by the end of 2021.

Another relatively new development in the marketing of vehicles capable of running on electricity recently comes from Toyota, which has decided to make the plug-in hybrid version of its massively popular crossover, the RAV4 Prime, the most capable, and most exciting, version of that vehicle available to American buyers. Noting its sub-6-second 0-to-60 time and 302 horsepower in advertisements, Toyota hopes to make up for declining Prius sales with a wide range of hybrids, including sedan models that will face a narrowing pool of American competitors as Ford and GM execute their plans to focus more carefully on crossovers and SUVs in the future.

Whether vehicles running on electricity will ever be able to generate the excitement and sales that gasoline-powered automobiles have enjoyed in their first century remains to be seen, but we look forward to seeing new ads and approaches, as well as more exciting vehicles, next year.

For more car news, check out these articles:

CarGurus: Our Automotive Highlights of 2019

More Shoppers Consider Owning EVs, CarGurus Survey Finds

2019 LA Auto Show: Vehicles for Every Lifestyle

The post CarGurus: Looking Forward to 2020 appeared first on The CarGurus Blog.

from The CarGurus Blog https://blog.cargurus.com/2019/12/27/cargurus-looking-forward-to-2020 via Car Gurus from Blogger http://jeffrey2garner.blogspot.com/2019/12/cargurus-looking-forward-to-2020.html via IFTTT

[toyotaofnorthcharlotte]

Get excited for new Toyota models coming in 2020!

The 2019 model year was quite a remarkable year for new Toyota models. This model year we saw a complete redesign of the Toyota Avalon that brought a new face to luxury sport, we saw the arrival of the new N Charlotte Toyota Corolla Hatchback, and a complete reimagining of the Toyota RAV4. While this model year was a good one, the automotive industry waits for no one and it’s about time to welcome the 2020 model year. Things are only getting better from here and Toyota of N Charlotte is here with a list of these new Toyota vehicles.

What to expect from the 2020 model year

2020 Land Cruiser Heritage Edition

With over 60 years of history under its belt, it’s probably time for a celebration! The N Charlotte new Toyota Land Cruiser is returning for the new model year with a new limited-edition trim level called the Heritage Edition. The special trim option features several unique aesthetic modifications.

2020 Toyota Tacoma

With only an image of the top half of the front end and a video showcasing four-way adjustable power seats, the Toyota Tacoma is wrapped in mystery. It’s set to be fully unveiled at the Chicago Auto Show on February 7th.

2020 Toyota Corolla

It’s a new year and it’s time for another reimagining. The little crown is returning with a new look, inspired by the Corolla Hatchback. The inside and outside feature a clean and sporty flow with new comfortable materials and clean lines. This model year is also the first in the Corolla’s history to get a hybrid model.

2020 Toyota GR Supra

The classic Supra is returning in a big way! Its exterior design draws inspiration from the N Charlotte new Toyota FT-1 concept and uses a straight-six engine, true to Supra form. This sporty Toyota can produce 335 horsepower, 365 lb./ft. of torque, it has a 0-60 mph time of 4.1 seconds and a top speed of 155 mph.

2020 Toyota Highlander

Are you excited for these new Toyota models? Stay up to date on our inventory at Toyota of N Charlotte at 13429 Statesville Road.

[bidgodrive]

Some of the best cars for snow driving available on BidGoDrive.com

“Baby, It's Cold Outside ” plays (in the background) as you watch cars slide all over the ice and crash into each other, folks are skidding through red lights left and right, and everybody is ice skating in their cars, even when they don’t want to be. It’s finally snowing. You don’t have to be one of those people, but how? We can help!!

Honda’s compact crossover, the CR-V, has been in production since 1995 and is currently in its fifth generation. CR-V stands for comfortable runabout vehicle, but it was termed as a compact recreational vehicle in a British car review that was then republished by Honda. With an optional third row of seats that can fit up to 7, the standard AWD version puts out 190 horsepower and 179 lb-ft of torque through a 1.5 liter turbocharged I4 engine. Older versions are available with a 2.4 liter, naturally aspirated engine that puts out 184 horsepower and 180 lb-ft of torque. The NHTSA gave the Honda CR-V 5/5 stars for its overall safety rating, so it’ll keep you and your family safe when you head through the snow with a ground clearance of 7.8 inches to avoid getting bogged down. You can get it as a hybrid in 2020, too.

The Toyota RAV4 is arguably the aforementioned CR-V’s biggest competitor. Introduced in Japan and Europe in 1994 and in North America in 1996, the RAV4 started off putting out 119 horsepower. The 2019 gas-powered RAV4 now puts out 203 horsepower, while the hybrid version puts out 219. While both come standard with FWD, all trims have AWD available making them perfect for driving in the snow. 2019 AWD iterations have a new feature: Rear Drive Disconnect. That means that only the front wheels are powered when AWD isn’t necessary, improving fuel economy for models that are equipped with AWD. The 2019 Toyota RAV4, like the CR-V, got 5/5 stars for its safety rating as well, making it an excellent contender for mountain trips with the family, or just commuting to work when nobody else seems to be able to because of the snow with an impressive 8.4 inches of ground clearance.

Subaru Outback is one of Subaru’s most reliable models, and now in its sixth generation as of 2020. The standard Boxer engine puts out 182 horsepower, 176 lb-ft of torque, and comes with Auto Start-Stop Technology for better fuel economy around town. Equipped with standard AWD and a ground clearance of 8.7 inches making it ideal for snow driving, the Subaru Outback also earned a 5/5 safety rating from the NHTSA. Spacious, comfortable, and with excellent off-road capabilities, you won’t get stuck anywhere in a Subaru Outback.

It’s no surprise that Subaru holds two spots on this list, as they’re known for their sporty and outdoorsy nature. If you’re looking for something a little bit bigger than an Outback, Subaru’s crossover-SUV is a fantastic choice. Originally the XV Crosstrek, as of 2016 the Subaru Crosstrek has become its own entity. Every trim comes equipped with AWD, and the gas-fed iterations put out 152 horsepower and 145 lb-ft of torque. The Crosstrek is also available as a plug-in hybrid, which puts out 137 hp and 134 lb-ft of torque. All variations come with Active Torque Vectoring and Traction Control Systems for the best experience in the worst conditions. As with all the other vehicles on this list, the Crosstrek got a 5/5 star safety rating from the NHTSA, so you and your family will be taken care of during the winter months. Those 5 vehicles are our top picks for winter and snow driving. Be it to the mountain or just to work, you want to make sure you’re commuting safely. With top safety ratings and excellent capability in inclement weather, those cars are sure to make winter life much easier. If none of the vehicles on this list suit your requirements or style, we have lots of other options available. Happy holidays, be safe!

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[carsmedd]

Subaru Legacy 3.6R 2019 the end of an era

Subaru Legacy 3.6R 2019 the end of an era

Subaru Legacy 3.6R 2019 the end of an era

At the Chicago Motor Show, a few weeks ago, Subaru unveiled an all-new Subaru Legacy for the 2020 model year. It was announced what many expected: the six-cylinder engine would be replaced by a four-cylinder turbo. Once upon a time, sedans The mid-size sedan segment has taken a strange direction in recent years. Formerly the most popular and innocuous in the industry, these cars have become strangely transformed into rare and mysterious objects because of the dominance of SUVs. Today, when a sedan is unveiled, it's almost an event, as if we had just launched a sports car. And builders benefit by injecting more design, more sportiness and more technology in their sedans in the hope of regaining the market shares they lost.

Subaru Legacy 3.6R 2019 the end of an era

It was therefore inevitable for Subaru to enhance the look of its sedan. Especially since Nissan announced the addition of the all-wheel drive in its Altima, the Legacy is no longer alone in its niche. But even if a new Legacy arrives next year, Subaru has still made some updates to the Subaru Legacy 2019 model. All versions now come standard with the EyeSight driving aid package, including adaptive cruise control , emergency braking in the event of a collision risk, a lane change detector as well as assistance in maintaining the trajectory.

Subaru Legacy 3.6R 2019 the end of an era

Subaru hybrid The 2.5-liter flatbed four-cylinder engine that powers entry-level models still produces 175 horsepower and 174 lb-ft of torque. The six-cylinder - nicknamed H6 - 3.6-liter develops 256 horsepower and a torque of 247 lb-ft. It is four horses less than the four-cylinder turbo that will replace it. So we understand the decision of Subaru. Subaru hybrid Only a continuously variable automatic transmission is available on the range. The all-wheel drive comes, unsurprisingly, as standard. retailing $ 38,560 before shipping and preparation costs. The purr of the six Turbo engines have shown that they can be both more powerful and more fuel efficient than higher displacement engines, but nothing beats the sound and smoothness of a six-cylinder. Especially a six-cylinder flat, a tradition at Subaru, which allows the manufacturer to offer a much more efficient all-wheel drive than the competition. The reason is simple: a Boxer-type engine can be positioned lower in the engine compartment, reducing the vehicle's center of gravity and making it a better-anchored car on the ground, inevitably increasing traction. This is also what makes the Legacy a sedan much more interesting than its rivals, even if its design is a little harmless and that its interior is simple. The designers have tried to add a touch of sportiness to the 3.6R with bumpers a little more aggressive and two big exhaust pipes in the back. Nevertheless, it blends into the mass as it is subtle. It's a bit like that. the defect of the 3.6R. It seems that Subaru wanted to market a sports sedan, but it did not dare enough. With such a beefy engine that emits a sound so satisfactory while having a good dose of low-end torque, not to mention a smoothness of operation impeccable, all, coupled with an all-wheel drive so well thought out, we would have expected to be able to compete with a Honda Accord Sport, a Toyota Camry XSE V6 or a Mazda 6 Signature. Alas, even with the six-cylinder under the bonnet, the Legacy achieves the 0-100 km / h in 7.1 seconds, making it a sedan "sport" not much faster than the entry declinations range of competition.

Subaru Legacy 3.6R 2019 the end of an era

A curious mixture Maybe if the Subaru Legacy 3.6R was equipped with a manual gearbox, as in the past, or a conventional automatic transmission, it would succeed in thrilling the hearts of enthusiasts. But that does not seem to be the manufacturer's priority, as Subaru has instead opted for a CVT. In his defense, the CVT box works well ... for a CVT. But on a model with the letter "R" stamped on his chest, the duo just does not work. The elastic effect and reaction times of the box prevent the motor from performing. At least, in the snow, the Legacy is sublime. As soon as you push your accelerator out of a turn on a snowy surface, the rear slips subtly, just enough to rotate the car safely. In short, regardless of the surface, the Subaru Legacy gives its occupants a feeling of confidence, a quality that allows it to attract a loyal clientele despite its poor acceleration. For the rest, the cabin of the Legacy remains spacious and well assembled, without anything really distinctive. Its back seat is comfortable and its Starlink multimedia system is beyond reproach. It is clear, easy to understand and physical controls are welcome in winter when wearing gloves. And with a trunk that can accommodate up to 425 liters of space, the Legacy is positioned between a Accord (473 liters) and a Camry (399 liters), making it one of the most versatile sedans in the segment.

Subaru Legacy 3.6R 2019 the end of an era

In short, if the idea of a full-power car powered by a six-cylinder atmospheric challenges you, know that there is not much time before the Subaru Legacy 3.6R disappears. The good news is that your dealer may offer you a good discount.

Subaru Legacy 3.6R 2019 the end of an era

Subaru Legacy Evaluation  Trial version -3.6R Limited Price range -nd Subaru Legacy legacy price under review -$ 33,795 Basic warranty -3 years / 60,000 km Consumption (city / road / observed) -11.9 / 8.3 / 10.7 L / 100km options -nd Competitive models -Chevrolet Malibu , Ford Fusion , Honda Accord , Hyundai Sonata , Kia Optima , Mazda Mazda6 , Nissan Altima , Toyota Camry , Volkswagen Passat Strong points -Integral gear as standard -Spacious chest -Sweetness of the six-cylinder engine Weak points -Poor acceleration -Innocuous design -Consumption of regular gasoline Consumption -During our test, in winter, we recorded an average consumption of 10.7L / 100 km, which is high for the niche. Comfort -The Legacy is a spacious and comfortable sedan, both front and rear Performances -Although the six-cylinder engine delivers a nice sound and has a good dose of low-end torque, the Legacy 3.6R is not very fast. Multimedia system -Starlink is among the best systems in the industry because of its clear, easy-to-grasp and user-friendly interface. Driving approval -The Legacy is surprisingly fun to drive, especially in the snow. Its solid chassis and low center of gravity help a lot. General appreciation -The idea of a Subaru powered by an atmospheric six-cylinder is certainly enticing, but the end product is rather disappointing.

-SEE ALSO:

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Porsche 911 Carrera 4S Cabriolet a real supercar

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2020 Toyota Highlander Hybrid Review: Why It Now Makes More Sense and Cents

Doubling sales is a daunting challenge, but we suspect Toyota will have no trouble achieving its targets with the new 2020 Highlander Hybrid. Reimagined on the new fourth-generation three-row SUV, the Highlander Hybrid cuts its cylinder count from six to four, and in the process transforms from a curiosity to a family machine with appeal to environmentalists as well as folks simply trying to save some money.

As with almost every hybrid available today, the 2020 Toyota Highlander Hybrid carries a price premium over the standard engine. Toyota has simplified the math: If you want the hybrid, it’s yours for $1,400 more on every FWD and AWD model on the LE, XLE, Limited, and Platinum trims. With “just” 243 combined-system horsepower on the new hybrid, it’s down 63 hp from the 2019 model. But here’s the thing about family-oriented three-row hybrid crossovers: Almost no one will care about that reduction in power.

2020 Toyota Highlander base prices range from $39,320 for a base LE FWD to $51,320 for a loaded Platinum AWD model.

Because on the road, the 2020 Highlander Hybrid feels responsive and plenty powerful, up to a point. Around town, the 2.5-liter I-4-based powertrain and its CVT are always there to provide the response you need, though it does feel like it runs out of juice toward the end of a highway onramp. Everywhere else, though, the Highlander gets the job done.

Those who stick with the Highlander’s standard engine get a 295-hp V-6 like the one in the previous-generation model. The turbo-less engine is known for providing smooth—and as Toyota’s engineering team pointed out—relatively linear power for a predictable response every time. Mated to an eight-speed automatic, the more sensitive among us may feel a slight head toss from gear to gear—it’s nothing out of the ordinary for conventional automatic transmissions.

Then again, head-toss isn’t something you’ll feel in the hybrid model. Instead, the 2020 Highlander Hybrid’s drawbacks start with the engine noise from that 2.5-liter I-4. Although it’s not as bad as we’ve experienced in Toyota RAV4s that use a version of the same engine, we still would like the engine to be slightly quieter. At least in the models we drove, we also sensed a more aggressive regenerative braking system in a FWD model than the AWD model—though your mileage may vary on production models driven at a dealership. For the FWD model, what this means is that when lifting off the brake and accelerator pedals, the car begins to slow down more quickly.

As we mentioned in our review of the entire 2020 Toyota Highlander line—read it here—we’d also like to see the automaker do a better job gamifying the hybrid driving experience through an additional instrument cluster and infotainment screen display with more info about the current drive. Most folks will just drive the Highlander Hybrid like a normal car, and it was during such driving that we discovered the SUV’s most delightful surprise.

The Highlander Hybrids we drove featured brakes with excellent feel for a hybrid. Sometimes, hybrid cars and SUVs will stop abruptly at the end of the pedal’s travel, but that wasn’t the case with the Toyotas we drove. Brake-feel and a compromise in interior space used to be two of the primary reasons to avoid hybrids, but those excuses don’t apply to this Toyota. The hybrid features the same interior space as the V-6 model, and if you notice how high the floor is in the third row—or how little space is back there—that’s true of all 2020 Highlanders as well as a few of its competitors.

Toyota expects EPA-rated fuel economy to come in at 36/35 mpg city/highway for the 2020 Highlander LE hybrid in FWD and AWD forms, 36/35 mpg for FWD hybrids in higher trims, and 35/34 mpg for AWD hybrids in higher trims. That’s impressive for a nearly 200-inch SUV even before you consider the V-6’s 20-21/27-29 mpg fuel economy. Keeping in mind the hybrid’s $1,400 price premium, it won’t take many years to earn that money back. If your mileage comes anywhere close to those mid-30 estimates above, you’re also looking at a 600-mile driving range between visits to the gas station. Nice.

At the moment, the three-row hybrid space is barren. Nissan no longer sells a hybridized Pathfinder, Honda may one day sell a Pilot hybrid, and the Mitsubishi Outlander plug-in is much smaller than the Toyota. That leaves the Ford Explorer, which takes a performance-first approach with its V-6 engine, 318 combined-system hp, higher price, and lower fuel economy.

But you don’t need 300-plus horsepower, do you? If that describes you, try the 2020 Highlander Hybrid before you drive out in a Highlander V-6. Although we’d rather drive a Kia Telluride—MotorTrend’s 2020 SUV of the Year—than a six-cylinder Highlander, that excellent Kia lacks a hybrid option and only provides mid-pack fuel economy. With a price premium of only $1,400 and better fuel economy than before, the 2020 Toyota Highlander Hybrid is worth a look.

The post 2020 Toyota Highlander Hybrid Review: Why It Now Makes More Sense and Cents appeared first on MotorTrend.

https://www.motortrend.com/cars/toyota/highlander-hybrid/2020/2020-toyota-highlander-hybrid-review/ visto antes em https://www.motortrend.com

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Toyota’s first plug-in hybrid RAV4 piles on the power and fuel efficiency

Toyota gave its first plug-in hybrid RAV4 more than just a plug. It piled on the power as well.

The 2021 Toyota RAV4 Prime, which was unveiled this week at the LA Auto Show, will be achieve two seemingly conflicting goals. The vehicle will be its most fuel efficient and one of its most powerful.

This variant of the RAV4 will have an all-wheel drive, sport-tuned suspension. It has a tuned 2.5-liter, four-cylinder gasoline engine and when combined with the electric motors will deliver 302 horsepower and be able to travel from 0 to 60 miles per hour in a projected 5.8 seconds. Toyota hasn’t announced a price yet, but expect it to be more expensive than the hybrid version of the RAV4, which starts at $28,100.

The 2021 Toyota Rav4 Prime, a plug-in hybrid, on the floor of the 2019 LA Auto Show.

That might seem slow compared to some of the pure electric sedans on the market. But it’s far zippier than previous models and marks a much needed improvement in the RAV4. The vehicle’s electric battery will provide an estimated 39 miles of range before kicking back to the gas-powered engine.

The RAV4 Prime has a manufacturer-estimated 90 combined MPGe. The 2021 model, will be available in the sportier SE and luxury-focused XSE trims, will hit the marketplace in summer 2020.

To understand the improvement, consider this. Toyota offered a 3.5-liter V6 in the 2006 to 2012 model years of the RAV4. And yet, despite having more cylinders and bigger displacement it only produced 269 horsepower and combined fuel economy rating of 21 miles per gallon.

The vehicle will also come standard with advanced driver assistance features, including pre-collision pedestrian detection, radar cruise control, lane departure alert with steering assist, automatic high beam and road sign assistance.

As Toyota offers more electrified versions of its popular SUVs, the company is upping the warranty on its hybrid battery. The automaker said that beginning with the 2020 model year, its hybrid battery warranty will be increased from 8 years or 100,000 miles to 10 years from original date of first use, or 150,000 miles, whichever comes first.

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Arplis - News: 2020 Top 10 High Tech Cars

Photo: Polestar The Polestar 1 hybrid, the first of a sub-brand from Volvo, goes fast and goes far in all-electric mode—roughly 88 kilometers (55 miles). Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR In 2019, the auto industry finally started acting like its future was electric. How do we know? Just follow the money. General Motors just announced it was spending US $20 billion over five years to bring out a new generation of electric vehicles. Volkswagen Group has pledged $66 billion spread over five years, most of it for electric propulsion. Ford hopes to transform its lineup and image with an $11.5 billion program to develop EVs. And of course, Tesla has upstaged them all with the radical, scrapyard-from-Mars Cybertruck, a reminder that Elon Musk will remain a threat to the automotive order for the foreseeable future. This past year, I saw the first fruit of Volkswagen Group’s massive investment: the Porsche Taycan, a German sport sedan that sets new benchmarks in performance and fast charging. It lived up to all the hype, I’m happy to say. As for Tesla and Ford, stay tuned. The controversial Tesla Cybertruck, the hotly anticipated Ford Mustang Mach-E, and the intriguing Rivian pickup and SUV (which has been boosted by $500 million in backing from Ford) are still awaiting introduction. EV fans, as ever, must be patient: The Mach-E won’t reach showrooms until late this year, and as for the Rivian and Cybertruck, who knows? As is our habit, we focus here on cars that are already in showrooms or will be within the next few months. And we do include some good old gasoline-powered cars. Our favorite is the Corvette: It adopts a mid-engine design for the first time in its 67-year history. Yes, an electrified version is in the works. Chevrolet Corvette Stingray C8 The middle: where no Corvette engine has gone before Base price: US $59,995 Photo: Chevrolet Perfect balance is what you get by moving the Stingray’s V8 to the center; unlike its mid-engine rivals, the car has generous cargo space in a rear trunk. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR By now, even casual car fans have heard that the Corvette has gone mid-engine. It’s a radical realignment for a car famous for big V8s nestling below long, flowing hoods since the ’Vette’s birth in 1953. Best of all, it works, and it means the Stingray will breathe down the necks of Ferraris, McLarens, and other mid-engine exotics—but at a ridiculous base price of just US $59,995. Tadge Juechter, the Corvette’s chief engineer, says that the previous, seventh-generation model had reached the limits of front-engine physics. By rebalancing weight rearward, the new design allows the Stingray to put almost preposterous power to the pavement without sacrificing the comfort and everyday drivability that buyers demand. I got my first taste of these new physics near the old stagecoach town of Tortilla Flat, Ariz. Despite having barely more grunt than last year’s base model—369 kilowatts (495 horsepower) from the 6.2-liter V8 rumbling just behind my right shoulder—the Corvette scorches to 60 miles per hour (97 kilometers per hour) nearly a full second quicker, at a supercar-baiting 2.9 seconds. This Stingray should top out at around 190 mph. And there are rumors of mightier versions in the works, perhaps even an electric or hybrid ’Vette with at least 522 kW (700 hp). With the engine out back, driver and passenger sit virtually atop the front axle, 42 centimeters (16.5 inches) closer to the action, wrapped in a fighter-jet-inspired cockpit with a clearer view over a dramatically lowered hood. Thanks to a new eight-speed, dual-clutch automated gearbox, magnetorheological shocks, and a limited-slip rear differential—all endlessly adjustable—my Corvette tamed every outlaw curve, bump, and dip in its Old West path. It’s so stable and composed that you’ll need a racetrack to approach its performance limits. It’s still fun on public roads, but you can tell that it’s barely breaking a sweat. Yet it’s nearly luxury-car smooth and quiet when you’re not romping on throttle. And it’s thrifty. Figure on 9 to 8.4 liters per 100 kilometers (26 to 28 miles per gallon) at a steady highway cruise, including sidelining half its cylinders to save fuel. A sleek convertible model does away with the coupe’s peekaboo view of the splendid V8 through a glass cover. The upside is an ingenious roof design that folds away without hogging a cubic inch of cargo space. Unlike any other mid-engine car in the world, the Corvette will also fit two sets of golf clubs (or equivalent luggage) in a rear trunk, in addition to the generously sized “frunk” up front. The downside to that convenience is a yacht-size rear deck that makes—how shall we put this?—the Chevy’s butt look fat. An onboard Performance Data Recorder works like a real-life video game, capturing point-of-view video and granular data on any drive, overlaying the video with telemetry readouts, and allowing drivers to analyze lap times and performance with Cosworth racing software. The camera-and-GPS system allows any road or trip to be stored and analyzed as though it was a timed circuit—perfect for those record-setting grocery runs. Polestar 1 This hybrid is tuned for performance Base price: US $156,500 Photo: Polestar Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Consider the Polestar 1 a tech tease from Volvo. This fiendishly complex plug-in hybrid will be seen in just 1,500 copies, built over three years in a showpiece, enviro-friendly factory in Chengdu, China. Just as important, it’s the first of several planned Polestars, a Volvo sub-brand that aims to expand the company’s electric reach around the globe. I drove mine in New Jersey, scooting from Hoboken to upstate New York, as fellow drivers craned their necks to glimpse this tuxedo-sharp, hand-built luxury GT. The body panels are formed from carbon fiber, trimming 227 kilograms (500 pounds) from what’s still a 2,345-kg (5,170-pound) ride. Front wheels are driven by a four-cylinder gas engine, whose combo of a supercharger and turbocharger generates 243 kilowatts (326 horses) from just 2.0 liters of displacement, with another 53 kW (71 hp) from an integrated starter/generator. Two 85-kW electric motors power the rear wheels, allowing some 88 kilometers (55 miles) of emissions-free range—likely a new high for a plug-in hybrid—before the gas engine kicks in. Mashing the throttle summons some 462 kW (619 hp) and 1,000 newton meters (737 pound-feet) of torque, allowing a 4.2-second dash to 60 miles per hour (97 kilometers per hour). It’s fast, but not lung-crushing fast, like Porsche’s Taycan. Yet the Polestar’s handling is slick, thanks to those rear motors, which work independently, allowing torque vectoring—the speeding or slowing of individual wheels—to boost agility. And Öhlins shock absorbers, from the renowned racing and performance brand, combine precise body control with a creamy-smooth ride. It’s a fun drive, but Polestar’s first real test comes this summer with the Polestar 2 EV. That fastback sedan’s $63,750 base price and roughly 440-km (275-mile) range will see it square off against Tesla’s sedans. Look for it in next year’s Top 10. Hyundai Sonata It has the automation of a much pricier car Base price: US $24,330 Photo: Hyundai Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR The U.S. market for family sedans has been gutted by SUVs. But rather than give up on sedans, as Ford and Fiat Chrysler have done, Hyundai has doubled down with a 2020 Sonata that’s packed with luxury-level tech and alluring design at a mainstream price. The Sonata is packed with features that were recently found only on much costlier cars. The list includes Hyundai’s SmartSense package of forward-collision avoidance, automated emergency braking, lane-keeping assist, automatic high-beam assist, adaptive cruise control, and a drowsy-driver attention warning, and they’re all standard, even in the base model. The SEL model adds a blind-spot monitor, but with a cool tech twist: Flick a turn signal and a circle-shaped camera view of the Sonata’s blind spot appears in the digital gauge cluster in front of the driver. It helped me spot bicyclists in city traffic. Hyundai’s latest infotainment system, with a 10-inch (26-centimeter) monitor, remains one of the industry’s most intuitive touch screens. Taking a page from much more expensive BMWs, the Hyundai’s new “smart park” feature, standard on the top-shelf Limited model, lets it pull into or out of a tight parking spot or garage with no driver aboard, controlled by the driver through the key fob. That fob can be replaced by a digital key, which uses an Android smartphone app, Bluetooth Low Energy, and Near Field Communication to unlock and start the car. Owners can share digital-key access with up to three users, including sending codes via the Web. Even the Sonata’s hood is festooned with fancy electronics. What first looks like typical chrome trim turns out to illuminate with increasing intensity as the strips span the fenders and merge into the headlamps. The chrome was laser-etched to allow a grid of 0.05-millimeter LED squares to shine through. Add it to the list of bright ideas from Hyundai. Porsche Taycan It outperforms Tesla—for a price Base price: US $114,340 Photo: Porsche Fast off the mark and fast to charge, the Taycan inherits tech from Porsche’s LeMans-winning 919 Hybrid racers, including the 800-volt architecture. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Yes, the all-electric Porsche Taycan is better than a Tesla Model S. And it had damn well better be: The Porsche is a far newer design, and it sells at up to double the Tesla’s price. What you get for all that is a four-door supercar GT, a technological marvel that starts the clock ticking on the obsolescence of fossil-fueled automobiles. This past September I spent two days driving the Taycan Turbo S through Denmark and Germany. One high point was repeated runs to 268 kilometers per hour (167 miles per hour) on the Autobahn, faster than I’ve ever driven an EV. From a standing start, an automated launch mode summoned 560 kilowatts (750 horsepower) for a time-warping 2.6-second dash to 60 mph. As alert readers have by now surmised, the Taycan is fast. But one of its best time trials takes place with the car parked. Thanks to the car’s groundbreaking 800-volt electrical architecture—with twice the voltage of the Tesla’s—charging is dramatically quicker. Doubling the voltage means the current needed to deliver a given level of power is of course halved. Pulling off the Autobahn during my driving test and connecting the liquid-cooled cables of a 350-kW Ionity charger, I watched the Porsche suck in enough DC to replenish its 93.4-kW battery from 8 to 80 percent in 20 minutes flat. Based on my math, the Porsche added nearly 50 miles of range for every 5 minutes of max charging. In the time it takes to hit the bathroom and pour a coffee, owners can add about 160 kilometers (100 miles) of range toward the Taycan’s total, estimated at 411 to 450 km (256 to 280 miles) under the new Worldwide Harmonized Light Vehicle Test Procedure. But the U.S. Environmental Protection Agency (EPA) seems to have sandbagged the Porsche, pegging its range at 201 miles, even as test drivers report getting 270 miles or more. Porsche hopes to have 600 of the ultrafast DC chargers up and running in the United States by the end of this year. That 800-volt operation brings other advantages, too. With less current to carry, the wiring is slimmer and lighter, saving 30 kilograms in the electrical harness alone. Also, less current is drawn during hard driving, which reduces heat and wear on the electric motors. Porsche says that’s key to the Taycan’s repeatable, consistent performance. In its normal driving mode, the Turbo S version kicks out 460 kW (617 horsepower) and 1,049 newton meters (774 pound-feet) of torque. The front and back axles each have an electric motor with a robust 600-amp inverter; in other models the front gets 300 amps and the rear gets 600 amps. The Porsche’s other big edge is its race-bred handling. Though this sedan tops 2,310 kg (5,100 pounds), its serenity at boggling speeds is unmatched. Credit the full arsenal of Porsche’s chassis technology: four-wheel-steering, active roll stabilization, and an advanced air suspension offering three levels of stiffness, based on three separate pressurized chambers. Porsche claims class-leading levels of brake-energy recuperation. It’s also Porsche’s most aerodynamic production model, with a drag coefficient of just 0.22, about as good as any mass-production car ever. Porsche invested US $1 billion to develop the Taycan, with $800 million of that going to a new factory in Zuffenhausen, Germany. For a fairer fight with Tesla, a more-affordable 4S model arrives in U.S. showrooms this summer, with up to 420 kW (563 hp) and a base price of $103,800. Audi RS Q8 Mild hybrid, wild ride Base price (est.): US $120,000 Photo: Audi Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR I’m rocketing up a dormant volcano to the highest peak in Spain, Mt. Teide in the Canary Islands. There may be more efficient ways to test a luxury crossover SUV, but none more fun. I’m in the Audi RS Q8, a mild-hybrid version of the Q8, introduced just last year. I’m getting a lesson in how tech magic can make a roughly 2,310-kilogram (5,100-pound) vehicle accelerate, turn, and brake like a far smaller machine. The RS Q8’s pulsing heart is a 4-liter, 441-kilowatt (591-horsepower) twin-turbo V8. It’s augmented by a mild-hybrid system based on a 48-volt electrical architecture that sends up to 12 kW to charge a lithium-ion battery. That system also powers trick electromechanical antiroll bars to keep the body flatter than a Marine’s haircut during hard cornering. An adaptive air suspension hunkers down at speed to reduce drag and center of gravity, while Quattro all-wheel drive and four-wheel steering provide stability. A mammoth braking system, largely shared with the Lamborghini Urus, the Audi’s corporate cousin, includes insane 10-piston calipers up front. That means 10 pressure points for the brake pads against the spinning brake discs, for brawny stopping power and improved heat management and pedal feel. Optional carbon-ceramic brakes trim 19 pounds from each corner. Audi’s engineers fine-tuned it all in scores of trials on Germany’s fabled Nürburgring circuit, which the RS Q8 stormed in 7 minutes, 42 seconds. That’s faster than any other SUV in history. Audi’s digital Virtual Cockpit and MMI Touch center screens are smoothly integrated in a flat panel. A navigation system analyzes past drives to nearby destinations, looking at logged data on traffic density and the time of day. And the Audi Connect, an optional Android app that can be used by up to five people, can unlock and start the Audi. Audi quotes a conservative 3.8-second catapult from 0 to 100 kilometers per hour (62 miles per hour). We’re betting on 0 to 60 mph in 3.5 seconds, maybe less. Mini Cooper SE It offers all-electric sprightliness US $30,750 Photo: Mini Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR I’m on a street circuit at the FIA’s Formula E race in Brooklyn, N.Y., about to take my first all-electric laps in the new Mini Cooper SE during a break in race action. The Manhattan skyline paints a stunning backdrop across the harbor. My Red Hook apartment happens to be a short walk from this temporary circuit; so is the neighborhood Tesla showroom, and an Ikea and a Whole Foods, both equipped with EV chargers. In other words, this densely populated city is perfect for the compact, maneuverable, electric Mini, that most stylish of urban conveyances. It’s efficient, too, as Britain’s Mini first proved 61 years ago, with the front-drive car that Sir Alec Issigonis created in response to the gasoline rationing in Britain following the 1956 Suez crisis. This Mini squeezes 32.6 kilowatt-hours worth of batteries into a T-shaped pack below its floor without impinging on cargo space. At a hair over 1,360 kilograms (3,000 pounds), this Mini adds only about 110 kg to a base gasoline Cooper. With a 135-kilowatt (181-horsepower) electric motor under its handsome hood, the Mini sails past the Formula E grandstand, quickening my pulse with its go-kart agility and its ethereal, near-silent whir. The body sits nearly 2 centimeters higher than the gasoline version, to accommodate 12 lithium-ion battery modules, but the center of gravity drops by 3 cm (1.2 inches), a net boost to stability and handling. Because the Mini has neither an air-inhaling radiator grille nor an exhaust-exhaling pipe, it’s tuned for better aerodynamics as well. A single-speed transmission means I never have to shift, though I do fiddle with the toggle switch that dials up two levels of regenerative braking. That BMW electric power train, with 270 newton meters (199 pound-feet) of instant-on torque, punts me from 0 to 60 miles per hour (0 to 97 kilometers per hour) in just over 7 seconds, plenty frisky for such a small car. The company claims a new wheelspin actuator reacts to traction losses notably faster, a sprightliness that’s particularly gratifying when gunning the SE around a corner. It all reminds me of that time when the Tesla Roadster was turning heads and EVs were supposed to be as compact and light as possible to save energy. The downside is that a speck-size car can fit only so much battery. The Mini’s has less than one-third the capacity of the top Tesla Model S. That’s only enough for a mini-size range of 177 km (110 miles). That relatively tiny battery helps deliver an appealing base price of $23,250, including a $7,500 federal tax credit. And this is still a hyperefficient car: On a subsequent drive in crawling Miami traffic, the Mini is on pace for 201 km (125 miles) of range, though its battery contains the equivalent of less than 0.9 gallon of gasoline. Following a full 4-hour charge on a basic Level 2 charger, you’ll be zipping around town again, your conscience as clear as the air around the Mini. Vintage Fiat 124 Spider, Retooled by Electric GT A drop-in electric-drive system gives new life to an old car—like this 1982 Spider System base price: US $32,500 Photo: Electric GT This modern classic from 1982, retooled by Electric GT, hums along on an electric system that fits the space the engine used to occupy. Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Vintage-car aficionados love to grouse about the time and money it takes to keep their babies running. Electric GT has a better idea: Skip ahead a century. The California company has developed an ingenious plug-and-play “crate motor” that transplants an electric heart into most any vintage gasoline car. I drove an orange 1982 Fiat 124 Spider that Electric GT converted to battery drive. With a relatively potent 89 kilowatts (120 horsepower) and 235 newton meters (173 pound-feet) of torque below its hood, and 25 kilowatt-hours’ worth of repurposed Tesla batteries stuffed into its trunk area, the Fiat can cover up to 135 kilometers (85 miles) of driving range, enough for a couple hours of top-down cruising. Best of all, the system is designed to integrate exclusively with manual-transmission cars, including the Fiat’s charming wood-topped shifter and five forward gears. This romantic, Pininfarina-designed Fiat also squirts to 60 miles per hour in about 7 seconds, about 3 seconds quicker than the original old-school dawdler. Electric GT first got attention when it converted a 1978 Ferrari 308, best known as Tom Selleck’s chariot on the U.S. TV show “Magnum, P.I.,” to electric drive. The company’s shop, north of Los Angeles, is filled with old Porsches, Toyota FJ40s, and other cars awaiting electrification. The crate motors even look like a gasoline engine, with what appears at first glance to be V-shaped cylinder banks and orange sparkplug wires. Systems are engineered for specific cars, and the burliest of the bunch store 100 kWh, enough to give plenty of range. With system prices starting at US $32,500 and topping $80,000 for longer-range units, this isn’t a project for the backyard mechanic on a Pep Boys budget. Eric Hutchison, Electric GT’s cofounder, says it’s for the owner who loves a special car and wants to keep it alive but doesn’t want to provide the regular babying care that aging, finicky machines typically demand. “It’s the guy who says, ‘I already own three Teslas. Now, how do I get my classic Jaguar electrified?’ ” says Hutchison. Components designed for easy assembly should enable a good car hobbyist to perform the conversion in just 40 to 50 hours, the company says. “We’re taking out all the brain work of having to be an expert in battery safety or electrical management,” Hutchison says. “You can treat it like a normal engine swap.” Toyota RAV4 Hybrid A redesigned hybrid system optimizes fuel economy Base price: $29,470 Photo: Toyota Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR The RAV4 is the best-selling vehicle in the United States that isn’t a pickup truck. What’s more, its hybrid offshoot is the most popular gas-electric SUV. No wonder: Forty-four percent of all hybrids sold in America in 2018 were Toyotas. And where many hybrids disappoint in real-world fuel economy, the RAV4 delivers. That’s why this Toyota, whose 2019 redesign came too late to make last year’s Top 10 list, is getting its due for 2020. My own tests show 41 miles per gallon (5.7 liters per 100 kilometers) in combined city and highway driving, 1 mpg better than the EPA rating. Up front, a four-cylinder, 131-kilowatt (176-horsepower) engine mates with an 88-kW (118-hp) electric motor. A 40-kW electric motor under the cargo hold drives the rear wheels. Altogether, you get a maximum 163 kW (219 hp) in all-wheel-drive operation, with no driveshaft linking the front and rear wheels. The slimmer, redesigned hybrid system adds only about 90 kilograms (about 200 pounds) and delivers a huge 8-mile-per-gallon gain over the previous model. Toyota’s new Predictive Efficient Drive collects data on its driver’s habits and combines that with GPS route and traffic info to optimize both battery use and charging. For example, it will use more electricity while climbing hills in expectation of recapturing that juice on the downhill side. And when the RAV4 is riding on that battery, it’s as blissfully quiet as a pure EV. Toyota’s Safety Sense gear is standard, including adaptive cruise control, lane-keeping assist, and automatic emergency braking. Next year will bring the first-ever plug-in hybrid version, which Toyota says will be the most powerful RAV4 yet. Ford Escape Hybrid This SUV has carlike efficiency Base price: US $29,450 Photo: Ford Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Years ago, Americans began abandoning their cars for SUVs. So by now you might think those SUVs would be achieving carlike efficiencies. You’d be correct. Exhibit A: the new Ford Escape Hybrid, with its class-topping EPA rating of 5.7 liters per 100 kilometers (41 miles per gallon)in combined city and highway driving. That’s 1 mpg better than its formidable Top 10 competitor, the Toyota RAV4 Hybrid. Where the Toyota aims for a rugged-SUV look, the Ford wraps a softer, streamlined body around its own hybrid system. That includes a 2.5-L, four-cylinder Atkinson-cycle engine, and a pair of electric motor/generators for a 150-kilowatt (200 horsepower) total. A briefcase-size battery pack, about a third the size of the old Escape Hybrid’s, tucks below the front passenger seat. The Toyota’s rear electric motor drives the rear wheels independently and thus offers only an all-wheel-drive version. The Escape forges a mechanical connection to the rear wheels, allowing both all-wheel drive and front-wheel-drive versions. The latter is lighter and more efficient when you’re not dealing with snow, ice, off-roading, or some combination of the three. The 0-to-60-mph run is dispatched in a whisper-quiet 8.7 seconds, versus 7.5 seconds for the Toyota. The Ford fires back with powerful, smartly tuned hybrid brakes that have more stopping power than either the Toyota or the gasoline-only Escapes can manage. Tech features include a nifty automated self-parking function, evasive-steering assist, and wireless smartphone charging. A head-up display available on the Titanium—Ford’s first ever in North America—projects speed, navigation info, driver-assist status, and other data onto the windshield. FordPass Connect, a smartphone app, lets owners use a smartphone to lock, unlock, start, or locate their vehicle, and a standard 4G LTE Wi-Fi system links up to 10 mobile devices. A plug-in hybrid version will follow later this year with what Ford says will be a minimum 30 miles of usable all-electric range. All told, it’s a winning one-two punch of efficiency and technology in an SUV that starts below $30,000. Aston Martin Vantage AMR High tech empowers retro tech Base price: US $183,081 Photo: Aston Martin Best of Old and New: The AMR blends an actual manual transmission integrated into an adaptive power train and suspension Introduction Chevrolet Corvette Stingray C8 Polestar 1 Hyundai Sonata Porsche Taycan Audi RS Q8 Mini Cooper SE Fiat 124 Spider Toyota RAV4 Hybrid Ford Escape Hybrid Aston Martin Vantage AMR Take an Aston Martin Vantage, among the world’s most purely beautiful sports cars. Add a 375-kilowatt (503-horsepower) hand-assembled V8 from AMG, the performance arm of Mercedes-Benz. Assemble a team of engineers led by Matt Becker, Aston’s handling chief and the former maestro of Lotus’s chassis development. Does this sound like the recipe for the sports car of your dreams? Well, that dream goes over the top, with the manual transmission in the new Vantage AMR. Burbling away from Aston’s AMR Performance Centre, tucked along the Nürburgring Nordschleife circuit in Germany, I am soon happily pressing a clutch pedal and finessing the stick shift on the Autobahn. The next thing I know, the Aston is breezing past 300 kilometers per hour (or 186 miles per hour), which is not far off its official 195-mph top speed. That’s a 7-mph improvement over the automatic version. This stick shouts defiance in a world in which the Corvette C8, the Ferrari, the Lamborghini, and the Porsche 911 have sent their manual transmissions to the great scrapyard in the sky. But what’s impressive is how seamlessly the company has integrated this classic technology with the newest tech, including an adaptive power train and suspension. The AMR’s 1,500-kilogram (3,298-pound) curb weight is about 100 kg less than that of an automatic model. The seven-speed manual, a once-maddening unit from Italy’s Graziano, has been transformed. An all-new gearbox was out of the question: No supplier wanted to develop one for a sports car that will have just 200 copies produced this year. So Aston had to get creative with the existing setup. Technicians reworked shift cables and precisely chamfered the gears’ “fingers”—think of the rounded teeth inside a Swiss watch—for smoother, more-precise shifts. A dual-mass flywheel was fitted to the mighty Mercedes V8 to dampen resonance in the driveline so the gearbox doesn’t rattle. The standard Vantage’s peak torque has been lowered from 681 to 625 newton meters (from 502 to 461 pound-feet) to reduce stress on transmission gears. Aston also sweated the ideal placement of shifter and clutch pedal for the pilot. A dual-chamber clutch master cylinder, developed from a Formula One design, moves a high volume of transmission fluid quickly, but without an unreasonably heavy, thigh-killing clutch pedal. A selectable AM Shift Mode feature delivers modern, rev-matching downshifts, eliminating the need for human heel-and-toe maneuvers, with thrilling matched upshifts under full throttle. The Graziano still takes a bit of practice: Its funky “dogleg” first gear sits off to the left, away from the familiar H pattern of shift gates. Second gear is where you’d normally find first, third replaces second, and so on. The layout originated in old-school racing, the idea being that first gear was unneeded, unless you were rolling through the pit lane. The dogleg pattern allows easier shifting from second to third and back without having to slide the shifter sideways. Once acclimated, I can’t get enough: The shifter grants me precise control over the brawny V8, and the Aston’s every balletic move. More improbably, this sweet shifter on the AMR won’t become a footnote in Aston history: It will be an option on every Vantage in 2021. This article appears in the April 2020 print issue as “ 2020 Top 10 Tech Cars.” #Transportation/advanced-cars #Transportation

Arplis - News source https://arplis.com/blogs/news/2020-top-10-high-tech-cars

[jeffrey2garner]

2019 LA Auto Show: Vehicles for Every Lifestyle

We round up vehicles for every type of lifestyle that we saw at the 2019 LA Auto Show, including the 2020 Audi RS Q8 and the 2020 Porsche Taycan 4S.

Thrill Seeker

The 2020 Audi RS Q8 made quite an entrance with its massive grille and striking lime green exterior. It’s got good looks and plenty of power, thanks to its 4.0-liter V8, which also sits under the hood of the RS 6 Avant. It can get from 0-60 mph in under 4 seconds and up to an electronically limited top speed of 155 mph. You can also check out the 2020 Subaru WRX STI Series.White, which makes 310 horsepower and is available only with a 6-speed manual. It stands out with 19-inch matte bronze wheels and silver brake calipers.

Weekend Warrior

The 2021 Kia Seltos debuted at the LA Auto Show, making it the latest crossover to join the company’s growing family. It offers 7.2 inches of ground clearance along with a rugged design that echoes its slightly older sibling, the Telluride. Even better? According to Kia, the Seltos will have a starting MSRP of under $22,000. The 2021 Toyota RAV4 Prime also debuted, showcasing a new plug-in hybrid powertrain that packs 302 horsepower. You can expect 39 miles of all-electric range and 90 MPGe.

EV Enthusiast

We saw plenty of EVs at the LA Auto Show that offer a combination of performance, range, and technology. The 2021 Ford Mustang Mach-E features a 15-inch touchscreen and an EPA-estimated 300-mile range. If you opt for the GT Performance Edition, a 98.8-kilowatt-hour battery makes 459 horsepower and 612 pound-feet of torque. The 2020 Porsche Taycan 4S also caught our eye. It’s got a 0-60 mph time of 3.8 seconds and packs up to 562 horsepower and 479 pound-feet of torque if you opt for overboost with launch control. Inside, you’ve got up to four screens, with the 16.9-inch driver cluster, a 10.9-inch infotainment screen for the driver and another for the passenger, and an 8.4-inch screen in the console.

Luxury Shopper

The 2021 Lexus LC 500 convertible offers a number of luxe features, including the Lexus Climate Concierge, which tweaks the car’s heated seats, neck warmers, and heated steering wheel to the ideal temperature. BMW introduced a new version of the M2 with the 2020 M2 CS Coupe. It gets a 39-hp power increase to 444 hp and a 6-speed manual standard. Inside, it features Alcantara-and-leather seats and a Harman Kardon sound system.

For more auto show news, check out these articles:

The Startup Truck Wars Start at LA Auto Show

2019 LA Auto Show: Six Star Cars

More Shoppers Consider Owning EVs, CarGurus Survey Finds

The post 2019 LA Auto Show: Vehicles for Every Lifestyle appeared first on The CarGurus Blog.

from The CarGurus Blog https://blog.cargurus.com/2019/11/26/2019-la-auto-show-vehicles-for-every-lifestyle via Car Gurus from Blogger http://jeffrey2garner.blogspot.com/2019/11/2019-la-auto-show-vehicles-for-every.html via IFTTT

[enginerumors]

2019 Toyota RAV4 Interior, Colors, MPG

2019 Toyota RAV4 Interior, Colors, MPG

2019 Toyota RAV4 Interior, Colors, MPG – With the knowledge that RAV4 is one of the greatest and the majority of identified Sports utility vehicles around the market today, we do not want to locate some incredible changes onto it. What is fantastic regarding this is which is the signifies in which what most appealing like SUV needs to be organised. That means this can be clean out from the…