#2020 Chrysler 300 Platinum

[mikethepec-blog]

2020 Chrysler 300 Concept, Redesign And Price

2020 Chrysler 300 Concept, Redesign And Price

This Chrysler 300 is almost all created its stunning visual appeal in the marketplace in the coming year. Numerous have there little brown eyes upon it. The Chrysler 300 is most widely known to its standard premium visual appeal.

2020 Chrysler 300 Price

If you are hunting for a chauffeur drove the car like the car which may resemble a Rolls Royce, then you can get the only thing that in the Chrys…

[chryslercardealershiptexas]

Have You Heard About The 2020 Chrysler 300 Sedan?

In this model year, Chrysler maintains much the same characteristics as the 2019 Chrysler 300. Several aesthetic changes have been made, starting with the choice of exterior paint color. Customers can now choose Amethyst, Frostbite, or Canyon Sunset in addition to the previously available color correction. The Red S Appearance package is also available. The set comes with 20-inch wheels and a unique badge and comes with a bright red interior that enhances the car's sporty feel.

2020 Chrysler 300 Touring AWD Sedan

The Chrysler 300 Touring has a Uconnect 4C system, which functions on an 8.4-inch touch screen. Drivers have the ability to use both Android Auto and Apple CarPlay with this system.

2020 Chrysler 300 Touring L Sedan

The Touring L is also eligible for LED fog lights, remote start, and sunroof. Buyers will find the moonroof to be an optional feature for the rest of the trim line.

2020 Chrysler 300 Touring 300S Sedan

Optional for the 300S is an alpine audio system. Models equipped with this equipment have nine in-depth speakers. The system also puts a subwoofer in the trunk to enjoy extra music.

2020 Chrysler 300 Limited AWD Sedan

A high-end Harmon Kardon audio system is available at this trim level. The 19 speakers are arranged in such a way as to provide an ambient sound experience. A subwoofer is also included in the system.

2020 Chrysler 300 Touring 300C Sedan

The Touring 300C gets high-intensity low-high beams. It also has a quite unique-looking grille as a result of the metal-looking surround. In fact, several exterior accents gain a platinum finish for this top-of-the-line trim level.

Amazing Performance:

The two engines available for the 300 are packed with punch. The base 300 is equipped with a 3.6-liter V6 engine that produces 292 horsepower, and the Aichlick 5.7-liter V8 engine produces 363 horsepower. The V6 is powerful enough for most buyers, but those who want a little more power should consider the V8. Both engines have an eight-speed automatic transmission.

Equipped with a base engine and rear-wheel drive, the 2020 Chrysler 300 offers 19/30 mpg city/highway. With all-wheel drive, the fuel economy is 18 mpg in the city and 27 mpg on the highway. Chrysler 300 with V8 engine gets 16/25mpg city/highway.

Grade-A Interior And Exterior:

The 300 can seat up to five people, and its large seats provide plenty of space for adults. An eight-way adjustable driver's seat and fabric cover are standard. Available services include an power adjusted eight-way passenger seat, leather seat cushion, heated front and rear seats, electric-adjusted steering wheel, and ventilated front seats.

The 2020 Chrysler 300 sedan has great style features and offers Sport Appearance and Chrome Appearance packages for the Introductory 300 Touring model, which features 20-inch wheels. The top Hemi-electrified 300C model has platinum chrome on the grille. It also comes with plethora of color options such as Maximum Steel Metallic Clear Coat, Granite Crystal Metallic Clear Coat, Ceramic Gray Clear Coat, Ocean Blue Metallic Clear Coat, Velvet Red Pearl Coat.

Safer Than Ever Before:

Formal tests conducted by the National Highway Traffic Safety Administration gave the 300 Sedans four stars in the roll over test and full five stars in the side crash test. The Chrysler 300 was named the best test for four crashes by the Insurance Institute for Highway Safety.

The standard active safety feature on the 300 is the rearview camera. Extended safety features include lane departure warning, automatic emergency braking, traffic warning for rear crossings, lane departure warning, blind spot monitoring, forward collision warning, front and rear parking sensors, as well as adaptive cruise control. High beam headlamps and automatic windshield wipers are also available.

Reliance Chrysler Dodge Jeep Ram offers you great deals on the 2020 Chrysler 300 Sedans in its inventory. Visit us Today at EL Campo, Angleton, Lake Jackson, and your surrounding areas.

[blogueericdescarries]

Chrysler Pacifica Hybrid, Ford F-150 en voyage et ma «folie» Lotus!

Le 7 juillet 2021

Les choses ne se produisent pas toujours comme on le veut. Je devais terminer ma participation à l’ÉcoMois de l’AJAC en roulant avec une Jeep Wrangler Hybrid mais Stellantis Canada en a décidé autrement. À la place, j’ai eu droit à la fourgonnette de luxe Pacifica mais en version hybride électrique, un autre véhicule qui était inscrit au programme de l’ÉcoMois. Par conséquent, je devrai remettre mes impressions de conduite de la Wrangler 4xe à plus tard. En attendant, voici quelques mots sur la Pacifica hybride qui, avouons-le, devrait être un choix logique pour des déplacements locaux en famille.

La Chrysler Pacifica est désormais disponible en version hybride enfichable (PHEV) (Photo Éric Descarries)

Je vous ferai grâce des détails esthétiques de la Pacifica vu que j’ai décrit ce véhicule en détail il y a quelques mois dans ce blogue. Toutefois, c’était alors la version «régulière» mais à traction intégrale. Dans le cas qui nous intéresse ici, la version hybride électrique enfichable («Plug-In» si vous voulez utiliser les termes américains) n’est livrable qu’avec la traction avant. Les éléments «techniques» impliquent le V6 à essence de 3,6 litres et deux moteurs électriques, le tout développant quelque 260 chevaux (curieusement, un peu moins que la version à essence régulière) ce qui permet des temps d’accélérations de quelque 8 secondes pour passer du point mort à 100 km/h. Pas si mal pour un véhicule de ce gabarit!

De l’arrière, il est plutôt difficile de distinguer la version hybride de la Pacifica. (Photo Éric Descarries)

Au départ, la Pacifica Hybrid ne se déplace qu’avec le moteur électrique. L’autonomie de la batterie est d’alors environ 50 kilomètres. Passé cette limite, le V6 entre en action mais il continue d’être appuyé par le moteur électrique selon la sollicitation du conducteur. Selon mes impressions de conduite, cette Pacifica équivaut bien plusieurs véhicules de cette motorisation et plus même, ne serait-ce que par sa capacité d’y accepter jusqu’à huit passagers en tout confort. Malheureusement, dans sa configuration hybride, la Pacifica perd sa caractéristique de sièges du centre qui se rabattent dans le plancher (c’est là qu’il y a les batteries!).

L’ensemble «technique» de la Pacifica hybride révèle des fils, beaucoup de fils orange et des boîtes décoratives par-dessus le V6 ! (Photo Éric Descarries)

Mon essai fut plutôt court, juste le temps de prendre connaissance avec le véhicule. Selon plusieurs sources, la consommation d’essence de cette Chrysler tournerait autour des 8,0 l./100 km. Éventuellement, j’espère remettre la main sur ce véhicule pour un vrai «road trip», la seule véritable façon d’apprécier tout véhicule, surtout une fourgonnette de ce calibre (qui, en passant, a été votée Meilleure voiture électrique de l’année par l’AJAC en 2020 !). Il est difficile d’en établir le prix exact. Il existe deux versions, la Limited et la Pinnacle et il est possible (toujours possible, je l’espère) d’obtenir plusieurs rabais dus au fait qu’elle est hybride électrique ce qui pourrait ramener son prix autour des 45 000 $. J’y reviendrai certainement.

Plus de 1000 km en F-150

Lorsque Ford a «relancé» son F-150 il y a quelques mois, j’ai eu l’opportunité de vous en faire connaître deux versions, l’originale avec moteur EcoBoost de 3,5 litres et la version «hybride» avec le même moteur mais aidé d’un moteur électrique. Évidemment, pour les besoins de la cause, la version hybride était plus intéressante, surtout pour des déplacements urbains et l’économie de carburant qui en découle. Je n’ai donc couvert que quelques centaines de kilomètres avec chacun des modèles durant la même semaine ce qui n’est pas toujours représentatif des attentes d’un automobiliste voulant en savoir plus sur ce nouveau véhicule.

Le F-150 EcoBoost d’essai…pour une deuxième fois ! (Photo Guillaume Descarries)

Le hasard a voulu que je puisse remettre la main sur la version Platinum à moteur EcoBoost régulier pour quelques jours la semaine dernière. Et je l’ai utilisé pour apporter certains outils imposants à mon fils qui vit en Abitibi. Voilà donc la bonne occasion de faire un vrai «road trip» avec le tout récent F-150 et profiter de son utilité.  

Le même F-150 Platinum vu de l’arrière. (Photo Guillaume Descarries)

Parce que j’entends très souvent des critiques sur un tel véhicule. Fréquemment, on le mentionne comme étant un «ennemi» de l’environnement (les «gros F-150 énergivores») sans vraiment tenir compte du fait que plusieurs gens les utilisent pour leur travail ou pour déplacer leurs outils ou leurs véhicules de loisir. Généralement, ces commentaires (qui valent aussi pour les Chevrolet Silverado, GMC Sierra, Ram, Toyota Tundra, Nissan Titan et leurs variants sport utilitaires) les placent trop souvent dans un contexte urbain. Oui, ils sont plus gros qu’une Corolla. Mais leur utilité en est toute différente.

Essayez de déplacer de tels objets sur un long trajet avec une petite auto…(Photo Éric Descarries)

Le plus ironique, c’est que lorsqu’on sort d’un milieu urbain, on voit bien souvent plus de pick-up que de voitures! En route de Laval vers l’Abitibi, je jouais un jeu avec ma femme lui demandant de deviner quelle marque de véhicule pouvait s’apprêter à nous doubler. Vous vous en doutez, il y a avait alors plusieurs F-150 (à un moment donné, il n’y en avait pas un, ni deux, ni trois mais bien quatre F-150 qui me doublaient l’un derrière l’autre, tous avec une sorte de charge quelconque). En général, les F-150 (et compagnie) servent à quelque tâche!

Le F-150 Platinum que j’ai utilisé s’est avéré un véritable véhicule de grand luxe tant sur l’autoroute que sur route secondaire (et même en ville de campagne!). La charge dans la caisse (qui était très bien arrimée grâce au système d’attaches du constructeur aidant), nous nous sommes retrouvés dans un véhicule extrêmement doux et silencieux. De plus, son V6 était suffisamment puissant pour lui procurer des accélérations impressionnantes et des reprises étonnantes. Mais voici la plus grande surprise. J’ai obtenu une moyenne de 10,3 l./100 km durant ce voyage à une vitesse moyenne d’environ 105 km/h! Si ça ne vous dit rien, sachez que c’est la consommation qui se rapproche le plus de celle d’une berline moyenne comme une Chrysler 300, une Ford Taurus ou même une Toyota Camry avec un moteur V6! Et cela, avec du carburant régulier en plus! Ajoutez à cela la capacité de tirer une remorque allant jusqu’à plus de 12 000 livres! Voilà de quoi répondre à ses détracteurs qui disent ne jamais en vouloir «parce que ça consomme trop!».

L’ordinateur de bord en est arrivé à la même conclusion que moi…une consommation très raisonnable! (Photo Éric Descarries)

Incidemment, ce F-150 est aussi un véhicule à quatre roues motrices (sur commande ou automatique) qui peut se déplacer dans des sentiers modérés (et qui s’avérera presque invulnérable dans la neige en hiver). De plus, comme c’en est le cas pour tous les F-150 4 x 4 vendus au Canada avec les ensembles de remorquage, celui-ci avait cette commande qui permettait à son opérateur de reculer avec une remorque et de placer celle-ci à l’aide de ce bouton rotatif sans même toucher au volant! Et, si vous revenez à mon article initial de mars dernier, vous y verrez des prises de courant dans le flanc gauche de la caisse!

Évidemment, un tel véhicule vient à un prix, dans ce cas, plus de 80 000 $. Mais, c’est le prix à payer pour autant de possibilités. Et, à voir le nombre de F-150 sur la route (et lorsqu’on en analyse les chiffres de ventes étonnants), on ne peut en dénier la popularité. Oh! Juste avant de terminer, méfiez-vous, il y a de la police sur la route 117 qui mène en Abitibi. Et les policiers y roulent en…F-150!

Ma petite folie Lotus

Enfin, plusieurs de mes amis ont vu cette photo d’une «épave» de Lotus Europe sur une remorque derrière le Nissan Armada dont il était question dans ce blogue la semaine dernière. Oui, c’est mon prochain projet.

Mon prochain projet…(Photo Éric Descarries)

Ceux qui me connaissent savent que j’aime reconstruire des maquettes, des miniatures d’automobiles abandonnées ou fortement «abusées» et leur donner une «seconde vie». J’en ai fait à toutes les échelles, 1/32e, 1/25e, 1/16e et même 1/8e. Cette fois, ce sera au 1/1!

Cette Europa est abandonné depuis plusieurs années. Ayant été partiellement endommagée par un feu à l’arrière, certains bricoleurs ont tenté de la modifier…je ne sais trop comment. Il y a moins d’une dizaine d’années, le châssis avait été restauré. Il a même reçu un moteur Renault plus puissant. Mais le travail fut abandonné et le châssis s’est retrouvé à l’extérieur, exposé aux intempéries.

Je l’ai donc retrouvé en pièces détachées et lorsque j’ai montré les photos de l’auto à mon ami Michel Pigeon, celui-là même qui a construit ma Cobra (et quelque 30 autres!), il m’a répondu que c’était du travail mais que ce n’était pas impossible. Surtout pour lui qui sait comment travailler le métal et la fibre de verre.

L’auto est donc maintenant en sécurité où je devrai commencer bientôt un travail de démontage. S’il y aura des pièces à remplacer, j’ai déjà le livre de «construction» de l’Europa avec tous les détails concernant le châssis, la mécanique (en majeure partie empruntée d’autres voitures) incluant les mesures complètes.

Ce sera certes un travail de patience de trois ou quatre ans. Mais j’ai bien l’intention de l’amener à bon port. Et si ce blogue survit au temps, j’aurai certainement la fierté de vous montrer ce que je sais faire avec ce que les modélistes appellent «a glue bomb» ou ce que j’appelle une épave. Un petit brin de folie, quoi!

La Lotus Emira !  

Enfin, pour terminer ce blogue, je viens de voir les premières images de la toute nouvelle Lotus Emira, une toute petite GT qui remplacera sous peu les Elise et Exige. Les présentations sont plutôt discrètes mais on y apprend que l’Emira est conçue comme les autres Lotus avec un châssis léger et une carrosserie toute en fibre de verre. Elle sera disponible avec un moteur à quatre cylindres AMG (Mercedes…) de 2,0 litres qui fait 360 chevaux ou un V6 Toyota de 400 chevaux. L’Emira sera la toute dernière voiture de Lotus avec un moteur à essence. Les modèles à venir seront tous électriques…

La nouvelle Lotus Emira sera la dernière auto à moteur à combustion du petit constructeur anglais! (Photo Lotus)

[noah44jacob]

2020 Chrysler 200 Limited Platinum Review, Price and Specs Rumor

2020 Chrysler 200 Limited Platinum Review, Price and Specs Rumor

2020 Chrysler 200 Limited Platinum Review, Price and Specs Rumor– 2020 Chrysler 200 Has become reported for by some people worldwide that the manufacturer and perhaps re-design on this model to make the car become a sophisticated sedan. In 1996, the company launched Chrysler models from the market. In this particular modern area, the manufacturer of the program chosen to make it manage to bring…

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2020 Ford Explorer First Look: Rear Drive Reborn

We’ve seen many flavors of Ford Explorers over the years. It’s been a trucky, body-on-frame SUV and a stretched car-based crossover. It has roots that trace back to Volvo and Mazda, and it has also shown flashes of pure Ford DNA.

The common thread—no matter how it was engineered, what it looked like, or how it was critically received—has been its status as an American sweetheart. Ford has sold 7.7 million Explorers since that first one rolled off the line in 1990, and there are still 3.6 million of them on the road today.

The Explorer helped define the SUV segment and is one of the automaker’s best-known nameplates. It’s the centerpiece of a utility lineup that has grown around it. Above it is the Expedition, a massive body-on-frame SUV. Below it is a growing list of smaller crossovers, including, in descending size: the Edge, Escape, and EcoSport.

The centerpiece was in desperate need of its own redo. For 2020 the three-row family utility vehicle gets the complete overhaul while adding a hybrid and an ST performance model when it goes on sale in June.

Back to Its Rear-Drive Roots

The sixth-generation Explorer moves from a front-drive car platform to Ford’s long-awaited and all-new rear-drive architecture—the same one being used for the similarly sized Lincoln Aviator, both of which are assembled in Chicago. All-wheel drive is available from the base model up.

The clean sheet of paper makes many things possible. In addition to overall improvement gained by starting from scratch, the vehicle takes on a leaner and meaner look with a wider stance. The short overhang performs double duty: better for off-roading and more cabin room for on-roading.

Rear-drive handling comes standard, as does Ford’s 2.3-liter twin-turbo I-4 generating 300 hp and 310 lb-ft of torque mated to a 10-speed automatic transmission. Pricing has not been announced, but the base model will only increase $400 over the outgoing model, executives promise, which would put it at $33,860.

The top-end Platinum trim gets the 3.0-liter twin-turbocharged V-6, good for 365 hp and 380 lb-ft of torque.

First New Ford Hybrid in Ages

The 2020 model is 200 pounds lighter, which should also help with fuel economy, and there is now a hybrid option—the first new hybrid for the Ford brand in about six years—and the introduction of the ST model to add a little adrenaline. These augment the base, XLT, Limited, and high-end Platinum trims. More detail on the ST and Limited Hybrid is coming from the North American International Auto Show in Detroit next week.

There are promises of class-leading interior space—the wheelbase grew about 6 inches—and we anxiously await full specs. But having climbed inside, we can tell you that the old problem of feeling squished against the center console while needing longer arms to reach the door has been resolved with thinner doors and a redesigned center console. Humans can now sit comfortably in a cabin that stayed the same width.

Once inside you can’t miss the new customizable 12.3-inch digital cluster that changes the graphics with each of the six drive modes—seven if you have all-wheel drive and the advanced terrain management system, which adds a snow/sand mode. Nor can you miss the standard 8.0-inch touchscreen or optional 10.1-inch capacitive screen with the updated Sync 3 infotainment interface. Explorer loyalists will be surprised to see the new rotary gearshift and addition of an electronic parking brake.

Just Let Me Squeeze Past You

No third row is easy to access, but the Explorer enhances the experience with a wider step to get in and a single button to push to make the second row fold and slide forward to crawl to the back. Power third-row seats also fold flat. All three rows have adjustable climate control, and all rear seats have child seat anchor points. Up front is a heated and cooled eight-way adjustable seat with massage settings. The steering wheel is also heated.

Acoustic glass and active noise cancellation help occupants converse, and there’s a dual-pane sunroof on top trims for those who want to look up and tune out.

The cargo area has a lip to keep items from rolling out and dividers to chop up the space. The carpeted cargo cover is reversible. Flip to the rubber side when stashing muddy gear.

Towing capacity with the V-6 increases to 5,600 pounds from a maximum of 5,000 in the 2018 model. With the I-4 and towing package it can still tow up to 5,300 pounds, which is quite a hike from 3,000 pounds with the similar current model.

History Lesson

The run started with the 1991 Explorer, a truck-based family hauler that went on to rule the segment for two decades. At its peak in 2000, Ford sold 445,000 Explorers, and its popularity was so consuming that Ford ignored other vehicles in the lineup such as the Taurus, which was relegated to rental car status.

Much like the Ranger it shared a chassis with, the two- and four-door Explorer was a hot commodity in the ’90s, but its Mazda counterpart, the Navajo, was not.

For the second generation, the 1995 Explorer was still based on the Ranger, but efforts were made to give it a better ride and more refined look with rounder lines. The Navajo faded away, but Mercury started making the Mountaineer in 1997.

The Explorer’s third generation (2002–2005 model years) was a new take on a body-on-frame SUV with a new independent rear suspension and third-row seats. The two-door was dropped. Lincoln got the short-lived Aviator.

Falling from Grace

Sales fell to a low of 52,000 in 2009 when higher gasoline prices torpedoed the SUV segment and consumers gravitated to the new breed of car-based crossovers from Japan. That was also the year the auto industry faltered. GM and Chrysler filed for bankruptcy, and Ford had just enough cash on hand to avoid filing papers, as well. The fourth-generation Explorer (2006–2010 model years) struggled to survive the famine despite improvements to make it hardier.

Joining the Competition

Ford reinvented the Explorer in 2010 as a crossover, following the successful path its Japanese competitors had taken. Sales rose again. The 2011 model used the same car platform as the Ford Taurus, which traced its roots to the Volvo architecture for the S80. The lighter Explorer had a 3.5-liter V-6 and optional 2.0-liter four-cylinder turbocharged engine—no more V-8s. The ground shift resulted in about a 30 percent increase in fuel efficiency.

Change came again for the 2016 model, including the addition of the top-end Platinum trim with a 365-hp, 350-lb-ft 3.5-liter turbocharged V-6 while a new engine was introduced for the rest of the lineup: the 270-hp, 300-lb-ft 2.3-liter turbocharged four-cylinder engine used in the Mustang.

But it has been too long since the Explorer received a whole scale do-over, which might explain a 4.3 percent drop in U.S. sales in 2018 to 227,732.

Tell Me What You Want

Engineers and marketing execs spent a lot of time in customer clinics, visiting families at home, and peppering Explorer owners at the gas station with questions about what they like and dislike about their Explorer to help Ford build a better mousetrap this time around and not squander the opportunities the new architecture affords.

For 2020 there’s a full array of driver-assist technologies to steer, stop, speed up, park, reverse safely, switch to high-beams, and even set the adaptive speed control to obey changing speed limits—or consistently stay a set speed above the limit. A new side wind mitigation system detects the wind pushing against the vehicle and applies a set of brakes to counteract. A seat belt monitoring system lets you see each occupant buckle up and chimes if any of them release their belt during the drive.

The Explorer has been the segment leader much of its life and is hoping its newest creation can outsell Toyota Highlander and other key competitors in a space that is exploding with new nameplates.

The post 2020 Ford Explorer First Look: Rear Drive Reborn appeared first on Motortrend.

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[jesusvasser]

Quick Take: 2017 Chrysler Pacifica Hybrid Platinum

As Fiat Chrysler moves ever more eggs into the Jeep and Ram baskets, it has let some other parts of the company portfolio go underfed. Electrification, for one, most certainly has not been a priority for Sergio and Co. Unless you’re from California and enjoy the rare treat of an all-electric Fiat 500e, you’ll have to cross the picket lines to GM or Ford for an American dose of energy savings.

FCA has also let the Chrysler cupboard go largely bare. The sweater-wearer-in-chief already killed off the 200 sedan, and it’s all but assured the 300 will get the axe as well once the delayed Giorgio platform arrives in 2020. In light of Chrysler’s thinning herd, and given FCA’s clear predilection for SUVs, the 2017 Chrysler Pacifica Hybrid is a somewhat unexpected step.

It is, however, a smart and well-executed one. We were already impressed enough with the standard Pacifica to invite it to our 2017 All-Stars showdown, and the hybrid model is a welcome addition to the lineup. Most customers drive 30 or fewer miles per day, making the Pacifica’s 16-kWh lithium ion battery and 35-mile all-electric range wisely suited to the daily grind of hauling folded strollers and accumulating fine dustings of Goldfish remnants, all without the need to stop for gas. It takes two hours to fully recharge the battery on a 240-volt Level 2 outlet, and 14 hours plugged into a standard 110-volt wall socket (the charger is stored in a panel on the left side near the trunk opening).

We had no problem charging up the Pacifica on the Level 2 charger at our Detroit office, but ran into a little more difficulty after a drive to Grand Rapids, Michigan. There are local stations in Grand Rapids, but all available ChargePoint stations require an RFID chip in your credit card. If you don’t have that type of card, you’re out of luck—as we were.

The plug-in Pacifica is some 600 pounds heavier than the standard model, but in regular driving, we didn’t notice any undue behavior with the added heft, which brings the Hybrid within spitting distance of 5,000 pounds. Whether maneuvering around the city or on long highway stretches, it’s the same composed and comfortable minivan we’ve enjoyed in the past. Zero-emission thrust comes courtesy of two electric motors, one for each front wheel, and a one-way clutch can also recapture some kinetic energy via regenerative brakes. The brakes operate smoothly, without the aggressive deceleration like you find on pure EVs like the BMW i3 or Chevrolet Bolt. In fact, that ease of use is what makes the Pacifica Hybrid such a convincing package—it drives like a regular Pacifica and asks for very little sacrifices or forethought on the part of the driver.

In fact, unless you keep your eyes glued to the EV range readout, it takes deliberate attention to be aware of whether the Pacifica is operating in pure electric or hybrid mode. The 3.6-liter V-6 engine is silky smooth and subdued, and short of stomping on the throttle for maximum passing power, the electrically variable transmission makes the handoff between engine and motors seamless. There isn’t even a specific driving mode option to putter along in pure electric mode – the car will always default to EV mode when possible, but it’s out of the driver’s hands by design. Your kids are eating Elmer’s glue and trimming the dog’s hair with plastic scissors, remember?

Compared to the regular Pacifica, however, the Hybrid does demand a few changes. Seating is reduced to seven (two in the second row, rather than three), the second row can’t Stow ‘N Go fold into the floor on account of the battery, and perhaps worst of all, there’s no vacuum cleaner available. Otherwise it’s a fully loaded spaceship of a minivan, complete with three-zone climate control, adaptive cruise control, 360-degree parking aids, auto high beams, a 13-speaker sound system, USB and HDMI ports galore, and a $1,795 three-pane panoramic sunroof. The Nappa leather is so nice, you’ll probably feel bad about the punishing it’ll take, so skip the white interior.

While it’s not clear what Chrysler’s future as a nameplate will be, the Pacifica has blazed the trail for the hybrid minivan. It’s a no-brainer for most families who don’t often need to stow the second row, and at about $1,500 more than the standard Pacifica Platinum, won’t break the bank. Not to mention, for those precious moments of alone time, the pure electric silence is golden.

2017 Chrysler Pacifica Hybrid Platinum Specifications Specifications

ON SALE Now PRICE $46,090/$47,885 (base/as tested) ENGINE 3.6L DOHC 24-valve V-6/248 hp, 230 lb-ft plus two electric motors/84 hp and 114 hp; combined/260 hp TRANSMISSION Electronically variable automatic LAYOUT 4-door, 7-passenger, front-engine, FWD minivan EPA MILEAGE 84 mpg-e L x W x H 203.8 x 79.6 x 69.9 in WHEELBASE 121.6 in WEIGHT 4,943 lb 0-60 MPH 8.0 sec (est) TOP SPEED N/A

<a href='http://www.automobilema

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[eddiejpoplar]

Quick Take: 2017 Chrysler Pacifica Hybrid Platinum

As Fiat Chrysler moves ever more eggs into the Jeep and Ram baskets, it has let some other parts of the company portfolio go underfed. Electrification, for one, most certainly has not been a priority for Sergio and Co. Unless you’re from California and enjoy the rare treat of an all-electric Fiat 500e, you’ll have to cross the picket lines to GM or Ford for an American dose of energy savings.

FCA has also let the Chrysler cupboard go largely bare. The sweater-wearer-in-chief already killed off the 200 sedan, and it’s all but assured the 300 will get the axe as well once the delayed Giorgio platform arrives in 2020. In light of Chrysler’s thinning herd, and given FCA’s clear predilection for SUVs, the 2017 Chrysler Pacifica Hybrid is a somewhat unexpected step.

It is, however, a smart and well-executed one. We were already impressed enough with the standard Pacifica to invite it to our 2017 All-Stars showdown, and the hybrid model is a welcome addition to the lineup. Most customers drive 30 or fewer miles per day, making the Pacifica’s 16-kWh lithium ion battery and 35-mile all-electric range wisely suited to the daily grind of hauling folded strollers and accumulating fine dustings of Goldfish remnants, all without the need to stop for gas. It takes two hours to fully recharge the battery on a 240-volt Level 2 outlet, and 14 hours plugged into a standard 110-volt wall socket (the charger is stored in a panel on the left side near the trunk opening).

We had no problem charging up the Pacifica on the Level 2 charger at our Detroit office, but ran into a little more difficulty after a drive to Grand Rapids, Michigan. There are local stations in Grand Rapids, but all available ChargePoint stations require an RFID chip in your credit card. If you don’t have that type of card, you’re out of luck—as we were.

The plug-in Pacifica is some 600 pounds heavier than the standard model, but in regular driving, we didn’t notice any undue behavior with the added heft, which brings the Hybrid within spitting distance of 5,000 pounds. Whether maneuvering around the city or on long highway stretches, it’s the same composed and comfortable minivan we’ve enjoyed in the past. Zero-emission thrust comes courtesy of two electric motors, one for each front wheel, and a one-way clutch can also recapture some kinetic energy via regenerative brakes. The brakes operate smoothly, without the aggressive deceleration like you find on pure EVs like the BMW i3 or Chevrolet Bolt. In fact, that ease of use is what makes the Pacifica Hybrid such a convincing package—it drives like a regular Pacifica and asks for very little sacrifices or forethought on the part of the driver.

In fact, unless you keep your eyes glued to the EV range readout, it takes deliberate attention to be aware of whether the Pacifica is operating in pure electric or hybrid mode. The 3.6-liter V-6 engine is silky smooth and subdued, and short of stomping on the throttle for maximum passing power, the electrically variable transmission makes the handoff between engine and motors seamless. There isn’t even a specific driving mode option to putter along in pure electric mode – the car will always default to EV mode when possible, but it’s out of the driver’s hands by design. Your kids are eating Elmer’s glue and trimming the dog’s hair with plastic scissors, remember?

Compared to the regular Pacifica, however, the Hybrid does demand a few changes. Seating is reduced to seven (two in the second row, rather than three), the second row can’t Stow ‘N Go fold into the floor on account of the battery, and perhaps worst of all, there’s no vacuum cleaner available. Otherwise it’s a fully loaded spaceship of a minivan, complete with three-zone climate control, adaptive cruise control, 360-degree parking aids, auto high beams, a 13-speaker sound system, USB and HDMI ports galore, and a $1,795 three-pane panoramic sunroof. The Nappa leather is so nice, you’ll probably feel bad about the punishing it’ll take, so skip the white interior.

While it’s not clear what Chrysler’s future as a nameplate will be, the Pacifica has blazed the trail for the hybrid minivan. It’s a no-brainer for most families who don’t often need to stow the second row, and at about $1,500 more than the standard Pacifica Platinum, won’t break the bank. Not to mention, for those precious moments of alone time, the pure electric silence is golden.

2017 Chrysler Pacifica Hybrid Platinum Specifications Specifications

ON SALE Now PRICE $46,090/$47,885 (base/as tested) ENGINE 3.6L DOHC 24-valve V-6/248 hp, 230 lb-ft plus two electric motors/84 hp and 114 hp; combined/260 hp TRANSMISSION Electronically variable automatic LAYOUT 4-door, 7-passenger, front-engine, FWD minivan EPA MILEAGE 84 mpg-e L x W x H 203.8 x 79.6 x 69.9 in WHEELBASE 121.6 in WEIGHT 4,943 lb 0-60 MPH 8.0 sec (est) TOP SPEED N/A

[jonathanbelloblog]

Quick Take: 2017 Chrysler Pacifica Hybrid Platinum

As Fiat Chrysler moves ever more eggs into the Jeep and Ram baskets, it has let some other parts of the company portfolio go underfed. Electrification, for one, most certainly has not been a priority for Sergio and Co. Unless you’re from California and enjoy the rare treat of an all-electric Fiat 500e, you’ll have to cross the picket lines to GM or Ford for an American dose of energy savings.

FCA has also let the Chrysler cupboard go largely bare. The sweater-wearer-in-chief already killed off the 200 sedan, and it’s all but assured the 300 will get the axe as well once the delayed Giorgio platform arrives in 2020. In light of Chrysler’s thinning herd, and given FCA’s clear predilection for SUVs, the 2017 Chrysler Pacifica Hybrid is a somewhat unexpected step.

It is, however, a smart and well-executed one. We were already impressed enough with the standard Pacifica to invite it to our 2017 All-Stars showdown, and the hybrid model is a welcome addition to the lineup. Most customers drive 30 or fewer miles per day, making the Pacifica’s 16-kWh lithium ion battery and 35-mile all-electric range wisely suited to the daily grind of hauling folded strollers and accumulating fine dustings of Goldfish remnants, all without the need to stop for gas. It takes two hours to fully recharge the battery on a 240-volt Level 2 outlet, and 14 hours plugged into a standard 110-volt wall socket (the charger is stored in a panel on the left side near the trunk opening).

We had no problem charging up the Pacifica on the Level 2 charger at our Detroit office, but ran into a little more difficulty after a drive to Grand Rapids, Michigan. There are local stations in Grand Rapids, but all available ChargePoint stations require an RFID chip in your credit card. If you don’t have that type of card, you’re out of luck—as we were.

The plug-in Pacifica is some 600 pounds heavier than the standard model, but in regular driving, we didn’t notice any undue behavior with the added heft, which brings the Hybrid within spitting distance of 5,000 pounds. Whether maneuvering around the city or on long highway stretches, it’s the same composed and comfortable minivan we’ve enjoyed in the past. Zero-emission thrust comes courtesy of two electric motors, one for each front wheel, and a one-way clutch can also recapture some kinetic energy via regenerative brakes. The brakes operate smoothly, without the aggressive deceleration like you find on pure EVs like the BMW i3 or Chevrolet Bolt. In fact, that ease of use is what makes the Pacifica Hybrid such a convincing package—it drives like a regular Pacifica and asks for very little sacrifices or forethought on the part of the driver.

In fact, unless you keep your eyes glued to the EV range readout, it takes deliberate attention to be aware of whether the Pacifica is operating in pure electric or hybrid mode. The 3.6-liter V-6 engine is silky smooth and subdued, and short of stomping on the throttle for maximum passing power, the electrically variable transmission makes the handoff between engine and motors seamless. There isn’t even a specific driving mode option to putter along in pure electric mode – the car will always default to EV mode when possible, but it’s out of the driver’s hands by design. Your kids are eating Elmer’s glue and trimming the dog’s hair with plastic scissors, remember?

Compared to the regular Pacifica, however, the Hybrid does demand a few changes. Seating is reduced to seven (two in the second row, rather than three), the second row can’t Stow ‘N Go fold into the floor on account of the battery, and perhaps worst of all, there’s no vacuum cleaner available. Otherwise it’s a fully loaded spaceship of a minivan, complete with three-zone climate control, adaptive cruise control, 360-degree parking aids, auto high beams, a 13-speaker sound system, USB and HDMI ports galore, and a $1,795 three-pane panoramic sunroof. The Nappa leather is so nice, you’ll probably feel bad about the punishing it’ll take, so skip the white interior.

While it’s not clear what Chrysler’s future as a nameplate will be, the Pacifica has blazed the trail for the hybrid minivan. It’s a no-brainer for most families who don’t often need to stow the second row, and at about $1,500 more than the standard Pacifica Platinum, won’t break the bank. Not to mention, for those precious moments of alone time, the pure electric silence is golden.

2017 Chrysler Pacifica Hybrid Platinum Specifications Specifications

ON SALE Now PRICE $46,090/$47,885 (base/as tested) ENGINE 3.6L DOHC 24-valve V-6/248 hp, 230 lb-ft plus two electric motors/84 hp and 114 hp; combined/260 hp TRANSMISSION Electronically variable automatic LAYOUT 4-door, 7-passenger, front-engine, FWD minivan EPA MILEAGE 84 mpg-e L x W x H 203.8 x 79.6 x 69.9 in WHEELBASE 121.6 in WEIGHT 4,943 lb 0-60 MPH 8.0 sec (est) TOP SPEED N/A

[robertkstone]

Quick Take: 2017 Chrysler Pacifica Hybrid Platinum

As Fiat Chrysler moves ever more eggs into the Jeep and Ram baskets, it has let some other parts of the company portfolio go underfed. Electrification, for one, most certainly has not been a priority for Sergio and Co. Unless you’re from California and enjoy the rare treat of an all-electric Fiat 500e, you’ll have to cross the picket lines to GM or Ford for an American dose of energy savings.

FCA has also let the Chrysler cupboard go largely bare. The sweater-wearer-in-chief already killed off the 200 sedan, and it’s all but assured the 300 will get the axe as well once the delayed Giorgio platform arrives in 2020. In light of Chrysler’s thinning herd, and given FCA’s clear predilection for SUVs, the 2017 Chrysler Pacifica Hybrid is a somewhat unexpected step.

It is, however, a smart and well-executed one. We were already impressed enough with the standard Pacifica to invite it to our 2017 All-Stars showdown, and the hybrid model is a welcome addition to the lineup. Most customers drive 30 or fewer miles per day, making the Pacifica’s 16-kWh lithium ion battery and 35-mile all-electric range wisely suited to the daily grind of hauling folded strollers and accumulating fine dustings of Goldfish remnants, all without the need to stop for gas. It takes two hours to fully recharge the battery on a 240-volt Level 2 outlet, and 14 hours plugged into a standard 110-volt wall socket (the charger is stored in a panel on the left side near the trunk opening).

We had no problem charging up the Pacifica on the Level 2 charger at our Detroit office, but ran into a little more difficulty after a drive to Grand Rapids, Michigan. There are local stations in Grand Rapids, but all available ChargePoint stations require an RFID chip in your credit card. If you don’t have that type of card, you’re out of luck—as we were.

The plug-in Pacifica is some 600 pounds heavier than the standard model, but in regular driving, we didn’t notice any undue behavior with the added heft, which brings the Hybrid within spitting distance of 5,000 pounds. Whether maneuvering around the city or on long highway stretches, it’s the same composed and comfortable minivan we’ve enjoyed in the past. Zero-emission thrust comes courtesy of two electric motors, one for each front wheel, and a one-way clutch can also recapture some kinetic energy via regenerative brakes. The brakes operate smoothly, without the aggressive deceleration like you find on pure EVs like the BMW i3 or Chevrolet Bolt. In fact, that ease of use is what makes the Pacifica Hybrid such a convincing package—it drives like a regular Pacifica and asks for very little sacrifices or forethought on the part of the driver.

In fact, unless you keep your eyes glued to the EV range readout, it takes deliberate attention to be aware of whether the Pacifica is operating in pure electric or hybrid mode. The 3.6-liter V-6 engine is silky smooth and subdued, and short of stomping on the throttle for maximum passing power, the electrically variable transmission makes the handoff between engine and motors seamless. There isn’t even a specific driving mode option to putter along in pure electric mode – the car will always default to EV mode when possible, but it’s out of the driver’s hands by design. Your kids are eating Elmer’s glue and trimming the dog’s hair with plastic scissors, remember?

Compared to the regular Pacifica, however, the Hybrid does demand a few changes. Seating is reduced to seven (two in the second row, rather than three), the second row can’t Stow ‘N Go fold into the floor on account of the battery, and perhaps worst of all, there’s no vacuum cleaner available. Otherwise it’s a fully loaded spaceship of a minivan, complete with three-zone climate control, adaptive cruise control, 360-degree parking aids, auto high beams, a 13-speaker sound system, USB and HDMI ports galore, and a $1,795 three-pane panoramic sunroof. The Nappa leather is so nice, you’ll probably feel bad about the punishing it’ll take, so skip the white interior.

While it’s not clear what Chrysler’s future as a nameplate will be, the Pacifica has blazed the trail for the hybrid minivan. It’s a no-brainer for most families who don’t often need to stow the second row, and at about $1,500 more than the standard Pacifica Platinum, won’t break the bank. Not to mention, for those precious moments of alone time, the pure electric silence is golden.

2017 Chrysler Pacifica Hybrid Platinum Specifications Specifications

ON SALE Now PRICE $46,090/$47,885 (base/as tested) ENGINE 3.6L DOHC 24-valve V-6/248 hp, 230 lb-ft plus two electric motors/84 hp and 114 hp; combined/260 hp TRANSMISSION Electronically variable automatic LAYOUT 4-door, 7-passenger, front-engine, FWD minivan EPA MILEAGE 84 mpg-e L x W x H 203.8 x 79.6 x 69.9 in WHEELBASE 121.6 in WEIGHT 4,943 lb 0-60 MPH 8.0 sec (est) TOP SPEED N/A

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[jesusvasser]

Quick Take: 2017 Chrysler Pacifica Hybrid Platinum

As Fiat Chrysler moves ever more eggs into the Jeep and Ram baskets, it has let some other parts of the company portfolio go underfed. Electrification, for one, most certainly has not been a priority for Sergio and Co. Unless you’re from California and enjoy the rare treat of an all-electric Fiat 500e, you’ll have to cross the picket lines to GM or Ford for an American dose of energy savings.

FCA has also let the Chrysler cupboard go largely bare. The sweater-wearer-in-chief already killed off the 200 sedan, and it’s all but assured the 300 will get the axe as well once the delayed Giorgio platform arrives in 2020. In light of Chrysler’s thinning herd, and given FCA’s clear predilection for SUVs, the 2017 Chrysler Pacifica Hybrid is a somewhat unexpected step.

It is, however, a smart and well-executed one. We were already impressed enough with the standard Pacifica to invite it to our 2017 All-Stars showdown, and the hybrid model is a welcome addition to the lineup. Most customers drive 30 or fewer miles per day, making the Pacifica’s 16-kWh lithium ion battery and 35-mile all-electric range wisely suited to the daily grind of hauling folded strollers and accumulating fine dustings of Goldfish remnants, all without the need to stop for gas. It takes two hours to fully recharge the battery on a 240-volt Level 2 outlet, and 14 hours plugged into a standard 110-volt wall socket (the charger is stored in a panel on the left side near the trunk opening).

We had no problem charging up the Pacifica on the Level 2 charger at our Detroit office, but ran into a little more difficulty after a drive to Grand Rapids, Michigan. There are local stations in Grand Rapids, but all available ChargePoint stations require an RFID chip in your credit card. If you don’t have that type of card, you’re out of luck—as we were.

The plug-in Pacifica is some 600 pounds heavier than the standard model, but in regular driving, we didn’t notice any undue behavior with the added heft, which brings the Hybrid within spitting distance of 5,000 pounds. Whether maneuvering around the city or on long highway stretches, it’s the same composed and comfortable minivan we’ve enjoyed in the past. Zero-emission thrust comes courtesy of two electric motors, one for each front wheel, and a one-way clutch can also recapture some kinetic energy via regenerative brakes. The brakes operate smoothly, without the aggressive deceleration like you find on pure EVs like the BMW i3 or Chevrolet Bolt. In fact, that ease of use is what makes the Pacifica Hybrid such a convincing package—it drives like a regular Pacifica and asks for very little sacrifices or forethought on the part of the driver.

In fact, unless you keep your eyes glued to the EV range readout, it takes deliberate attention to be aware of whether the Pacifica is operating in pure electric or hybrid mode. The 3.6-liter V-6 engine is silky smooth and subdued, and short of stomping on the throttle for maximum passing power, the electrically variable transmission makes the handoff between engine and motors seamless. There isn’t even a specific driving mode option to putter along in pure electric mode – the car will always default to EV mode when possible, but it’s out of the driver’s hands by design. Your kids are eating Elmer’s glue and trimming the dog’s hair with plastic scissors, remember?

Compared to the regular Pacifica, however, the Hybrid does demand a few changes. Seating is reduced to seven (two in the second row, rather than three), the second row can’t Stow ‘N Go fold into the floor on account of the battery, and perhaps worst of all, there’s no vacuum cleaner available. Otherwise it’s a fully loaded spaceship of a minivan, complete with three-zone climate control, adaptive cruise control, 360-degree parking aids, auto high beams, a 13-speaker sound system, USB and HDMI ports galore, and a $1,795 three-pane panoramic sunroof. The Nappa leather is so nice, you’ll probably feel bad about the punishing it’ll take, so skip the white interior.

While it’s not clear what Chrysler’s future as a nameplate will be, the Pacifica has blazed the trail for the hybrid minivan. It’s a no-brainer for most families who don’t often need to stow the second row, and at about $1,500 more than the standard Pacifica Platinum, won’t break the bank. Not to mention, for those precious moments of alone time, the pure electric silence is golden.

2017 Chrysler Pacifica Hybrid Platinum Specifications Specifications

ON SALE Now PRICE $46,090/$47,885 (base/as tested) ENGINE 3.6L DOHC 24-valve V-6/248 hp, 230 lb-ft plus two electric motors/84 hp and 114 hp; combined/260 hp TRANSMISSION Electronically variable automatic LAYOUT 4-door, 7-passenger, front-engine, FWD minivan EPA MILEAGE 84 mpg-e L x W x H 203.8 x 79.6 x 69.9 in WHEELBASE 121.6 in WEIGHT 4,943 lb 0-60 MPH 8.0 sec (est) TOP SPEED N/A