#2020 VW Bug Models | Explore Tumblr Posts and Blogs

sparkegg · 4 years

Text

XTOOL Major Car Diagnosis Function Update Notice

XTOOL Diagnosis tool has hot-sale and cost-effective products such as PS90, EZ500, A80 H6 are all accurate, fast and highly-efficient professional diagnostic platforms. They increasingly become car owners or DIYer's facncies with affordable price for powerful and most needed special functions.

XTOOL develops high-end and new style automotive diagnostic tool under the guidance of Android system and Internet application.

Let's check together XTOOL Major Car Diagnosis Function Update Notice in August 2020. (Use ctrl+v to quickly find the keywords you want to search.)

Toyota-Toyota Lexus V12.80

>Toyota and Lexus models support until 2020, and some until2021 > The common special functions of all models under the Toyota Lexus brand have been fully covered

>The original Chinese data stream covers 21 systems including engine, gearbox, ABS, self-start-stop, hybrid system control, air conditioning, tire pressure, plug-in control, and electric motor System.

BENZ-Mercedes-Benz/Beijing Benz V19.50

>KI-Dashboard: After coding, you can make personalized settings, you can modify the language settings, the display unit of the speedometer and driving distance, and you can activate or deactivate some modes: blind assist, lane keeping assist, and ambient lighting Wait

>Engine system: It is possible to carry out correction programming of related ignition switch, fuel quantity, idle speed standard speed when the selector lever position is at 'P' or 'N'

>Electronic ignition switch: the maximum speed per hour, the key slot can be disabled and enabled, etc.

>PTS-Parking Positioning System: You can modify the volume and frequency of the parking system alarm Sound at the front and rear to reset

>Air conditioner: you can set the blower power, the air internal circulation mode, the change of the adjusted temperature, etc

Hyundai V12.70

>Import Hyunda basic functions to support until 2020,including commonly used Elantra, Santa Fe, Sonata, and Tucson all support the latest model until 2020

>Beijing Hyundai special functions support until 2019, including common special functions such as IX25, Sonata, Langdong, Mingtu and other common models of tire pressure module, smart key-antenna function

BMW V10.90

>Add f/6 Chassis brush hide new mode

>Optimize Polish text

>Add manual input of 7-digit VIN code function

>Update the VIN code base to May 2020

>0ptimize the procedures and prompts of maintenance reset and maintenance correction functions; optimize maintenance correction input time and mileage

>Add Special functions: active steering test run, automatic tailgate initialization

HIGHLIGHT:

1.Update the VIN code base to May 2020

2.0ptimize maintenance and correct input mileage and time;

3.Add MINI F chassis of programming and coding function

VW V10.93/V10.91/W10.92

Support A80M online function

>Optimize Audi A8(D6-lef side light control 2),Santana(airbag, instrument system) software bug

>first sue Vietnamese

NISSAN-Nissan/ Infiniti/Dongfeng Nissan/Dongfeng Kaichen V11.90

>Add KICKS, LIVINA C-GEAR, SUNNY, NV200, TEANA, Venucia T90,X-TRAIL and other models under the engine, ABS, ADCM, and 42 ECUs under the gearbox system store data required for CPU replacement, write data required for CPU replacement, target ignition timing maintenance, fuel injection volume learning, and input infector calibration data and other 229 special functions

>Add common special functions such as storage of CPU replacement data, writing data required for replacing CPU, target ignition timing maintenance, fuel injection quantity learning, input injector calibration data and other common special functions of common domestic models such as Teana, Sylphy, Qijun, etc.

Ford VI2.50/VI2.51/VI12.52

>Add special functions such as audio, module initialization, FFH startup heater application, PATS function (partial),driver seat module, PCM service function, and vehicle data relearning for Ford models before 2018 >Add Ford 2014-2019 manual maintenance reset function

>Add Ford's 2018-2020 new model throttle matching, steering angle matching, ABS maintenance deflation, electronic brakes, tire pressure reset, remote start, IVD initialization sequence, module reset, fuel injectors, power balance, DPF(diesel particles) Filter)special functions such as manual regeneration, diesel particulate filter reset, power window initialization, etc

Baojun V8.20

>Add E100, E200,RC-6 Cross, RM-5, RS-3, RS-5, Baojun 310, Baojun 310W, Baojun 360, Baojun 510, Baojun 530, Baojun 560, Baojun 730 and other online calibration functions

>Add E100, E200,RC-6 Cross, RM-5, RS-3, RS-5, Baojun 310, Baojun 310W, Baojun 330, Baojun 360, Baojun 510, Baojun 530, Baojun 560, Baojun 730 and other immobilization models(Secret Free)Function

HGHLIGHT:

Add online calibration function and immobilization (password free) function

MAZDA V11.62

>Optimize the display of Mazda model information

>Add Mazda offline programming prompt information

>Mazda Vietnamese version first released

Aston Martin V5.30

>Optimize the database structure of vanquish and other vehicle version information, code reading, code clearing, reading data stream and other functions

GM V11.00

>:First in Vietnamese

Peugeot V10.63

> Optimize the process of clear code

SHGM-Cruze/Weilang/Regal/Lacrosse/MaiRuibao/Sail3/Angkola/Aiweiou/Chuangku/Yinglang/Velite5/ GL8/Excelle /Exploration Winner/Envision V14.80

>Add immobilization key matching function:

>Improve the system configuration, setting and deletion functions of engine, gearbox, body, airbag, power steering, ABS, etc

>Modify the problem of garbled characters displayed when reading version information of RDS vehicle models, and there is no problem with exit button and exit command in action test

>Modify the problem of the 2016 Buick Excelle airbag and ABS system cannot enter

Land rover Jaguar V10.45

>Add Vietnamese MN) support

>Optimize the filter menu for special function conditions.

>Optimize version information and data flow for some models.

>Add special functions such as tailgate/luggage calibration

FAW V7.66

>Optimize the data flow of the Pentium-Bentium B50 series-B50 (before 2015) airbag system.

>Optimize the data flow of the Pentium-Bentium B50 series-B50 (before 2015) instrument System.

HGHLIGHT:

Optimize Pentium B50 airbag and instrument system data flow

Geely V9.41

>Modify the instrument configuration function of EC7I8-RV model instrument system

> Update the fault code library of EC718-RV automatic transmission

> Modify VIN code positioning rules

> Solve the problem of incorrect display of data stream on Emgrand GS model HIGHIIGIT:

Optimize VIN positioning function, fault code library

BAIC V8.11

>Repair Weiwang(M20/M30) engine combined with electronic DAM15 to write VIN code

>Repair write VIN function

SGMW V8.20

>Add SGMW 730.SGMW PLUS,SGMW S.SGMW SL.SGMW S1 Lux, S-GMW S3,SGMW V,SGMW Zhengcheng and other vehicle model online calibration function

>Add SGMW SL,SGMW S3,SGMW Zhengcheng and other vehicle model immobilization (password free) function

HIGHLIGHT:

Add online calibration function and immobilization (password free) function

CHANGANSUZUKI VI9.50

>Optimize the data flow of Swift Engine(Denso Electronic Control System)

>Optimize the data flow of Swift power steering;

HIGHLIGHT:

Optimize data stream

Brilliance Jinbei

>Add Zunchi, Junjie series, H230, H320,V3,H230(electric), V6, Guanjing, Jinbei Hiace, Huasong Automobile,etc. vehicle model with T75 special functions, such as:

Write VIN code, read calibration data, write online status(EOL),write service date, write production date, sensor calibration, hydraulic control unit test, fill exhaust, automatic test, software reset, write vehicle configuration information, self-learning, TPMF reset, total mileage(0D0) reset, write total mileage, steering angle sensor calibration, etc.

HIGHLIGHT:

Add Special functions

ZOTYE V7.60

>Add 576 special functions in 79 categories in a total of 27models

>Add Special functions and motion test function

Dongfeng Fengshen

>AX7(after February 2016) engine data flow algorithm repair >Optimize data stream

Lean more: Top 3 XTOOL Key Programmers review 2020

0 notes

ericfruits · 4 years

Text

Who will rule the Teslaverse?

ARECENT VIDEO of Elon Musk taking a spin in a new all-electric Volkswagen with Herbert Diess, the German carmaker’s boss, set tongues wagging. VW was forced to deny that a deal with Tesla was in the offing. A deeper bromance between Mr Musk’s firm and his main rival in the market for electric vehicles (EVs) looks unlikely. But the meeting highlights how the car industry is at last taking the impending EV revolution seriously.

Giant new businesses are gearing up to support the switch from petrol to electricity. Besides changing the way cars are propelled, this requires batteries, software to ensure these work in harmony with motors, and data harvested from cars that may one day allow them to drive themselves. Over 250 firms are manufacturing electric motors. Forty-seven battery factories are under construction. Anjan Kumar of Frost & Sullivan, a consultancy, expects total new EV-battery capacity to go from 88 gigawatt-hours in 2019, enough to power Texas for less than two hours if plugged into the grid, to 1,400 gigawatt-hours in 2025. Established carmakers are pondering how to loosen the grip of big tech on software.

The total market capitalisation of listed makers of exclusively electric cars now exceeds $400bn. Add producers of batteries that go into them, and the EV-industrial complex, which makes fewer than 400,000 vehicles annually, is worth at least $670bn (not counting miners of lithium and other battery minerals). That is nearly three-fifths as much as traditional carmakers, which churn out 86m cars a year, nearly all of them petrol-powered (see chart 1). Call it the Teslaverse.

As that moniker suggests, Mr Musk’s firm sits at its centre. In July it overtook Toyota as the world’s most valuable carmaker, and kept accelerating—never mind that it made 370,000 cars against Toyota’s 10m and a fraction of the Japanese firm’s revenues (see chart 2). By August Tesla was worth over $450bn. A market correction lopped a third off its share price but it has since rebounded. What would it mean to take it seriously, as investors appear to be?

Car sales could fall by 25% in 2020 owing to pandemic disruption. But the share of EVs on the road will continue to grow as emissions regulations tighten, the price of batteries falls and the choice of models expands. Next year three in every 100 cars sold will be pure electric or a plug-in hybrid. The share may rise to 20-25% by 2030, equal to 20m new EVs a year.

At the moment Tesla is the “apex predator”, says Adam Jonas of Morgan Stanley, a bank. It has been manufacturing EVs at scale longer than any other carmaker and sells more of them. Its elevated share price translates into the lowest cost of capital in the business. A growing offering, with a lorry and pickup soon to hit the road, will widen its appeal. It attracts the best engineers and possesses in Mr Musk, love him or loathe him, a leader with messianic zeal.

Mr Kumar puts Tesla two to three years ahead of rivals in battery technology. Its batteries have a higher energy density, which means better range and lower costs. On September 22nd Mr Musk is expected to present plans for new production capacity and fresh battery technology. Together, this would extend Tesla’s cost advantage.

The firm’s edge is even more pronounced in software. Rainer Mehl of Capgemini, a consultancy, calls Tesla cars a “shell around the software and applications inside”. Thanks to vertically integrated manufacturing, systems have been interlinked from day one. As Olaf Sakkers of Maniv Mobility, an Israeli fund, explains, big carmakers have outsourced almost all their technology apart from internal-combustion engines to suppliers, and focused on assembly and marketing. This makes for a “bird’s nest of complexity”, says Mr Sakkers. Tesla’s software and mechanics are seamless by comparison.

All this software means Teslas improve with age, thanks to regular “over-the-air” updates with new features, bug fixes and even performance upgrades. This makes up for a sometimes shabby finish and questionable reliability. Other big carmakers are five years behind, says Luke Gear of IDTechEX, a consulting firm.

Tesla also seems to have mostly put what Mr Musk has called “production hell” behind it. As Philippe Houchois of Jefferies, an investment bank, notes, a reputation for delivering models late and over budget has become one for being ahead of time and on budget. A rapidly built new factory in Shanghai began shipping in December and “gigafactories” are under construction in Berlin and Texas that will boost capacity from 700,000 units to 1.3m in 18 months, says Credit Suisse, a bank. Tesla cheerleaders talk of 3m-5m new Teslas annually by 2025, out of a global total of around 85m cars. Mr Musk eventually wants to make 20m a year.

Mr Jonas says that Tesla’s current share price implies it will end up with 30-50% of the car market. This overlooks other sources of revenue: from selling batteries, its operating system or an EV “skateboard” of battery pack and running gear to which others can add a body (and in time more futuristic data and self-driving systems). Even the most wildly optimistic scenarios for Mr Musk’s company, then, leave room in the Teslaverse for others.

Start with the established carmakers. Their lowly valuations may be read as implying they ought to give up trying to make the transition to EVs and quietly fade away. But even firms with the heftiest petrol-driven legacies should not be written off. Chinese carmakers show why. The government prodded them to go electric with tough mandates in the hope of dominating the future market. Around half the world’s EVs are currently sold in China. The likes of Geely and BYD (which also makes batteries) want to expand overseas.

There, big Western carmakers face a slog. Though some suppliers, such as Aptiv, have spun off legacy operations to concentrate on EVs and self-driving technology, most remain bound to the internal combustion engine. And lots of car firms, in particular the German premium ones, must contend with powerful unions fearful of job losses resulting from the move to EVs’ less complex—and thus less labour-intensive—mechanics.

Despite the difficulties, the industry is desperate to make the EV side work. Mr Kumar estimates that 60% of big car firms’ research-and-development spending now goes on EVs, up from 5-10% in 2012. Morgan Stanley reckons big carmakers will invest up to $500bn in EVs over the next five years. According to Bernstein, a research firm, they have been “terrible deployers of capital” but they are “waking up”. Potential big sellers on sale this year include VW’s ID.3 and Ford’s Mustang Mach-E.

Electric power to the people’s car

VW is leading the charge. It will spend €60bn ($71bn) by 2025 on EVs and digitisation. Carmakers typically develop 2-5% of software in-house. In an effort to reinvent itself as a software company, VW wants to boost its share to 60% by 2025. Other carmakers and suppliers harbour similar ambitions. Daimler’s recent tie-up with Nvidia, a giant chipmaker, should allow remote updates by 2024. Aptiv already offers integrated software.

Big firms could create distinct units to lure outside capital and talent, and take risks, suggests Morgan Stanley’s Mr Jonas. Some already are. General Motors (GM) has the Cruise self-driving arm, BMW has iVentures and Toyota has its Mobility Foundation. Another tactic is to invest in startups. On September 8th GM said it would buy an 11% stake in Nikola, a controversial electric-lorry firm, for $2bn (see article). Ford has backed Rivian, which hopes to crack the lucrative pickup market.

The likes of Nikola and Rivian are examples of another part of the Teslaverse. Although they face some big barriers, notably in manufacturing and distribution, raising money is not one of them. Capital is pouring in, helping cars move off the drawing board and into production. Chinese Tesla copycats have sprung up. In America Lucid Motors unveiled its first car at its headquarters near San Francisco on September 9th, with a Tesla-beating 800km range. One of its biggest backers is Saudi Arabia’s sovereign-wealth fund. Lordstown, Fisker and Canoo are aiming to follow Nikola, which went public in June through a reverse merger and is now worth $13bn. Firms working on next-generation solid-state battery technology, such as QuantumScape, backed by vw and Bill Gates, plan to go public soon.

Several Chinese Tesla wannabes, such as Nio, Xpeng and Li Auto, are already listed in New York. They enjoy the benefit of cheap domestic labour, a huge local market and proximity of battery-makers such as BYD and CATL, the world’s biggest such firm. Nio, which teetered on the brink of collapse in February before a bail-out by the city government of Hefei, where it has a big factory, is now valued at around $24bn.

Carmaking remains a tough business to crack. Assembling bodywork or brakes at scale is different to making gadgets or writing code. Dyson, a British maker of high-tech vacuum cleaners and hand-driers, sunk £500m ($640m) into developing an EV before scrapping the idea. Apple abandoned plans to make a car in 2016, though it is still investing in self-driving systems. Other tech giants are opting instead to invest in startups. In China Baidu, Tencent and Alibaba have backed WM Motor, Nio and Xpeng, respectively. Amazon has put money into Rivian and ordered 100,000 of its electric lorries (in part to show it is serious about reducing its carbon footprint).

To survive in the Teslaverse, companies have to demonstrate they have valuable intellectual property that sets them apart, as many of the upstarts claim. But they must also prove they can sell and maintain their cars, where legacy carmakers have a long track-record. It is too early to divine the winners and losers. Even Mr Musk’s firm could falter. But his vision of an electric future is already emerging victorious.■

This article appeared in the Business section of the print edition under the headline "Journeys in the Teslaverse"

https://ift.tt/3c638F6

#IFTTT #Feedly

0 notes

onwheelsxyz-blog · 5 years

Link

Volkswagen sends off the Beetle with a touching tribute The Beetle is gone and Volkswagen has sent it off with a touching tribute, in an animated film called The Last Mile.The film debuted on New Years Eve in New York City during ABCs Dick Clark’s New Year’s Rockin’ Eve with Ryan Seacrest show. At the same time, Volkswagen debuted a new logo and slogan, Drive Bigger. Thats in reference to the 2020 Atlas Sport Cross, as well as its upcoming electrified vehicles.The film, which features a version of the Beatles Let It Be performed by the Pro Musica Youth Chorus, focuses on the original Bug. It follows the life of a man, from boyhood to old age, and the Beetle that accompanies him through major milestones in his life.The Beetle is easily one of the most recognizable cars in the history of automobiles, said Saad Chehab, senior vic- president of VW brand marketing.He added that while the film featured only the original Beetle, other advertising in Times Square included the cars two additional generations. The final copy of the third-generation Beetle rolled off the line at Volkswagens factory in Puebla, Mexico in July 2019.More than 21 million copies of the original Beetle were made from 1938 to 2003, setting a record along the way when it toppled the Ford Model Ts long-standing record of 15 million built. The Beetle was later knocked off its throne by its sibling Volkswagen Golf; the current record-holder is the Toyota Corolla.The original Beetle was built in several countries during its lifetime, but Puebla made the

0 notes

soupbrothel · 3 years

Text

Naruto Car Headcons

Sasuke: shitty 2003 silver Honda Civic thats super clean inside but is never more than a 1/4 tank full

Kakashi: 1984 Nissan 300ZX, it always inexplicably smells like cigarettes despite him never smoking. He doesn’t have car insurance

Sakura: I know with my whole heart she’s one of those girls whose parents got her a VW bug for her first car

Naruto: whatever it is he crashed it in the first week :/

Iruka: sea foam green 2013 Prius and he bought it used

Kiba: his moms gold 2007 Chrysler Town & Country that can fit the whole squad and was hotboxed once a week AT LEAST In the 7/11 parking lot

Hinata: doesn’t have a license bc her parents won’t let her drive

Shino: White 2020 Honda Civic Sport, not a single person besides him has been in that car bc he doesn’t want anyone fucking up the interior

Shikamaru: refuses to learn to drive or ask for a ride, choji just picks him up

Choji: Red Jeep Wrangler and he keeps it very clean

Ino: 2019 BMW 3 series in bright blue, she definitely stole it

Tenten: suzuki hayabusa motorcycle

Neji: Tesla Model S and he’s smug about it

Might Guy: 1988 Plymouth voyager in forest green with wood paneling

Rock Lee: inherits Guys car as a grad gift

Asuma: lifted Ford F350 XL and it hasn’t seen a speck of dirt

#I want you to know I thought very hard about each of these #there has got to be literally no overlap between: people who know cars #people on tumblr #and naruto tumblr fans #but I don’t need an audience I just need the world to know I’m right #Naruto shippuden #Naruto

9 notes · View notes

perksofwifi · 5 years

Text

Ford Focus RS vs. Honda Civic Type R vs. Volkswagen Golf R vs. Subaru WRX STI Type RA

In light of the news that there will be no 2020-model-year Volkswagen Golf R, we’re bringing back this May 2018 comparison with the best from Subaru, Honda, Ford, and VW. Enjoy.

Every generation has one. Volkswagen Golf GTI. Acura Integra GS-R. Mitsubishi Evo. If you smuggled automotive magazines in from Europe, perhaps it was the Renault 5 Turbo or Ford Escort Cosworth.

No matter who you are or where you grew up, odds are you remember your first hot hatch—a plebeian-skinned powerhouse designed around the democratization of performance and practicality. Some looked like ATMs on wheels; others had sloping lines approximating a coupe. But they all held the same secret: startling horsepower and tight handling underneath their econobox sheetmetal.

Me? I’ll never forget the first time I saw a Subaru WRX. I was about 12 years old. It was a snowy winter morning, made colder by the wind ripping off an angry Hudson River. My dad and I were lugging my hockey gear through the parking lot of Manhattan’s Sky Rink at some ungodly pre-dawn hour for practice. He pointed to some bug-eyed car parked alongside the pier.

“You see that?” he asked. “It’s a Subaru WRX. I read that it was faster than a 911.”

“That thing?”

I could hardly believe it, but I loved the idea that a relatively affordable, dorky-looking compact could smoke a sleek, expensive Porsche. A new PlayStation 2 and copy of Gran Turismo 3: A-Spec under the Christmas tree only cemented the love of cars like the Subaru WRX and its rival Mitsubishi Lancer Evolution VII—not just for me but for millennials and Gen Xers across the country. Then the 2008 recession took the wind out of the economy and killed the sport compact car—as well as the eponymous magazine.

Now that the economy is well and truly thriving, some automakers are once again offering a revival of choices of blisteringly quick sport compacts. Sure, Mitsubishi may have traded building Evos for SUVs, but my first-blush Subaru still stands—the track-ready 2018 Subaru WRX STI Type RA is arguably the baddest WRX ever to hit our shores. Others are back in the game, too. Continuing its hot hatch history (offered for the first time in America), the big-winged Honda Civic Type R generates an outrageous 306 hp from just 2.0 liters of turbocharged fury. Representing Detroit by way of its German operations and sporting the same rally-bred heritage as the Subaru: the Ford Focus RS. Rounding out the offerings is the autobahn-storming Volkswagen Golf R—a GTI with a seriously bad attitude.

One of these four is the best sport compact on the road today, and we set up a battery of tests focused purely on finding the best driver’s car of the bunch. Our playground? Southern California. We’ll use Malibu’s canyon roads, our Fontana test track, and the Streets of Willow Springs racetrack—with our on-staff race car driver Randy Pobst behind the wheel—as our proving grounds.

Money plays a big role in the purchase of any car, let alone a car aimed at a younger, currently debt-saddled generation. But although sport compact cars do have sensibility and functionality baked into their silhouettes and packaging, we wouldn’t be doing justice to these four cars by focusing on value, fuel economy, or interior features. This comparison is built around one word. The F-word. Fun.

Our winner doesn’t necessarily need to be the fastest or pull the highest lateral g through a corner. But the car has to reward its driver with snappy acceleration, exceptional steering, and the ability to put a smile on your face while doing it. So in the words of our late, lamented sister publication: Let the ass-kicking begin.

Fourth Place: Subaru WRX STI Type RA

Stuck on 11

Subaru is still cranking out ever-faster WRXs, so say hi to the 2018 Subaru WRX STI Type RA. Limited to just 575 examples (500 for the U.S., 75 for Canada), the Type RA gets a revised 2.5-liter turbo flat-four good for 310 hp and 290 lb-ft of torque, a beefier short-throw six- speed manual transmission, Bilstein suspension dampers, a carbon-fiber roof and rear wing, and sticky performance tires.

The Type RA also benefits from the changes Subaru made to the rest of the WRX STI lineup for 2018, with uprated Brembo brakes, a center differential with fully electric locking (instead of electric and mechanical locks), and a torque-vectoring all-wheel-drive system. This limited edition Subaru has a price to match its rarity—it stickers for $49,855.

During our long testing days, caffeine is king—unless you have the keys to the Type RA. “Lighting your hair on fire could not make this car any more exciting,” associate editor Scott Evans said.

It’s a brutal assault on your senses—over the top, exhausting, and more of a workout than any street-going STI in recent memory. Nothing comes easy. The Subaru’s engine feels straight out of a turbocharged 1980s rally car. It’s lazier than The Dude at low end, but once boost hits at 3,000 rpm, it surges forward, only to be held back by its ridiculously short gear ratios. You better get used to muscling that notchy shifter from gate to gate.

The Type RA doesn’t get any more manageable through bends. Steering is quick and heavy but lacks the feedback you’d expect from a hydraulic steering rack, and the track-oriented suspension tosses you around on all but the smoothest surfaces. “It requires a lot of corrections through bumpy corners—quite a chore,” associate road test editor Erick Ayapana said. Road test editor Chris Walton agreed: “The experience remains one of continual ‘delay gain,’ with unsure steering, tremendous turbo lag, and a ‘Who knows what’s going to happen next?’ feeling most of the time.”

There’s still something to love, though. Once the STI’s excessive drive and center-differential settings have been dialed in properly, the Type RA actively rewards you with a death grip of the road.

Between the beefy all-wheel-drive system and Stickum-coated tires, the Subie feels like it never wants to let go.

Getting those settings sorted to your driving style is tricky—with inconsistent manners ranging from lethargic to pointy—especially if you aim for the hardcore end of the scale. “It’s like when you were 15 and got your first electric guitar,” Evans said. “The first thing you did was crank the gain on the amplifier to 11 because you wanted to play metal. Then you hit that first power chord and scared everyone in the house.” To steal Evans’ analogy, the Subaru’s electronics reminds me of an old guitar amp I had in high school. It had hundreds of effects it could replicate. I ended up selling it for a single-channel Marshall half-stack. Keep it simple, Subaru. We’d be happy with two or three drive settings.

Despite the sensory overload the Subaru delivers on the road, it didn’t quite translate once our test gear was hooked up. Lined up at the drag strip, the Type RA accelerated from 0 to 60 mph in 5.7 seconds, tied for slowest in the group, and went through the quarter mile in 14.0 seconds at 100.8 mph, a half second slower than our leader. Its braking performance, 60–0 mph in 103 feet, was second best, but its figure-eight lap was almost a half second behind the leaders. The Type RA’s 24.7-second at 0.77 g average lap is impressive in a vacuum, but it’s still only a tenth of a second quicker than the much softer Golf R.

Its Streets of Willow lap wasn’t as fast as we expected, either, for a car featuring a carbon roof and spoiler. Randy’s best lap was 1:27.56—just a hair ahead of the VW. Randy liked the Type RA’s brakes and shocks but was annoyed by the laggy engine and its handling balance. “Even though we had the center diff in Auto–, the Subaru still had quite a bit of understeer,” Pobst said. “I’m frustrated with Subaru because they’re too conservative with their handling balance. The RA has a wing on it, and it looks all radical, but this isn’t. It’s pushy.”

The WRX STI might be the car directly responsible for kicking off the sport compact segment, but somewhere along the way it lost that little bit of sparkle.

The Type RA both looks and feels racy, but it doesn’t have the performance to back it up. Even more important: This Subaru is just simply not as fun to drive as it is to look at.

Third Place: Volkswagen Golf R

The grown-up in the room

If flying under the radar is your thing, it’s tough to beat the 2018 Volkswagen Golf R. Lacking the tacked-on bodywork and rear wing of the Ford, Honda, and Subaru, the only tell that this unassuming Golf packs 292 hp and 280 lb-ft of torque underhood is a subtle “R” badge and four fat exhaust tips poking out from its rear bumper. Otherwise this six-speed-manual-equipped (a seven-speed twin-clutch auto is available), all-wheel-drive hatch is the ultimate sleeper—perfect for convincing your new boss you’re an upstanding member of society while ensuring your college buddies know you’re still the same guy they played Edward Fortyhands with. All for a fairly reasonable $40,635.

Despite its sleeper status—not to mention its horsepower and weight disadvantage—the Golf R has no trouble chasing down the rest of the pack on Mulholland Highway. “I was surprised I was keeping up with Scott in the Focus—he’d use the Ford’s superior grip in the corners to pull away slightly, but I’d reel him in at the exit and on the straights,” Walton said. The Golf R doesn’t feel as outright powerful as the rest of the group, but it delivers its power smoothly and linearly, without much turbo lag. The gearbox has light, accurate throws, though the pedals are too widely spaced to heel-toe downshift for some.

The Golf goes around a corner with delicate, precise steering and near-invisible all-wheel drive or electronic intervention. The Golf R’s curb weight is certainly noticeable, but as Ayapana said, “It’s still predictable, balanced, and fun.”

Unfortunately, the Golf R’s refined road manners don’t translate to the track. With its power-to-weight ratio working against it, the Golf R brought up the rear in nearly all of our instrumented tests. Its best 0–60 run was 5.7 seconds, tied with the WRX STI, and it finished the quarter mile in 14.1 seconds at 100.4 mph. Its 107-foot 60–0 stop was good for bronze, but it couldn’t make up the gap in the figure eight, where it lapped the course in 24.8 seconds at a 0.77 g average.

Not that it’s a bad thing. “It’s rather shocking that the Golf R’s lap was just 0.1 second behind the Subaru around the figure eight because it was so much less taxing,” Walton said. “It felt like a nice drive, not an assault.”

When it came to its 1:27.90 hot lap, Pobst was frustrated by the Golf R’s softness. “The ride and handling engineers need to have less influence on this car,” he said. “It has a lot of understeer. Especially under power, it understeers like a front-drive car.”

Although we all agreed that the Golf R was fun to drive on the street, its result at the track left us feeling cold. The top two finishers proved to be more engaging on the street and at the track, too.

Second Place: Ford Focus RS

Better late than never

Subaru and Mitsubishi were the darlings of the ’90s hot-hatch movement, but Ford was rallying around the Acropolis ages before. And Ford still knows the formula. Turbo four-cylinder? Check. All-wheel drive? Check. Charmingly obnoxious bodywork? Check.

Part of a limited edition run of 1,500 for the RS’ last model year (1,000 for the U.S.A., 500 for Canada), the 2018 model is the best yet. Its 2.3-liter turbo I-4 cranks out 350 hp and 350 lb-ft and sends its power through a six-speed manual to a torque-vectoring all-wheel-drive system now equipped with a limited-slip front differential. The RS also benefits from changes Ford made to the series last year, chiefly a less punishing electronic suspension setup. Our tester stickered for $41,995.

“I give Ford a lot of credit here,” Evans said. “The improvements to the RS are real and substantial. It’s much more streetable than it used to be.” Whereas the multiple 2016 Focus RS models we tested (note: we never got into a 2017 model) rode like trucks and tramlined over the road, the 2018 model finally feels dialed in.

That’s not to say the Focus RS has gone soft. The ride is still firm (especially in the suspension’s Sport setting), but it’s no longer a kidney-bruising affair. With the body well managed, it lets the driver focus on more important things—like the tiny terror under the hood.

The power the Focus RS’ 2.3-liter engine makes is unbelievable; there’s a touch of lag as you accelerate, but once boost hits, you’re off like a Falcon 9 rocket, with a matching soundtrack to boot. The gearbox carries widely spaced ratios, making it easy to string quick-succession corners together in second or third gear or lope down the freeway in sixth. The pedals are difficult to heel-toe in everyday situations because they don’t lie on the same plane, but they’re “perfect when you’re hammering the car and deep in the brake pedal,” Evans said.

The Focus RS’ steering is quick and precise, and the all-wheel-drive system doesn’t push as you go into corners. And thanks to that limited-slip front diff, it puts down power exceptionally well as you rocket out of a corner onto straights.

Not surprising with 350 horsepower on tap and an aggressive all-wheel-drive setup, the Focus RS is the quickest car here on the drag strip; it accelerates from 0 to 60 mph in 4.7 seconds and runs the quarter mile in 13.5 seconds at 101.2 mph. The Focus RS is a bit underbraked, needing 109 feet in our 60–0 stopping test, but that didn’t seem to hurt its figure-eight lap, tied for first at 24.3 seconds at 0.79 g. The Focus RS is notably fun on the figure eight in Track mode with stability control disabled. “Glorious on corner exit—whacking the throttle to the floor three-quarters of the way through the corner puts the Focus into a beautiful, controlled drift every single time,” Walton said. “With a dab of oppo, it’s super controllable and a hoot.” Who needs Drift mode?

With Pobst behind the wheel, the Focus RS turned a 1:26.56 lap of Streets of Willow, just more than a second slower than our leader. Pobst said the Focus RS’ greatest advantage was its grip under power, but he complained of too much ABS intervention: “A couple times I overran corners because I got a lot of ABS and it wouldn’t slow down or turn.”

Despite its few flaws, you’re left with the impression that the Focus RS is built purely around the idea of fun. With gimmicks like Drift mode backed by face-melting performance, the 2018 Focus RS finally delivers on what the original promised. Unfortunately for Ford, there’s one car that does it better.

First Place: Honda Civic Type R

R U kidding me?

The 2018 Honda Civic Type R is easy to dismiss on paper. Its 2.0-liter turbocharged I-4 makes “only” 306 hp and 295 lb-ft of torque, about average for the segment. And what criminal would send that power to only the front wheels? That would’ve been considered heresy back when I was a kid, but Honda has good reason: Front-drive with a limited-slip differential keeps both weight and the center of gravity low, with the ultimate aim of making it more fun to drive. It also makes the Type R cheaper. Its $34,990 as-tested price is the lowest of our four.

Despite the lack of all-wheel drive, the Civic Type R certainly looks like it belongs. The Gundam styling features a wide variety of functional aero add-ons, such as a massive rear wing and hood scoop—which, fun fact, cools the computers that run the Type R’s electronic adaptive suspension, not the engine—and embellishments such as red accents and three center-mounted exhaust outlets. Its styling is certainly more polarizing than our other three pocket rockets; I love it, but Evans said the Type R “screams 20-something asshat.” Hi there!

Despite Evans’ (or my) lack of taste, there’s no denying that this car can scoot. It makes everything feel absolutely effortless—natural even. The Civic’s Ohio-built engine is a little monster; it makes linear power off the line before finding a second wind as it blasts from 3,000 rpm to its redline. The clutch and six-speed manual action are also best in our test. “This might be the goldilocks of the group; it just does everything well,” Walton said. “I learned where the power lived—it comes on strong just over 3,000 rpm and gets better from there—and used it to my advantage.”

As enthusiasts, we’re conditioned to expect both torque steer and understeer from powerful front-drive cars like the Civic Type R, but Honda’s engineers likely sold their souls—as neither exists here. The Honda’s steering is light, quick, and accurate. Yet its ride is commute-friendly. “What impressed me most in the canyons was its balance,” Ayapana said. “Just when you expect understeer, the Civic Type R says, ‘Nope, not today,’ and stays neutral.”

Equally impressive at our test track, the uncivil Civic accelerated from 0 to 60 in 5.0 seconds and finished the quarter in 13.7 seconds at 105.9 mph, second to the Ford. Even more impressive is the Type R’s acceleration numbers after 60 mph; from 0 to 70 through 100 mph, the Type R was the quickest car of the group. The Honda stopped shorter than any other car in our test, too, needing 99 feet to stop from 60 mph, and it tied the Focus RS’ 24.3-second figure-eight lap and its 0.79 g average.

Although the Type R didn’t cleanly break free from the Ford at our test track, it blasted the Focus at Streets. Pobst’s 1:25.45 lap was not only the fastest of the day, but it also makes the Honda the quickest front-drive car we’ve ever had around the track. “The Civic feels the raciest of this group,” he said. “It’s a bit of a wild child, but it’s a very stable car. It’s really hard to get the tail out, but at the same time it doesn’t have as much understeer as the Subaru or Golf. It’s so interesting. How do they do that?” The Civic Type R’s performance merits are certainly enough for it to earn first place fair and square.

More than that, it never fails to make you smile. Of all the cars here, the Civic Type R is the one we most want to drive, just because. It’s the type of car where you’re actively looking for an excuse to run an errand or head out on a road trip. It’s as rewarding to drive at 25 mph puttering around town as it is carving up your favorite back road or racetrack. It’s the car you shift for no reason other than it feels good doing it. It’s the car you race from every stop sign because it’s fun and take around every corner as fast as you dare because of its thrilling feedback.

If I could send this story back in time and put it in the hands of my 12-year-old self, I’m sure I wouldn’t believe the results. But the Honda Civic Type R isn’t just a driver’s car. It’s a driving partner. And for that, it’s our unanimous pick for the winner.

4th Place: 2018 Subaru WRX STI Type RA Rough and tumble Type RA promises much but doesn’t deliver the goods

3rd Place: 2018 Volkswagen Golf R Soft and heavy at the track but an exceptional long-haul cruiser

2nd Place: 2018 Ford Focus RS Ford finally delivers the Focus RS we’ve always wanted … just in time for it to go out of production

1st Place: 2018 Honda Civic Type R Honda’s twist on the sport compact creates the new world-standard hot hatch

Horses for Courses

Sometimes the category of car we’re lapping and the available track don’t quite match. Either the cars are too powerful for the track, or the track’s too fast for the cars. Not here, though. Our quartet of cars couldn’t be better tailored for the Streets of Willow Springs. Unfortunately, that still left us with some head-scratching inconsistencies. Sure, there are a couple of obvious trends. The Civic Type R repeatedly out-accelerates the other three and usually gets a jump out of the corners, too, due to its edge in grip. But when we lean in closer — well, there are often differences without patterns. For instance, the Civic shows a lot of confidence through Turn 7, but Randy Pobst isn’t nearly as bold as he lifts nearing the braking points for Turn 1 and 11. The Golf shows a lack of commitment at all three of these points, though it’s solidly midpack in cornering grip. The Focus is uniquely quick through Turn 5 but nowhere else. What is consistent? Perhaps the Subaru, which usually had the lowest cornering speeds and peak speeds between corners — except for its anomalous spurt of speed between Turns 3 and 4 –Kim Reynolds

2018 Subaru WRX STI Type RA 2018 Volkswagen Golf R 2018 Ford Focus RS 2018 Honda Civic Type R DRIVETRAIN LAYOUT Front-engine, AWD Front-engine, AWD Front-engine, AWD Front-engine, FWD ENGINE TYPE Turbocharged flat-4, alum block/heads Turbocharged I-4, iron block/alum head Turbocharged I-4, alum block/head Turbocharged I-4, alum block/head VALVETRAIN DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DOHC, 4 valves/cyl DISPLACEMENT 150.2 cu in/2,462cc 121.1 cu in/1,984 cc 138.0 cu in/2,261 cc 121.8 cu in/1,996 cc COMPRESSION RATIO 8.1:1 9.6:1 9.5:1 9.8:1 POWER (SAE NET) 305 hp @ 6,000 rpm 292 hp @ 5,400 rpm 350 hp @ 6,000 rpm 306 hp @ 6,500 rpm TORQUE (SAE NET) 290 lb-ft @ 4,000 rpm 280 lb-ft @ 1,800 rpm 350 lb-ft @ 3,200 rpm 295 lb-ft @ 2,500 rpm REDLINE 6,600 rpm 6,500 rpm 6,500 rpm 7,000 rpm WEIGHT TO POWER 11.1 lb/hp 11.4 lb/hp 9.8 lb/hp 10.1 lb/hp TRANSMISSION 6-speed manual 6-speed manual 6-speed manual 6-speed manual AXLE/FINAL-DRIVE RATIO 3.90:1/2.95:1 4.24:1 (1st, 2nd) 3.27:1 (3rd-6th, R)/2.98:1 4.06:1 (1st, 2nd, 3rd, 4th); 2.95:1 (5th, 6th, R)/2.77:1 4.11:1/3.02:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multi-link, coil springs, anti-roll bar Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Struts, coil springs, adj shocks, anti-roll bar; control arms, coil springs, adj shocks, anti-roll bar Struts, coil springs, adj shocks; anti-roll bar; multilink, coil springs, adj shocks; anti-roll bar STEERING RATIO 13.3:1 9.5-14.1:1 15.0:1 14.9-11.7:1 TURNS LOCK-TO-LOCK 2.5 2.1 2.0 2.1 BRAKES, F; R 13.4-in vented, drilled disc; 12.8-in vented, drilled disc, ABS 13.4-in vented disc; 12.2-in vented disc, ABS 13.8-in vented disc; 11.9-in vented disc, ABS 13.8-in vented, drilled disc; 12.0-in disc, ABS WHEELS 8.5 x 19-in forged aluminum 8.0 x 19-in cast aluminum 8.0 x 19-in forged aluminum 8.5 x 20-in cast aluminum TIRES 245/35R19 89W Yokohama Advan Sport V105 235/35R19 91Y Continental ContiSportContact 5P 235/35R19 91Y Michelin Pilot Super Sport 245/30R20 90Y Continental SportContact 6 DIMENSIONS WHEELBASE 104.3 in 103.5 in 104.3 in 106.3 in TRACK, F/R 60.2/60.6 in 60.7/59.7 in 60.9/60.0 in 63.0/62.7 in LENGTH x WIDTH x HEIGHT 181.3 x 70.7 x 58.1 in 168.4 x 70.8 x 56.5 in 171.7 x 74.1 x 58.0 in 179.4 x 73.9 56.5 in TURNING CIRCLE 36.0 ft 35.8 ft 39.4 ft 39.5 ft CURB WEIGHT 3,380 lb 3,325 lb 3,430 lb 3,096 lb WEIGHT DIST, F/R 60/40% 59/41% 59/41% 62/38% SEATING CAPACITY 5 5 5 4 HEADROOM, F/R 39.8/37.1 in 38.4/38.1 in 38.3/38.0 in 39.3/37.4 in LEGROOM, F/R 43.3/35.4 in 41.2/35.6 in 43.1/33.2 in 42.3/35.9 in SHOULDER ROOM, F/R 55.6/54.6 in 55.9/53.9 in 55.6/52.6 in 56.9/55.0 in CARGO VOLUME 12.0 cu ft 52.7/22.8 cu ft 36.9/19.9 cu ft 46.3/25.7 cu ft TEST DATA ACCELERATION TO MPH 0-30 1.7 sec 1.8 sec 1.5 sec 2.1 sec 0-40 3.0 3.1 2.6 3.2 0-50 4.0 4.1 3.6 4.0 0-60 5.7 5.7 4.7 5.0 0-70 7.1 7.3 6.7 6.6 0-80 9.3 9.4 8.2 8.0 0-90 11.4 11.7 10.3 10.2 0-100 13.8 14.0 13.2 12.2 PASSING, 45-65 MPH 2.9 3.0 2.8 2.4 QUARTER MILE 14.0 sec @ 100.8 mph 14.1 sec @ 100.4 mph 13.5 sec @ 101.2 mph 13.7 sec @ 105.9 mph BRAKING, 60-0 MPH 103 ft 107 ft 109 ft 99 ft LATERAL ACCELERATION 0.98 g (avg) 0.97 g (avg) 1.01 g (avg) 1.01 g (avg) MT FIGURE EIGHT 24.7 sec @ 0.77 g (avg) 24.8 sec @ 0.77 g (avg) 24.3 sec @ 0.79 g (avg) 24.3 sec @ 0.79 g (avg) 1.6-MI ROAD COURSE LAP 87.56 sec 87.90 sec 86.56 sec 85.45 sec TOP-GEAR REVS @ 60 MPH 2,400 rpm 2,250 rpm 2,250 rpm 2,450 rpm CONSUMER INFO BASE PRICE $49,855 $40,635 $41,995 $34,990 PRICE AS TESTED $49,855 $40,635 $41,995 $34,990 STABILITY/TRACTION CONTROL Yes/Yes Yes/Yes Yes/Yes Yes/Yes AIRBAGS 7: Dual front, front side, f/r curtain, driver knee 6: Dual front, front side, f/r curtain 7: Dual front, front side, f/r curtain, driver knee 6: Dual front, front side, f/r curtain BASIC WARRANTY 3 yrs/36,000 miles 6 yrs/72,000 miles 3 yrs/36,000 miles 3 yrs/36,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles 6 yrs/72,000 miles 5 yrs/60,000 miles 5 yrs/60,000 miles ROADSIDE ASSISTANCE 3 yrs/36,000 miles 3 yrs/36,000 miles 5 yrs/60,000 miles 3 yrs/36,000 miles FUEL CAPACITY 15.9 gal 14.5 gal 13.7 gal 12.4 gal EPA CITY/HWY/COMB ECON 16/22/18 mpg 21/29/24 mpg 19/26/22 mpg 22/28/25 mpg ENERGY CONS, CITY/HWY 211/153 kW-hrs/100 miles 160/116 kW-hrs/100 miles 177/130 kW-hrs/100 miles 153/120 kW-hrs/100 miles CO2 EMISSIONS, COMB 1.06 lb/mile 0.81 lb/mile 0.90 lb/mile 0.80 lb/mile RECOMMENDED FUEL Unleaded premium Unleaded premium Unleaded premium Unleaded premium

The post Ford Focus RS vs. Honda Civic Type R vs. Volkswagen Golf R vs. Subaru WRX STI Type RA appeared first on MotorTrend.

https://www.motortrend.com/cars/honda/civic/2018/ford-focus-rs-honda-civic-type-r-volkswagen-golf-r-subaru-wrx-sti-type-ra-comparison/ visto antes em https://www.motortrend.com

0 notes

jobsearchtips02 · 4 years

Text

Is Elon Musk Wrong About An Under-250-Mile Range Model Y?

Batteries

Published on July 25th, 2020 | by Loren McDonald

July 25th, 2020 by Loren McDonald

Elon Musk was recently at it again on Twitter sharing upcoming plans about the Tesla Model Y as well as Supercharging speeds for the Model S and X. But it was his comment that a range of less than 250 miles would be unacceptably low that got the attention of the EV and business press.

Below is the full Twitter exchange with someone using the Twitter handle of Jason.

Image Source: Twitter

Tesla had originally planned to launch a Standard Range Model Y — as it has done with most of the Tesla models over the years. But in this case, Musk argues that the “range would be unacceptably low (

Musk didn’t share what the EPA range of a Standard Range Model Y would come in at, but I’m going to pick an arbitrary 235 miles as my assumption for this article. If the Short Range version was actually rated at literally just under 250 — let’s say 245 or 247 miles — I would assume that with software adjustments, battery improvements, and tire combinations, Tesla could easily bump that range up to the magic number of 250 within 3–6 months. And everyone would forget the initial range, just like no one cares about the initial range of the Model S.

So, assuming a range of about 235 miles, why does Musk believe that is unacceptable? And to whom is it unacceptable — himself, company leadership, the brand promise, or customers?

After I drafted and submitted this article, Musk stated on the Q2 earnings call: “The thing that bugs me the most is that our cars are not affordable enough. We need to fix that. We want to be slightly positive and maximize growth, and make the cars as affordable as possible.” On the same call he also stated: “With regard to passenger vehicles, I think the new normal for range is going to be, just in U.S. EPA terms, approximately 300 miles. So I think people will really come to expect that as some number close to 300 miles as normal.”

But is Musk simply wrong? I believe he is both right and wrong, as there are multiple compelling arguments both for and against an under-250 mile Model Y.

Keys To Tesla’s EV Leadership Through the Minds of Consumers

Tesla and Elon Musk have done many things to generate excitement and interest in electric vehicles that have led to the company being the dominant automaker in terms of sales volume of EVs. Three of those keys are:

Aspirational: Prior to the Model S, EVs were often thought of as ugly, overpriced, glorified golf carts. The performance and style of the Model S (and subsequent models) made the company’s EVs aspirational for many buyers.

Range: Anxiety over the battery’s driving range was an issue for many of the early EVs that only had +/- 100 miles of range, and still is. The first versions of the Model S launched in 2012 had an EPA range for the 60 kWh battery pack model of 208 mi, and the 85 kWh battery was rated at 265 miles. Now the Model S Long Range Plus has a range of 402 miles, and most models have a range near or above 300 miles. The exception is the Model 3 Standard Range Plus at 250 miles (more on the off-menu Standard Range version later).

Superchargers and Destination Charging: Tesla is the only automaker that invested in building out its own DC fast charging (Supercharging) and Level 2 charging (Destination Charging) network. (Other OEMs have of course invested in charging networks, just not their own.) While Tesla’s connectors in the US are currently proprietary to Tesla vehicles — similar to the closed model of Apple — owners of Tesla EVs in the US generally have little to no concern (with a few exceptions in some remote or less populous areas) about not having enough range for getting to the next charging station. With the growth in popularity of the Model 3 in markets like California, however, the concern has now switched to “charging anxiety” — wait times and charging speed.

The importance and catch-22 of the above is that the Tesla brand has set the bar on EV range. The Tesla brand in essence is all about more range being better and its lead over competitors in this area continues to be a key bragging right. The 300 miles of range available on variants of all 4 models, combined with its charging networks, means never having range anxiety.

But, does every potential driver of an EV want or need 300–400 miles of range? For many households and use cases, a Tesla may in fact provide more range than actually needed. Of course, buying a car or truck that has more than you need (horsepower, top speed, interior luxury features, range, seating capacity, size, 4-wheel drive, etc.) is nothing new, especially in car- and truck-loving America. Elon Musk understands this and has always focused Tesla on the “wants” rather than “needs” of auto-buying consumers.

But with DC fast chargers getting faster, charging stations getting more available, and many EV-interested consumers becoming more comfortable with the concept of “refueling with electricity,” is Tesla potentially giving up a segment of the market to competitors by not offering a lower-range, lower-priced Model Y?

The Case For A Less Than 250-Mile Range Tesla Model Y

Why does Musk think less than 250 miles of range is unacceptable? The following are several reasons why a Model Y Standard Range would make sense for Tesla:

300–400 miles of range is what most Americans want — but they don’t actually need it: While the average range of fully electric vehicles (BEVs) has increased significantly in the last 10 years, range anxiety remains a concern of mass consumers who have yet to drive an EV or understand how to manage range and charge your vehicle. Of the current 13 BEVs available in the US (note that some, like the Fiat 500e, are only available in 2 states), the average battery range is now 253 miles, while the median range is 254 miles. If weighted by sales volume, the average range would approach 300 miles due to Tesla accounting for about 60% of EV sales in the US.

Many studies, such as the Volvo/Harris Poll below, confirm that range anxiety and fear of not finding a place to charge are top concerns for potential buyers of EVs. And several studies have pegged 300 miles as the magic threshold that a majority of US consumers want before considering an EV.

Image Source: Volvo/The Harris Poll

Price competitiveness without the federal EV tax credit: Tesla and GM are the only OEMs that no longer qualify for the federal EV tax credit, which is $7,500 for BEVs and plugin hybrids (PHEVs) with a battery pack of 16 kWh or more ($6,843 for the Ford Escape PHEV). Since the federal EV tax credit doesn’t actually reduce the price of an EV (unless you lease and it is incorporated into the lease with lower monthly payments), I’ve always been annoyed at the use of EV prices that subtract the federal tax credit. But it is common practice to incorporate the incentive, so I’ve included it in the table below.

As you can see, there are several BEVs and PHEVs that are either available currently or are scheduled to be available by the end of 2021. And all of these electric CUVs/SUVs will have an effective cost lower than the various Model Y variants, except for the Volvo XC40 Recharge and Ford Mustang Mach-E GT. Many of these models will be $5,000 to $10,000 less than the two variants of the Tesla Model Y Long Range.

So, while Elon and lots of EV and Tesla fanatics believe that Tesla vehicles are superior to EVs from other brands (software updates, battery efficiency, performance, Autopilot/FSD, etc.), with as many as 10 EVs available in roughly the same category, many buyers may opt for a brand other than Tesla with a lower price.

Now, Tesla fans love to argue that the company’s BEVs are light years ahead of EVs from the legacy OEMs and that their offerings simply aren’t competitive. For me, access to the Supercharger and Destination Charging network are Tesla’s biggest competitive advantage and likely has a brand value to potential buyers of several thousand dollars. But, for someone who isn’t a Tesla fanatic and is considering, say, the Nissan Ariya, VW ID.4, Ford Mustang Mach-E, Toyota RAV4 Prime, or Ford Escape PHEV, many of Tesla’s advantages simply aren’t that important.

Consumers consider many factors when buying a car, including quality, service, comfort, brand loyalty, and price. If the car with the best specifications was the top consideration, then there would eventually be only one car in each segment, as no one would buy any car without the best specs.

Weak economy/Job insecurity: The COVID-19 pandemic is wreaking havoc on the economy (a recession was likely even before COVID) and millions of Americans are now either unemployed, underemployed, or nervous about their job stability and future paycheck. Under these circumstances, someone considering a new car purchase may look for ways to lower their monthly payments through leasing or opting for a cheaper model, one without all of the extra features. A Model Y Standard Range could potentially be much more attractive to consumers on a tighter budget.

Monthly payments: Tesla just launched a leasing option for the Model Y Long Range for $499 a month, and the Model 3 Standard Range Plus lease option starts at $371 per month. Tesla could potentially offer a $399 per month lease, which would generate lots of publicity and drive a lot of test drive traffic into Tesla galleries and showrooms, all resulting in increased sales volumes of all Model Y variants.

Volume rankings: The Model 3, which is in a category rapidly losing popularity, sedans, was the 26th best selling vehicle in the US in 2019, according to GoodCarBadCar. A Model Y priced at or near $40,000 could be a huge seller in the US, and could likely crack both the top 20 sales chart and possibly rank #1 in a category such as “midsized luxury SUV” — giving Tesla some bragging rights and great press coverage. There is safety in numbers, and the better the Model Y sells, the more people will be comfortable buying it, spurring even more sales. And many people may opt for one of the more expensive variations of the Model Y.

Competitiveness of similar range EVs: Of the non-Tesla BEV small/midsized crossovers/hatchbacks currently available in the US, only the Nissan LEAF offers different range options — 149 or 226 miles of range. But in the coming 12 to 18 months, the Mustang Mach-E and Nissan Ariya — two BEVs expected to go head to head against the Model Y — will be available in two or more battery pack options. There will also be 6 BEVs available with expected EPA ranges of from 210 to 250 miles.

For consumers who place a higher priority on some combination of price, build quality, existing brand preference, or service over longer range, Tesla would be giving up this market segment to competitors.

Shortsighted thinking: Tesla continues to improve energy efficiency of its batteries, and just in the last 12 months or so, the company increased the range on the Model S Long Range from 335 to 370 to now 402 miles. So, I would assume that within 3 to 6 months of launch, Tesla could increase the range of a Model Y Standard Range to 250 miles from ~235, as it has done with every other model recently.

This approach provides more proof of Tesla‘s leadership in batteries, and then also positions its cheapest and shortest range Model Y ahead of the others in the crossover category.

200–225 miles of range meets 99% of most households’ driving needs: For most American households, a range of 225 to 250 miles meets their needs for daily commutes and errands and weekend trips to the beach, the mountains, or to visit relatives and friends. What that range isn’t ideal for are the 2–3 long road trips (1% of trips for most) that they might take each year. (I will cover solutions for the “1% challenge” in an upcoming multi-part series.)

As of 2017, 58% of US households had two or more vehicles. So, roughly 6 out of 10 households potentially have a second vehicle they can use for these few long trips per year if they don’t want to use their shorter-range EV.

Europeans need less range: A lower range Model Y could be a massive hit in European countries where trains and regional flights provide a convenient alternative to long road trips in a car. With access to great train systems, most Europeans clearly can get by with a shorter range BEV. Although, surprisingly, they expect more range than North Americans, according to a recent CleanTechnica survey.

[Editor’s note: Having lived in Europe for more than 10 years, and having listened to many Europeans on this matter, I think there is a bit of a misconception about this. Europeans, on average, drive a lot less than Americans. However, that is mostly because they tend to have shorter commutes, commute more frequently via urban transit systems, and do not have to do so much driving across sprawling suburban areas for shopping and routine activities. When it comes to road trips, Europeans with cars do tend to go on far away road trips in their cars — if they don’t fly or, less commonly, take a train. Those further north like to vacation in the south, for example, which means a very long drive/trip. Additionally, since they have longer vacations — much more vacation time — it is not uncommon to want to have your car with you on vacation, stimulating a drive instead of a flight. So, all in all, I think it is a little bit of a myth that Europeans care less about range. Maybe for daily commutes and errands, yes, but not for those occasional road trips. Lastly, Europe is typically colder than the US, so they also have to think more about the hit the range will take for several months in winter, fall, and even spring.]

Why Is Musk Saying No To A Model Y With Under 250 Miles Of Range Model Y?

The case for a less than 250-mile range Model Y is very compelling in my opinion, but if I wear my brand hat from being in marketing for 36 years, I can also make the case against it. The following are several reasons to not offer a Model Y Standard Range:

Additional production complexity: Producing another variant of the Model Y adds additional complexity to the manufacturing process and has the potential to impact production of other Model Y variants. Musk has often talked of the need to simplify vehicle manufacturing and reduce the number of model variants. A Model Y Standard Range, however, would presumably use the same 50 kWh battery pack as the Model 3 Standard Range Plus, so that would eliminate the need for a different battery pack or the need to limit range via software. And recent rumors are that the Model Y and Model 3 will soon share the same universal battery pack.

Competition/Bragging rights: More range is better. Lots of range is even better. 400 miles is awesome. Tesla has not only led the auto industry in delivering BEVs with more range than competitors, but in so doing, the company and Musk have also promoted the idea that whatever their models achieved at the time (250, 300, and now 400 miles) was the EV range that consumers needed (or wanted).

A Model Y with 235 or so miles of range suddenly becomes ho hum, and would be surpassed by several CUVs, including the Mustang Mach-E, Chevrolet Bolt, Hyundai Kona EV, Nissan Ariya, and Volkswagen ID.4. (My counter, however, is that Tesla would still have Long Range models that would surpass anything the competition offered in the category.)

Undermines the Tesla range advantage: If Tesla now in 2020 released a Model Y with ~235 miles of range, the company by default is validating as acceptable the EV range of competitors in the 200–250 EPA mile range.

By making available a ~235-mile range Model Y, consumers may now start placing less emphasis on the importance of range and place a higher priority on quality, service, comfort, interior luxury, and other factors where Tesla tends to not have either a real or a perceived advantage.

Price competitiveness/Vehicle margins: While I’m not going to delve into estimating margins of the Model Y (I’ll leave that to other CleanTechnica writers), the higher the sales price of a vehicle, the greater opportunity there is for higher margins. So, a lower-street price of a Model Y would likely cut into the margins of the portfolio of Model Y battery pack variations.

And that is okay if there is unlimited demand for the higher end Model Ys, but there is clearly a cap. And the fact that Tesla just added a lease option for both the Long Range and Performance versions of the Model Y suggests that demand could be waning, especially as the economy struggles. [Editor’s note: Musk said on this conference call this week demand is definitely not an issue — they have far more demand than they can supply.] Musk is known to not be a fan of offering the lease option, and holds off on leasing until market demand necessitates it. In 2019, Elon Musk said, “We’ve been reluctant to introduce leasing on Model 3 because of its effect on GAAP Financials… Obviously, leasing is a way to improve demand, but it makes our financials looks worse.”

That said, according to this Forbes article “While Tesla’s leasing program is hurting the company’s revenue growth to an extent, it is helping the company’s margins as its leases appear to be more lucrative to the company.” [Editor’s note: Tesla may be less concerned about how their financials look now that Tesla has shown 4 consecutive quarters of GAAP profit. Perhaps that is one reason it recently started offering Model Y leasing rather than waiting longer.]

Tesla does not want to compete on price: Nordstrom doesn’t want to compete with Walmart on price, and nor does Tesla does want to compete with other automakers on price. It hurts its brand reputation, but also opens the door to brands like Hyundai, Kia, Chevrolet, Nissan, and Ford to aggressively compete with and undercut Tesla. And if potential Tesla buyers begin to place price as a much higher factor in their purchase decision, then Tesla’s real or perceived advantages in range, performance, software, etc. are diminished.

But the counter is that we are in a tough economic period and Tesla also needs to support its growth story and scale volume in the US. A lower price Model Y in the hot CUV segment could put it at the top of the sales charts. Higher production volume should also lead to better margins overall with increased scale.

SUV/CUV perception versus sedans: Musk seems to be okay with a sedan, the Model 3 Standard Range Plus, having just 250 miles of range. And while it isn’t listed on the Tesla website, you can special order from Tesla showrooms the Tesla Standard Range, which has only 220 miles of range.

Perhaps this gives us the most insight into Musk’s thinking. It seems he believes that 300 miles is the standard to be measured by for BEVs, but anything less than 250 miles is an embarrassment, or in his words, “unacceptably low.”

Because the sedan segment is rapidly declining in popularity and primarily being left to Toyota and Honda to compete over, Musk knows that the SUV/CUV segments (and pickup segment) are where automakers will win or lose in the US in the coming years.

And because SUVs/CUVs are thought of as perfect vehicles to take the family on long trips, Musk clearly believes that a range less than 250 miles will not win over customers.

In the end, the right answer is likely a battle between those at Tesla who believe the brand is everything and those in sales and finance who see how many more Model Ys the company might be able to sell.

What do you think — should maintaining the brand superiority outweigh the opportunity to potentially reach a new and much larger market? Let us know in the comments.

Latest CleanTechnica.TV Episode

youtube

Latest Cleantech Talk Episodes

Tags: EV Range, Tesla, Tesla Model Y, Tesla Model Y range

About the Author

Loren McDonald writes about the factors driving adoption of electric vehicles and the opportunities and challenges the transition to EVs presents companies and entrepreneurs in the auto, utility, energy, retail and other industries. His research and content are published on CleanTechnica, his own blog/site, www.EVAdoption.com, and in his upcoming book “Gas Station Zero” about the huge shifts and changes in multiple industries driven by the transition to battery electric, autonomous and shared vehicles.

from Job Search Tips https://jobsearchtips.net/is-elon-musk-wrong-about-an-under-250-mile-range-model-y/

0 notes

gizedcom · 4 years

Text

Schumpeter – Why companies struggle with recalcitrant IT | Business

Jul 18th 2020

IT IS SUPPOSED to be the “Tesla killer”. Volkswagen’s new ID.3 is the firm’s first mass-produced all-electric car—and the first step in the German carmaker’s attempts to reinvent itself for an electrified world. That makes it perhaps the most important model since the original Golf, launched in 1976. The ID.3 is also late. Mechanically, the car is hunky-dory. But some software widgets that are a big selling point these days—rumoured to include smartphone connectivity and augmented-reality parking assistance—may be missing at first, only to be added later. Originally set for this summer, the launch has been pushed back until at least September.

VW is not the only big company struggling to make its computers work. Last year British banks were hauled over the coals by regulators for online outages and botched IT upgrades that left millions of customers unable to make or receive payments. Some problems are much more serious. Boeing’s 737 MAX aircraft were grounded in 2019 after two fatal crashes caused partly by a software flaw. Investigators have since found lesser bugs. Airlines are, for instance, now advised to turn the plane off and on again every 51 days, to stop its computers displaying false data in mid-flight. A similar problem found in 2017 in some aeroplanes made by Airbus, Boeing’s European rival, prompted the European Union Aviation Safety Agency to require that such aircraft be rebooted at least every 149 hours.

Blame for companies’ IT woes often ends up in the boardroom. Sometimes that is fair; Dennis Muilenberg was rightly forced to resign as Boeing’s CEO after the tragic 737 max disasters. But not always. For software is hard—and hard to keep up with. And the employees expected to produce it are often the products of a discipline that is in many ways oddly premodern. When software is “eating the world”—Silicon Valley speak for a situation where most firms are to a greater or lesser extent software companies—that matters.

Start with the computer code itself. Programming requires a mix of hyper-literalness and creativity. Tiny errors, like a misplaced punctuation mark, can completely change how a system behaves. An industry rule of thumb is that, depending on how carefully they work, programmers make between 0.5 and 50 errors in every 1,000 lines of code they write. Because cars and aircraft contain tens of millions of lines, the chances of an error-free system are in effect zero. Even when bugs do not lead to catastrophe, they put a constant drag on a firm’s productivity. A survey commissioned by Stripe, a digital-payments processor, suggested the average developer spends 21 hours a week fixing old or bad code.

The inherent difficulty of programming is made worse by the shortcomings of software engineering as a profession. These are laid out in a book, “The Problem With Software: Why Smart Engineers Write Bad Code”. The author, Adam Barr, spent 20 years as a developer for Microsoft, a software giant. Many coders, he notes, are at least partly self-taught. That leads to bad habits, which software-engineering courses fail to correct. There is too little communication between academia and industry, and no real agreement on what to teach or what habits to instil. The result, argues Mr Barr, is a field in which folklore and fads too often take the place of professional standards.

To illustrate the field’s shaky foundations, Mr Barr points to the practice, popular with technology firms like Google or Apple, of giving job candidates a programming problem to solve on a whiteboard. Few other fields behave that way, because they assume that, by dint of having graduated, applicants have already achieved a basic level of competence. Doctors do not expect anatomy quizzes before being hired. Mechanical engineers are not required to jot down Newton’s laws of motion to prove their bona fides.

All those problems are compounded by software engineering’s breathless rate of change. Even when a system works, it rapidly becomes obsolete. The woes of British banks are largely the result of trying to maintain such “legacy” systems, written by long-departed programmers (often outsourced) in half-forgotten computer languages to satisfy criteria no one can quite remember. Coders under pressure to add nifty new features often cut corners, storing up problems for the (ever less distant) future.

The result, says one expert with decades of experience, is that shiny new IT systems can rapidly devolve into rickety, half-understood contraptions held together with gaffer tape and a prayer. Eventually the costs become too great to ignore, and companies must upgrade their systems. But that is the moment of maximum danger, for the new software must do everything that the half-understood old one does, and more. It is, to repeat a common but apposite analogy, like rebuilding an aircraft in flight.

A bug’s life

VW is doing its best to iron out the kinks with the ID.3’s snazzy features. The firm wants to bring most software development back in-house, and has spent €7bn ($8bn) on a shiny new “digital unit”. That is probably a good idea. However, as Mr Barr argues, the structural problems with writing software mean that spending money on it does not, by itself, guarantee success. One great advantage possessed by startups like Tesla or Monzo, a newish online bank in Britain, is that their programmers are handed a blank sheet of paper. With no legacy systems to maintain, and fewer old bugs to root out, their software is more robust and developers can spend more time on features that customers want.

If that is cold comfort for older companies that have no easy way of starting afresh, computing greybeards offer reassurance—after a fashion. The startups’ advantages will, they predict, prove temporary. Bugs will creep in. Bodge jobs will go unfixed. Developers will leave, taking knowledge with them. Today’s feisty usurpers will become tomorrow’s clumsy incumbents, held back by their antiquated, unreliable IT—and ripe for disruption in turn. ■

This article appeared in the Business section of the print edition under the headline “When bits bite”

Reuse this contentThe Trust Project

Credit: Source link

The post Schumpeter – Why companies struggle with recalcitrant IT | Business appeared first on GIZED - Breaking News Worldwide.

from WordPress https://ift.tt/3h6xCbk via IFTTT

#IFTTT #WordPress

0 notes

paulbenedictblog · 4 years

Text

%news%

New Post has been published on %http://paulbenedictsgeneralstore.com%

I drove a $141,000 Porsche 911 4S and a $224,000 911 Turbo S — and my favorite model might surprise you

What a automotive!

Matthew DeBord/Insider

I drove a $141,000 2020 Porsche 911 Carrera 4S and a $224,000 2020 Porsche 911 Turbo S, relief-to-relief.

Both sports actions coupés take a seat at the cease of their respective 911 ranges, within the eighth expertise of a fabricate that dates to the early 1960s.

The Turbo S is basically the most grand 911 in Porsche's history, whereas the 4S is a spectacularly genuine performance machine.

I most neatly-most neatly-liked the 4S, but the Turbo S's elegance is grand to ask.

Lunge to Switch Insider's homepage for extra tales.

The most productive a range of time I will remember having two Porsche 911s roughly relief-to-relief as review cars used to be just a few years ago after I loved a 911 Carrera S after which a Targa 4S, in considerably almost at the moment succession.

But history repeated itself in 2020, after I sampled the new 992 iteration of both the Porsche 911 4S and the 911 Turbo S interior weeks of every a range of.

Both versions of the eighth-expertise 911 comprise been commendable. If the relaxation, the colossal takeaway used to be that, against the potentialities as continuously, Porsche has over all all over again improved upon a frail fabricate from the early 1960s that, from an aim engineering standpoint, is flawed; the rear-engine structure should peaceable yield such staggering performance. And yet.

Alternatively, I did select one 911 to the a range of. So here's a aspect-by-aspect comparability, highlighting similarities and variations:

Photos by Crystal Cox, unless indicated otherwise.

We will delivery up with the 911 Carrera 4S. At $141,000 as-examined, the 4S is the cease of the new 911's lower vary.

Study the review.

Our bug-eyed buddy grew out of the Of us's Car of postwar Germany — or no longer it's far the snazzier older brother of the VW Beetle.

The rearing-horse badge is acquainted.

No one would argue that the 911 has a spirited rear cease. The walk has gotten much less humpy over the years. But or no longer it's peaceable a walk.

Viewed steady now, it's not so gruesome. Be unsleeping, the 911 has its engine and a pair of wide tires relief here, requiring colossal haunches. The dual-sport enlighten pointers comprise been silver-tipped in my tester. The enlighten pointers you notion protruding of the rear bumper here are staunch ornamental, despite the truth that. The coolest enlighten ports take a seat farther relief.

The LED headlights are rather efficient for night riding ...

... And the four-level daylight hours working gentle feature staunch appears cool.

There are ventilated disc brakes and flashy crimson calipers front and rear. These brakes are impeccable, and additionally they're no longer even high-of-the-line. The non-mandatory carbon ceramic brakes (no longer seen here) provide bigger discs and calipers that replenish extra space within the aid of the wheels. They assuredly're an opulent possibility, pointless for each day avenue riding.

My tester rode on Michelin Pilot Alpine chilly climate tires. Sadly, I had no snow to envision them out in.

We continuously yowl that we can not display you the engine when we review a 911. But it's below there! The rear-engine fabricate goes relief to the expertise sooner than the first 911s of the early 1960s. In the 4S, or no longer it's far the everyday boxer six, but with twin turbochargers, making 443 horsepower with 390 pound-feet of torque.

Gas economy is exceptionally no longer good: 18 mpg city/23 toll road/20 mixed, consistent with the EPA. But I went thru a tank rather hasty, whereas engaged in spirited riding. And even in mellow toll road riding, you are peaceable making enlighten of the Porsche's passing energy, which is bottomless and missile-like, so my sense used to be that 20 mpg, whereas believable, is rarely any longer going for many dwelling owners. And you're no doubt going to hope to gasoline up on top class gas.

The energy is piped thru an eight-spin dual-grab transmission to the very good all-wheel-drive machine, which biases the rear rubber till it senses a want to transfer the traction spherical to counter crawl and withhold the automotive genuine on the road.

The frunk. It is miniature. But I was ready to cram just a few days worth of groceries in.

Let's step interior. Gleaming so you know, the new 911 has "self-presenting" door handles, which will almost definitely be form of nerve-racking. And or no longer it's ideal relaxed in there! My test automotive had "Slate Grey/Chalk" leather interior that used to be easy to like.

Positive! The 911's infamously abominable cupholder! It pops out, at the far good of the mosey.

The aid seat of the 911 has been a working comical yarn for a long time. It is far a wonderful keep to stash an opulent leather jacket and some riding gloves, perchance a digicam.

For the driving force, this is the keep the fun occurs.

Force modes are chosen the utilization of the knob on the good aspect. Punch the heart button and you pick up 20 seconds of screaming over-boosted turbo oomph. It does a slight bit warp time in apply.

The 911 4S has Frequent, Sport, Sport-Plus, and Particular particular person modes. Many of the time, I was in Sport. I dilapidated Sport-Plus for 0-60 mph runs, and I fooled spherical with Particular particular person, which permits for personalization of suspension, steerage, and throttle.

In Sport-Plus, the shifts are surely held relief, letting you taste the 7,500rpm redline. But or no longer it's more challenging to drive the automotive on civilian roads in this mode, and for me, it used to be extra sophisticated to focus to the 911's facing. But, the engine burbles from the fully-opened enlighten ports are maximized in Sport-Plus.

It is far a Porsche, so the tachometer is front and heart. The display to the good can even be customized the utilization of a controller on the steerage wheel.

The Porsche infotainment machine runs off a central touchscreen.

So what's the verdict on the 911 Carrera 4S?

In my review, I wrote, "It is good."

Let me elaborate.

By "good," I mean there's by no plot been a wiser Porsche 911. When I first drove an all-wheel-drive 911, I believed it used to be like cheating. I expertise a rather tail-happy sports actions automotive, but I make no longer be pleased the expertise of counter-steerage my plot out of slides after I'm throttling a sturdy machine.

I already knew the 911 4S used to be good. Accurate good. No recordsdata there. What amazed me this time spherical used to be how Porsche someway made it even better. This, of us, is sublime. They withhold finding ways to augment perfection. Amazing. Speak the money, pick up the automotive. Steal basically the most productive. Don't look relief.

If the 911 4S is the cease of the lower tier, then the Turbo S is the cease of the cease tier. It is in most cases extra of all the issues, from prow to stern.

The 911's unmistakable fabricate has been roughly unchanged since the early 1960s. Over the a long time, on the opposite hand, the styling has turn into sleeker and extra aggressive.

The Turbo S has a variable front spoiler lip and active cooling vents. In all, the automotive has been engineered to manufacture most enlighten of the torrents it generates from its impressive spin.

The badge is ... exactly the identical because the 4S's.

The rear cease will almost definitely be effectively the identical.

But there's that wing! It is far a excessive-tech wing that might perchance adjust to better prepare the dynamic airflow over the automotive, bettering downforce.

The headlights are called "LED Matrix" units.

They comprise a natty-cool four-level working-gentle configuration. At night, they present breathtaking illumination. (My tester also had a $2,400 night-imaginative and prescient feature as an possibility.)

Up front, we comprise 20-inch wheels, with 10-piston aluminum calipers and vented discs — a severe toughen from the 911 4S's brakes. Out relief, we comprise 21-inch wheels, with 4-piston calipers and vented discs. The rubber for my tester used to be a sticky build of Pirelli P Zeroes.

An extremely potent 640-horsepower, twin-turbocharged 3.8-liter flat-six lives below the engine hatch, making 590 pound-feet of torque. Both numbers are critical increases on the previous-expertise Turbo S: 60 extra horses and 37 extra pound-feet. That makes this 992 Turbo S basically the most grand 911 ever.

The energy is shipped to the Turbo S's all-wheel-drive machine thru an eight-spin dual grab transmission. The shifter is a slight sophisticated to pick up dilapidated to. There is also a handbook mode, with bolt shifters within the aid of the steerage wheel.

The worst cupholder within the automotive world appears to be like all all over again within the Turbo S.

The microscopic relief seat will almost definitely be no a range of from the 4S's.

The driver's cockpit is a equivalent to the 4S's. But the total quality of the switchgear within the Turbo S is superior.

Force modes are Authorized, Sport, Sport-Plus, and Particular particular person. Punch the heart button and you pick up a timed enhance — but the max turbo output within the Turbo S is now on hand in any appreciate times, no longer staunch when the enhance is activated.

The mix digital-analog instrument cluster should peaceable be acquainted to any Porsche fanatic. The coolest aspect is a customizable display.

Infotainment runs off a central touchscreen that is sharp and responsive. In my restricted time with the Turbo S, I had no factors. The infotainment machine offers Bluetooth pairing, USB machine connectivity, and navigation.

In the 911 hierarchy, the Turbo S is the cease dog, sitting atop the Carrera and GTS ranges. The $200,000-plus label worth is daunting, but for basically the most severe drivers, the Turbo and Turbo S are the head of Porsche-ness.

The insanely genuine 4S comes off as downright tossable by comparability with the Turbo S. It is possible you'll perchance well very wisely be, in a notice, caught to the pavement within the Turbo S, despite the grunt of the boxer six within the aid of you and persistent sense that there should peaceable be someway, some technique to pick up the rear tires to renounce adhesion. But no, the grip is rarely any longer-ending.

It is grand too grand for each day existence. But whereas you'd select to be impressed, impressed, impressed — worried, even, into stupefied admiration — then the 2020 Porsche 911 Turbo S is your chariot.

So which of these ideal machines is my current? I could perchance well want to transfer with the 911 Carrera 4S.

I no doubt select the 911 Carrera 4S, but that is rarely any knock on the Turbo S (or for the matter the accepted Turbo).

The upshot is that I will enjoy extra of what the 4S has to present, whereas the Turbo S outruns my abilities and outruns them hasty.

The 4S is admittedly hasty, with a 0-60 mph time that I clocked at about three seconds and a high spin of 190 mph. But the Turbo S is staggering: o-60 mph in 2.6 seconds, consistent with Porsche, and perchance 2.5, consistent with me. The head spin is 205 mph, but passing the upright spin limit, on the opposite hand hasty, might perchance well fabricate you deem you've got crooked time.

Higher than $80,000 separated the 4S and the Turbo S, as examined. For these who'll be ready to elaborate the adaptation, then be my guest and crawl for the Turbo S. But if I comprise been writing the test, I could perchance well seize the 4S and are living very, very happily ever after.

Extra: Functions BITranspo Porsche 911 Car Evaluate

Chevron iconIt indicates an expandable half or menu, or incessantly previous / next navigation solutions.

0 notes

mobileautorepairpros · 5 years

Text

This Just In: VW Past & Future

At a time of year when the past is slipping away, and the future is more apparent than ever, Volkswagen is embracing the spirit. The company has released a new animated film called “The Last Mile”. It features a classic Beetle following a man through key moments in his life. The Pro Musica Youth Chorus sings “Let it Be” as images of pop culture pass by. Look closely and you’ll see Kevin Bacon’s character in Footloose and artist Andy Warhol.

The last Beetle rolled off the assembly line in Mexico in July 2019 bound for a museum. A blue coupe marked the end of the third generation Bug. The original Beetle was designed in 1938, but it was after World War 2 ended when the "People's Car" went into serious production. Over the course of 8-decades… more than 21-million Beetles were sold in 91-markets around the world. A vast majority of those were the first-generation model between the mid-1940’s and 2003.

It's worth mentioning VW has stopped Beetle production before. While there’s no official word of it coming back, the video is visual reinforcement that Volkswagen is charging forward with electric vehicles. When the ball drops in New York City’s Times Square tonight, Volkswagen says we’ll see the 2020 Atlas Cross Sport and a more modern Volkswagen logo.

from MotorWeek Entries https://ift.tt/2ZKugDx via IFTTT

#IFTTT #MotorWeek Entries

0 notes

heaaaaather · 6 years

Text

VW Bug 2019 Changes, Price, Specs, New Engine

The clean, straightforward design of the VW Bug 2019 is let down only by the turbo model’s excessive add-ons.

VW Bug 2019 Interior

The VW Bug 2019 isn’t close to luxurious, but it’s hard to beat for interior space to hold both people and their gear. The VW Bug 2019 offers a pleasantly high driving position, lots of front elbow room, and a dashboard far enough away to make the interior feel…

View On WordPress

#volkswagen bug 2019 #vw beetle 2019 #vw beetle 2019 colors #vw beetle 2019 convertible #vw beetle 2019 final edition #vw beetle 2019 price #vw beetle 2019 release date #vw beetle 2019 review #vw beetle 2019 special edition #vw bug 2019

0 notes

superautoreviews · 7 years

Text

2020 VW Beetle Design, Release Date And Price

New Post has been published on https://www.vwcartrend.com/2020-vw-beetle-design-release-date-and-price/

2020 VW Beetle Design, Release Date And Price

medianet_width = "336"; medianet_height = "280"; medianet_crid = "573553158"; medianet_versionId = "3111299";

2020 VW Beetle Design, Release Date And Price – The planet noticed the VW Beetle brand the very first time in 1938 along with 73 extended and excellent yrs hidden effectively under their belts, VW possesses in no way strayed far away from their unique design. The allure of your personal Beetle never ever absolutely faltered as it was, basically, exclusive design. Even so, VW provides determined so as to restart the actual need for the specific VW Beetle along with efficient motors plus remarkable features merged to acquire a ‘modern classic’ within the 2020 VW Beetle. The car will make the specific initial look inside of the significantly eastern, in the Shanghai Motor unit Current, and then, it might be delivered to the particular 2011 New York Auto Screen. Product or service income on the To the north Us marketplace will start this autumn once the European countries product sales will begin in the course of earlier 2020.

(adsbygoogle = window.adsbygoogle || []).push();

VW is becoming referring to the most up-to-date Beetle’s design for quite some time at this time, and in addition they say it may have to have the suggestions from the distinctive Beetle that debuted 73 yrs back again. No-one in their correct brain can consider this really is nearly anything but a Beetle. Even so the changes within the trustworthy “Beetle structure” are generally notable. The most recent Beetle is larger, a lot more lively, in addition, a lot more assertive, with the latter becoming a big advantage using this age group through the vehicle. Many men would not really seize deceased in the bug-like automobile in the past a long period. Nevertheless, our company is certain VW is expecting this kind of expanded accessible design may open doorways into the masculine industry. Researching the newest VW Beetle, you’ll see the clean design cover anything from the most notable fender and front door airflow inlet, every one of the directly outlines of your own bonnet edges, the exact specifically pulled range between the A-pillar in addition to C-pillar, and the style in the backlights, all assisting in the brand new generation’s development in to a new world.

medianet_width = "336"; medianet_height = "280"; medianet_crid = "573553158"; medianet_versionId = "3111299";

The same as the exterior, the specific interior moreover receives a modern day, useful, and distinctive seem with an easy task to establish ergonomic business office manages. Although the carbon dioxide-look in the entry components solar panel from the dash panel might take you back to the first Beetle, the newest age bracket is lacking in the classic appear. This sort of structures will likely be colored on the Black colored shade for the bottom part model, manufactured from co2 fibers for the “Sports action,” in addition to created to complement the exterior hue for the “Design” clip stage.

For the US marketplace, VW provides you with around three diversified engines to the new 2020 VW Beetle: 1 diesel as well as two petroleum. The 2. TDI engine offers a whole relating to 138 HP and possesses a gasoline economic climate regarding 40 miles per gallon fuel economy inside the Road pattern, 29 MPG in City driving a car, along with 33 miles per gallon merged. It will probably be offered as well as sometimes a typical 6-velocity guidebook gearbox or may be optionally readily available 6-speed two-clutch system transmission.

Every one of the fuel collection will integrate the 2.5-liter 5-tubing engine and also a 2. TSI engine has 197 HP. According to the variance, the specific oil engine provides approximately 25 miles per gallon having a come up with a period of time and may also come to be mated in addition to the two a normal 6-rate manual or maybe an optionally available 6-speed DSG.

Each of the 2020 Volkswagen Beetle will go available for sale this specific October along with costs beginning with $19,765 – regarding $500 under each of the variation, this switches. It really is in addition really worth mentioning the way the Refreshing VW Beetle’s price cost less than one of the leading competitors, the MINI Cooper and in addition it is MSRP of $20,100.

(adsbygoogle = window.adsbygoogle || []).push();

0 notes

5hit-i-l00k-at · 7 years

Text

2020 Volkswagen Beetle For Sale, Parts, Reviews And Prices

New Post has been published on http://www.vwupdates.com/2017/10/2020-volkswagen-beetle-for-sale-parts-reviews-and-prices.html

2020 Volkswagen Beetle For Sale, Parts, Reviews And Prices

2020 Volkswagen Beetle For Sale – The world observed the VW Beetle name the first time in 1938 together with 73 lengthy and outstanding years tucked away properly below their belts, VW possesses by no means strayed far from their unique design. The charm for your Beetle never definitely faltered as it had been, actually, unique design. However, VW provides decided to be able to restart the actual desire for the particular VW Beetle together with efficient engines and also impressive characteristics mixed to acquire a ‘modern classic’ within the 2020 VW Beetle. The vehicle will make the particular first look inside The far east, at the Shanghai Motor Present, and after that, it will probably be taken to the actual 2011 New York Auto Display. Product sales on the North Us marketplace will start this autumn when The European countries product sales will begin during early 2020.

Exterior

VW has become talking about the latest Beetle’s design for quite some time right now, and so they say it may need the ideas in the unique Beetle that debuted 73 years back. No-one in their right mind can think this is nearly anything but a Beetle. However the changes in the dependable “Beetle structure” are typically notable. The latest Beetle is bigger, far more vibrant, plus more assertive, together with the latter becoming a large benefit with this age group from the car. Many men would not be captured dead from the bug-like vehicle in previous several years. However, we are certain VW is expecting this kind of extended available design may open doorways into the male sector. Studying the new VW Beetle, you’ll notice the fresh design range from the top fender and entrance airflow inlet, all the straight outlines of your bonnet edges, the actual precisely pulled line in between the A-pillar along with C-pillar, and the styling from the rear lights, all assisting in the brand new generation’s improvement into a new entire world.

A first for your Beetle models are the fresh bi-xenon front lights: 15 Light emitting diodes frame the actual xenon module on the external perimeters of your front lights.

Interior

Just like the exterior, the actual interior furthermore gets a contemporary, practical, and exclusive look with easy to identify ergonomic office controls. Even though the co2-appear from the entrance structures panel of the dashboard can take you back to the initial Beetle, the brand new age group lacks the retro appear. This kind of structures will probably be painted on Black color to the bottom model, manufactured from carbon dioxide fiber for your “Sports activity,” along with intended to complement the exterior shade to the “Design” clip stage.

Read Also: 2018 Volkswagen Beetle For Sale

The particular tachometer, speedometer, as well as gasoline, evaluate almost all provide the key information, while the multifunction screen will be included inside the speedometer. For your “Design” cut levels, VW is likewise supplying chrome insertions about the variable oxygen vents and also the instruments.Because of furthermore evidence that this new era Beetle will take the creativity in the original Beetle, VW will be once more employing a glovebox incorporated at the front fascia along with coloration emphasize solar panels.

Engine

For your US marketplace, VW will give you about three diverse engines for the new 2020 VW Beetle: 1 diesel at the same time as two petroleum. The 2. TDI engine offers a full regarding 138 HP and possesses a fuel economic climate regarding 40 miles per gallon fuel economy in the Road cycle, 29 MPG in City driving, along with 33 mpg merged. It will be provided along with either a typical 6-velocity guidebook gearbox or perhaps optionally available 6-speed twin-clutch transmission.

All the petrol collection will incorporate the 2.5-liter 5-tube engine as well as a 2. TSI engine has 197 HP. According to the variation, the actual petroleum engine can supply up to 25 miles per gallon with a put together period and might become mated along with both a regular 6-rate handbook or perhaps an optional 6-velocity DSG.

Every VW Beetle drivetrain shipping and delivery, commencing in Might 2013, would include a revised EA888 2.-liter turbocharged drivetrain that is certainly 8-10 lbs lighter than the GEN 2 TSI drivetrain, thanks to thin-walls crankcase throwing; cylinder-go-built-in exhaust headers; reduced major bearings along with curler bearings to the harmony shafts; as well as 4 counterweights in the crankshaft instead of 7. On top of the extra weight financial savings, the newest EA888 2.-liter features a 10-horsepower enhance to 210 horses to go along with a fuel economy improve regarding eight percentage and nine percentage combined and then in the city, respectively.

Price

All the 2020 Volkswagen Beetle will go available for sale this particular October along with costs starting with $19,765 – regarding $500 less than all the version, this replaces. It is furthermore really worth noting how the Fresh VW Beetle’s price cost less than one of the major competitors, the MINI Cooper and also it’s MSRP of $20,100.

#2020 Volkswagen Beetle #Cars #Convertible #Cost #Dimensions #Drivetrain #Engine #For Sale #Interior #Price #Release Date #Review #VW Updates

0 notes