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perksofwifi · 4 years

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2020 Mini Cooper SE First Test: I Wish I Could Recommend It

All signs point to the 2020 Mini Cooper SE electric car as being the superior variant of the storied little hatchback. A battery-powered drivetrain should eliminate unwelcome vibrations from the occasionally lumpy gas options, and instant torque should provide a scaled-up electric go-kart experience as suggested by the Cooper S badge epoxied to the hatch. Volkswagen is likely denying us the plug-in hybrid Golf GTE, so this motorized Mini is our best bet for an electro-Germanic hot hatch, right?

Even considering this is now the least expensive battery-powered vehicle on the market, the electric Mini Cooper SE hardtop two-door let me down. Yes, this is an EV with every ounce of retro-modern styling and personality Mini buyers are after, but its flaws are too significant to overlook.

First Impressions

Mini nailed the styling. The new EV is exclusively offered in the two-door hatch body style, which most closely resembles Minis of old and avoids the stretched dachshund look of the four-door variant, though cramped rear-seat passengers may object. Compared to the market’s alternative affordable EVs—the Hyundai Ioniq Electric and base Nissan Leaf—the Mini might as well be a Jaguar E-Type.

Our White Silver test vehicle included standard electric yellow accents on the front grille, wing mirrors, fender badges, and hatch, plus a set of optional EV-exclusive (and unfortunately named) Corona Spoke 17-inch wheels with yellow striping. Yellow flourishes carry over inside, complemented by quilted leather sport seats. There are constant visual reminders you didn’t buy any old Mini.

The fancy rolling stock is part of the top-spec Iconic trim that adds a panoramic moonroof, a larger 8.8-inch touchscreen infotainment display, premium Harman Kardon audio, front and rear parking sensors, power-folding side mirrors, and Mini’s head-up display for a cool $7,000 over the base car. Candidly, we’d skip it.

The base infotainment system still offers Apple CarPlay, that panoramic roof encroaches on already limited headroom, and the dash-mounted head-up display projects the same information as the new digital instrument cluster, just a couple inches higher on a piece of Plexiglas (instead of being projected on the windshield like pricier systems). Besides, the Cooper SE is more appealing at $30,750 minus the $7,500 federal tax credit than our example’s $37,750 as tested.

Is the Electric Mini Fast?

Let’s get numbers out of the way. This Mini’s BMW-engineered electric motor develops 181 hp and 199 lb-ft of torque, just shy of the power ratings of a turbo-four Cooper S. Take it to a dragstrip, and the Cooper Electric will accelerate from 0 to 60 mph in 6.0 seconds and through the quarter mile in 14.7 seconds at 91.7 mph. The EV is quicker in the sprint than any Cooper S we’ve tested, although the gas car matches the electric’s quarter-mile time at a higher trap speed.

Our figure-eight test, which evaluates acceleration, braking, and cornering, exposed minor drawbacks. Although the electric variant beats a gas Cooper S off the line, the EV’s 26.9-second lap at 0.64 g is bested by the standard Cooper S’ 26.4 seconds at 0.69 g. Additional weight detracts from braking and cornering performance. That being said, it’s worth noting that the battery-powered Mini out-accelerates and boasts a quicker figure-eight lap than every electric under $50,000 outside a Tesla Model 3.

Mini Cooper Electric: Range and Charging

Remember when I said this is the least expensive EV on sale? That accolade comes with a catch. The Mini’s 32.6-kWh lithium-ion battery can propel the little electric just 110 EPA-rated miles on a single charge, fewer than any other electron-motivated vehicle on the market. At 108 mpg-e, it’s also the least efficient EV on the market, outside the performance-oriented Porsche Taycan.

Had the Cooper SE debuted five years ago alongside cars like the original 83-mile Volkswagen E-Golf or the early 81-mile BMW i3, 110 miles might be impressive. Compared with modern low-cost electrics including the 170-mile Hyundai Ioniq and the 149-mile base Nissan Leaf, the Mini’s range is something of an embarrassment.

Thankfully, with the right charger, the Cooper SE will charge pretty quick. Standard Level 2 public charging can restore the battery to 100 percent in four hours, but if you can find a Level 3 DC rapid charger, the Mini can charge at a rate of 50 kW and restore 80 percent of battery capacity in 40 minutes. As with all EVs, charging slows as the battery reaches its full capacity. The higher-trim Leaf SV can match it, and although the Ioniq can charge at a faster 100 kW, quick-charging the Hyundai’s larger-capacity battery to 80 percent takes 54 minutes.

Charging at home, your best bet is to install a 32-amp Level 2 home charger that can fully restore the battery in four hours. Charge time inflates to eight hours on a 240-volt power supply (the sort that powers your dryer) and 24 hours if you plug in to a standard 120-volt house outlet.

Driving the Mini EV

BMW’s house-built electric motor is immediate and frictionless; there’s no hesitation while the car searches for the proper gear or spools up its turbo, you just go. In place of a tachometer, a power gauge lit by 10 LEDs displays the percentage of available power the motor is delivering. In that instantly torquey, electric car kind of way, I regularly found myself whacking the accelerator and swinging the power gauge toward 100 percent.

Yes, the electric powertrain is smoother and has fewer moving pieces to keep this Mini from rattling itself apart, but the suspension might. Ride quality is firm, possibly a consequence of the taller springs and shocks borrowed from the Mini Countryman and Clubman to account for the battery’s additional weight and need to maintain ground clearance. (The EV’s 3,085-pound curb weight represents a 350-pound disadvantage compared with the last two-door Mini we tested.) Gut jiggle and head toss will plague all passengers, even on smoother pavement.

The cabin is also much louder than you’d expect of an electric. Of course, the powertrain itself is near silent, but tire and wind noise persist even at sub-highway speeds. Were I allowed a passenger in the seat beside me, I’d have had to raise my voice to be heard.

Is It Any Fun?

When it came time to ascend the coiled asphalt leading up Mount Baldy, I was ready for the Mini to impress. Sure, it’s a little stiff and noisy, but it’s quick, too, and those are traits I’d easily forgive in an engaging hot hatch. The first thing I noticed was grip, or lack thereof. There’s next to no body roll here, but audible protest screamed from the wheelwells at the slightest hint of cornering enthusiasm, and vicious understeer revealed itself as the default handling state.

That said, this electrified Mini is better balanced than the standard car, with 54/46 front-to-rear weight distribution instead of 68/32 in a Cooper S. There are a couple degrees of lift-off rotation to explore as the regenerative braking lightens the rear end, but vague steering robs any semblance of confidence. I’d draw comparisons to a video game, but even my entry-level racing wheel offers more consistent feedback.

The second bit that crossed my mind was that I was driving rather slowly. I knew the Mini wouldn’t feel as quick while fighting a steep uphill grade, but I was struggling to keep up with the Prius ahead of me on the straights. As I pulled off to create some distance for quick cornering, the issue became immediately apparent.

Remember those little LEDs alongside that power gauge? Just five were lit, meaning the Mini was only delivering half its available power output. (Testing director Kim Reynolds encountered a similar issue after two laps of our figure-eight course.) Allowing the powertrain a moment to cool down restored the power cap by the time I reentered the road, but I can’t call this car a hot hatch if it gives up half its grunt after less than a mile in the twisties.

I will say I love that Mini offers two levels of regenerative braking. Selectable via a toggle switch just left of your passenger’s knee, the lighter setting mimics regular engine braking; you can coast and creep as if you were driving a standard Mini. The stronger regenerative braking setting (which we prefer) enables true one-pedal driving capability, wherein lifting off the throttle initiates strong deceleration that you can fine-tune within the top inch or so of pedal travel. Smoothly coming to a stop without touching the brake is a fun and engaging little metagame.

Closing Thoughts

This car will work for some people. Not only does it provide superior performance and a lower price point than its two closest competitors, the Cooper Electric looks and feels like a Mini. Fans of the automaker who already have a reliable road-tripper in the driveway won’t mind the limited range and will smile every time they walk up to this car or experience its quick, effortlessly smooth powertrain.

But I can’t recommend the Cooper SE. It’s loud, stiff, it can’t sustain full power for very long, and it offers fewer miles of range than fellow staffer Alex Leanse can cover on a bicycle. It is not the confidence-inspiring electric hot hatch I had anticipated. Instead, it’s a style-over-substance, disappointing glimpse at how great an electric Mini could be.

SPECIFICATIONS 2020 Mini Cooper SE BASE PRICE $30,750 PRICE AS TESTED $37,750 VEHICLE LAYOUT Front-motor, FWD, 4-pass, 2-door hatchback MOTOR 181-hp/199-lb-ft permanent magnet electric TRANSMISSION 1-speed automatic CURB WEIGHT (F/R DIST) 3,085 lb (58/42%) WHEELBASE 98.2 in LENGTH x WIDTH x HEIGHT 151.4 x 68.0 x 56.4 in 0-60 MPH 6.0 sec QUARTER MILE 14.7 sec @ 91.7 mph BRAKING, 60-0 MPH 119 ft LATERAL ACCELERATION 0.80 g (avg) MT FIGURE EIGHT 26.9 sec @ 0.64 g (avg) EPA CITY/HWY/COMB FUEL ECON 115/100/108 mpg-e ENERGY CONS, CITY/HWY 29/34 kWh/100 miles CO2 EMISSIONS, COMB 0.00 lb/mile (at vehicle)

The post 2020 Mini Cooper SE First Test: I Wish I Could Recommend It appeared first on MotorTrend.

https://www.motortrend.com/cars/mini/hardtop/2020/2020-mini-cooper-se-electric-test-review/ visto antes em https://www.motortrend.com

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techcrunchappcom · 4 years

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Published on May 29th, 2020 | by Zachary Shahan

May 29th, 2020 by Zachary Shahan

We’ve been writing it and saying it for years — the future of the auto industry comes down to batteries and software. This has been a top reason why people have been so bullish on Tesla and the company now has a market cap higher (much higher) than every automaker other than Toyota. (Full disclosure: I own shares in Tesla/TSLA.)

Volkswagen Group has certainly recognized the importance of software, as I wrote at length in March. One highlight: “Volkswagen intends to in-house software much, much more than it ever has, going from developing ~10% of its own software to developing 60% or more of it by 2025.” (Full disclosure: I own shares in Volkswagen/VWAGY)

Despite the strong new focus, reporting has been telling us that Volkswagen Car.Software has been struggling. Multiple reports have indicated that the ID.3 is delayed due to the software not working, and more recent reporting out of Germany (h/t Teslarati) claims that even the 8th generation Golf, Volkswagen’s bread or butter, is suffering software challenges. Volkswagen had to stop delivering the Golf until the problem was resolved. This is the essence of it:

“Volkswagen has to stop the delivery of its bestseller Golf in the eighth generation a few months after the start due to software problems. During internal investigations, it was found that individual vehicles of the model ‘could have a non-reliable data transmission of the software’ on the control unit of the emergency call function (online connectivity unit), the car maker announced on Friday. This is a so-called compliance case, since new models in the EU must have had such an emergency call facility for two years.”

That doesn’t sound like a disastrous fail that will cause much actual demand to Golf sales, but if it’s enough to stop deliveries, it’s not minor.

As Elon Musk has said, software is hard, and finding great software engineers is a big challenge, even for Tesla. What about for Volkswagen?

Though, when reading or writing about this issue, I often recall that early Tesla Model 3s were delivered with much of the software not functional. That surprised me, since I figured the long delays in mass production would have given the software team plenty of time to smoothen out and tie ribbons on the Model 3’s launching software system. Of course, today, Tesla Model 3 software is great — I love it and it’s a big reason why I bought my car. But there are still many features people have asked for repeatedly and some that Elon Musk long ago agreed to implement that aren’t in the system. Not being a software engineer, the only real explanation that comes to mind is — software is hard. The point of the Model 3’s initially delayed software features and remaining minor issues or lacking features is that Volkswagen’s software challenges shouldn’t be surprising and may even be blown out of proportion a bit. I don’t know.

By the end of this year, we should see quite well how much of an issue this is for Volkswagen. If the ID.3 rolls out approximately as expected but without ideal software, or is delayed slightly, I think we’ll look back at these software fears as unwarranted FUD. If we see a severely crippled car and delayed rollout, though, the blame has repeatedly been put on the software.

One of the quotes that make me think the problems are as big as they’re made out to be was this one from an unnamed member of Volkswagen Group quoted by Süddeutsche Zeitung: “It’s an absolute disaster. We just can’t get people.” Again, this echoes what seems to be Elon Musk’s prime complaint. If the Silicon Valley company at the top of automotive engineer (including software engineer) dream jobs has this complaint, how bad is it for Volkswagen.

The writers, Stefan Mayr and Angelika Slavik, added: “In fact, as an employer, VW struggles to get young software experts excited. Programmers are desperately sought in all industries, many of these coveted young people decide against the auto industry. And sometimes important managers are also lost: IT boss Martin Hofmann leaves VW at the end of the month, he was responsible for IT across the Group and thus also plays a key role in the development of e-mobility.”

We’ve had commenters — seemingly with links to Volkswagen — claim that the issues are not nearly as big as they’re made out to be and all is on track. Importantly, though, we don’t have evidence of that. We’ll have to wait to see if the ID.3 can live up to its hype and many EV enthusiasts’ dreams. Reportedly, the plan is to roll out a basic ID.3 without the better software bells and whistles that should now show up in refined versions of the car/software. That’s what the reporting out of Germany claims, at least. How much that diverges on a specific feature level from the original plan is unclear, and how adequate and appealing this initial software is, well, that remains to be seen.

In the meantime, my question in the headline wasn’t meant to be answered in this piece. That is the question I’m asking, and this article is basically one long extension of that question. If you have more insight into Volkswagen software, especially as it relates to electric vehicles, chime in and help us all to fill in the gaps between some scattered, vague reporting.

Images courtesy Volkswagen

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Tags: Elon Musk, Tesla, Tesla software, volkswagen, volkswagen golf, Volkswagen ID, Volkswagen ID.3, Volkswagen software

About the Author

Zachary Shahan is tryin’ to help society help itself one word at a time. He spends most of his time here on CleanTechnica as its director, chief editor, and CEO. Zach is recognized globally as an electric vehicle, solar energy, and energy storage expert. He has presented about cleantech at conferences in India, the UAE, Ukraine, Poland, Germany, the Netherlands, the USA, Canada, and Curaçao. Zach has long-term investments in Tesla [TSLA] — after years of covering solar and EVs, he simply has a lot of faith in this company and feels like it is a good cleantech company to invest in. But he does not offer (explicitly or implicitly) investment advice of any sort on Tesla or any other company.

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alvaromatias1000 · 5 years

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Jetta R-Line: equipamentos, preços, motor, consumo, concorrentes

Disponível no mercado brasileiro deste setembro de 2018, o Volkswagen Jetta de nova geração está disponível em diferentes versões. Uma delas é a R-Line. O Jetta R-Line se posiciona atualmente como o mais completo (e caro) entre as configurações com o tradicional motor 1.4 TSI turbo flex.

Ele oferece um conjunto mecânico com um bom equilíbrio entre desempenho e eficiência, lista de equipamentos recheada, bom espaço interno e acabamento compatível com a categoria. Além disso, tem a dirigibilidade como uma de suas virtudes.

Abaixo, você pode conferir os principais detalhes do Volkswagen Jetta R-Line vendido no Brasil:

Jetta R-Line – detalhes

Não é difícil reconhecer um Volkswagen Jetta R-Line. A versão é marcada por para-choques mais agressivos, grade dianteira com o nome da versão, rodas aro 17 com pintura escurecida, badge R-Line nas laterais, retrovisores pretos, entre outros. O interior tem acabamento escurecido e alguns outros detalhes exclusivos, como o nome da variante na base do volante.

O visual do Jetta como um todo é sofisticado. A dianteira é marcada pela enorme grade com filetes horizontais, formando conjunto com os faróis full LED. As laterais têm como destaque a linha fluida do teto e os vincos marcantes na lataria. Já a traseira oferece um formato mais imponente e lanternas que invadem a tampa do porta-malas.

Pulando para o lado de dentro, o carro tem plásticos texturizados de boa qualidade, acabamento emborrachado no painel e até filetes em LED em diversas cores (personalizáveis através da central multimídia) para dar um ar diferenciado para a cabine.

Além disso, o uso da plataforma modular MQB rendeu ao novo Jetta dimensões maiores, que refletem diretamente num espaço interno mais abundante. Ele tem 4,7 metros de comprimento, 1,79 m de largura (2,03 m com retrovisores), 1,47 m de altura e 2,68 m de distância entre-eixos.

Seu porta-malas é um dos maiores do segmento, com capacidade para 510 litros de bagagens.

No banco traseiro, é possível esticar ou cruzar as pernas. A largura também é considerável e permite acomodar três pessoas com certo conforto.

Porém, ele peca por não oferecer alguns “mimos”, como saída de ar para os ocupantes traseiros (coisa que o Virtus topo de linha oferece), tampa do porta-malas com dobradiças pantográficas em vez das do tipo “pescoço de ganso”, suspensão multi link no lugar do eixo de torção e paddle shifts atrás do volante.

A posição de dirigir do Jetta é bastante elogiada. O rodar do carro privilegia o conforto, com um acerto de suspensão mais macio. Além disso, o comportamento dinâmico do carro está acima de diversos outros carros da mesma categoria e/ou faixa de preço. Transmite segurança ao motorista e agrada numa tocada mais esportiva.

Jetta R-Line – equipamentos

Segurança: seis airbags (dois frontais com desativação do lado do passageiro, dois laterais nos bancos dianteiros e dois de cortina), freios ABS (antitravamento) com EBD (distribuição eletrônica de frenagem), controle eletrônico de estabilidade, controle de tração, assistente de partida em rampas, bloqueio eletrônico do diferencial, piloto automático adaptativo de distância e velocidade com função de frenagem de emergência “ACC”, sistema de monitoramento frontal “Front Assist”, encosto de cabeça e cinto de três pontos para os cinco ocupantes, freio a disco nas quatro rodas, sistema Isofix para fixação de cadeirinhas infantis no banco traseiro, cintos de segurança dianteiros com ajuste de altura e pré-tensionador, sistema de alarme com comando remoto “keyless”, detector de fadiga do motorista, luzes diurnas em LED, faróis de neblina com luz de conversão estática, faróis com regulagem de luz alta “Light Assist”, entre outros.

Conforto: direção elétrica progressiva, ar-condicionado Climatronic automático digital de duas zonas, vidros elétricos nas quatro portas, retrovisores externos elétricos com função Tilto Down no lado do passageiro, retrovisor interno antiofuscante, descansa-braço dianteiro e traseiro, coluna de direção com ajuste de altura e profundidade, banco traseiro bipartido e rebatível, bancos dianteiros com ajuste manual de altura, travamento elétrico das portas, chave tipo canivete, sensor de chuva, sensor de luminosidade, faróis com função coming leaving & home, sensores de estacionamento dianteiros e traseiros, chave presencial, partida do motor por botão, entre outros.

Visual e acabamento: faróis em LED, retrovisores externos na cor preta, para-choques dianteiro e traseiro R-Line, logotipo R-Line na grade frontal, volante multifuncional em couro com logotipo R-Line, apliques internos em alumínio R-Line, acabamento interno do teto na cor preta, rodas de liga-leve “Viper” de 17 polegadas, bancos revestidos em couro sintético preto, sobretapetes dianteiros e traseiros em carpete, lanternas traseiras em LED, iluminação da placa traseira em LED, iluminação na área dos pés do motorista, revestimento do porta-malas em carpete, para-sois com espelho,

Tecnologia: computador de bordo com display multifuncional, freio de estacionamento eletrônico, painel de instrumentos Active Info Display totalmente digital, câmera de ré, seletor de modos de condução (Normal, Esporte, Eco e Individual), sistema start/stop, central multimídia “Discover Media” com tela sensível ao toque de oito polegadas, Android Auto, Apple CarPlay, leitor de CD, sensor de aproximação na tela, entradas USB, auxiliar e para SD Card, navegador GPS e Bluetooth, sistema de som com seis alto-falantes, entre outros.

Jetta R-Line – opcionais

O Jetta 2020 na versão R-Line tem somente um opcional. Trata-se de um pacote com teto solar e luzes no teto, que possui um preço bem salgado, diga-se de passagem (com valor equivalente à de uma Honda Pop 110i 0 km).

Veja abaixo o opcional do Jetta:

Pacote Teto Solar (R$ 5.180): teto solar elétrico panorâmico, basculante e corrediço e duas luzes de leitura na frente.

Jetta R-Line – preços

Confira abaixo os preços do Jetta na versão R-Line:

Volkswagen Jetta R-Line 250 TSI 2020: R$ 121.990

Volkswagen Jetta R-Line 250 TSI 2020 + cor perolizada + teto solar: R$ 128.790

Jetta R-Line – cores

O Jetta R-Line pode ser encontrado em cinco tonalidades diferentes para a carroceria, sendo duas delas do tipo pintura sólida, outras duas metálicas e uma perolizada.

Veja a seguir as cores disponíveis para o novo Jetta:

Branco Puro (sólida, sem custo adicional)

Vermelho Tornado (sólida, sem custo adicional)

Cinza Platinum (metálica, por R$ 1.520 adicionais)

Prata Pyrit (metálica, por R$ 1.520 adicionais)

Preto Mystic (perolizada, por R$ 1.620 adicionais)

Jetta R-Line – motor

O motor do Volkswagen Jetta R-Line é bastante conhecido pelos consumidores brasileiros. Ele usa o 1.4 TSI turbo flex, encontrado também em outros modelos Volkswagen como T-Cross Highline, Tiguan Allspace, Polo GTS e Virtus GTS, além dos extintos Golf e Golf Variant.

Pertencente à família EA211, o motor 1.4 TSI (que atende também pela sigla “250 TSI”, sendo o número referente ao torque máximo em Newton-metro) conta com bloco e cabeçote feitos de alumínio, turbocompressor, injeção direta de combustível e duplo comando de válvulas no cabeçote (variável na admissão, com quatro válvulas por cilindro).

Ele consegue desenvolver 150 cavalos de potência, a 5.000 rpm, e 25,5 kgfm de torque, disponível entre 1.400 e 3.500 giros. Os números de potência e força são os mesmos com gasolina e/ou etanol.

Junto a este propulsor está a transmissão automática Tiptronic de seis velocidades com conversor de torque. Um dos pecados deste câmbio, porém, é a possibilidade de trocar manualmente as marchas somente pela alavanca – não há, contudo, paddle shifts atrás do volante, como existia na geração anterior do sedã.

Vale ressaltar que este mesmo conjunto mecânico pode ser encontrado nas configurações mais em conta do Jetta 2020 (leia-se Jetta 250 TSI e Jetta Comfortline 250 TSI). O topo de linha e esportivo Jetta GLI oferece um 2.0 TSI de até 230 cv e 35,7 kgfm, com câmbio DSG de seis marchas e dupla embreagem.

Jetta R-Line – consumo

Por conta do conjunto mecânico eficiente, o novo Jetta consegue entregar bons números de consumo de combustível.

Veja abaixo os números de consumo do Volkswagen, conforme os dados divulgados pelo Inmetro no Programa Brasileiro de Etiquetagem (PBE):

Consumo de 7,4 km/l na cidade e 9,6 km/l na estrada com etanol;

Consumo de 10,9 km/l na cidade e 14 km/l na estrada com gasolina;

Notas “B” na comparação relativa na categoria e na comparação absoluta geral do Inmetro.

Jetta R-Line – desempenho

A seguir, você pode conferir os números de desempenho do Jetta 1.4 TSI, de acordo com os dados divulgados pela Volkswagen:

Aceleração de 0 a 100 km/h em 8,9 segundos com gasolina ou etanol;

Retomada de 80 a 120 km/h em 6,1 segundos com gasolina ou etanol;

Velocidade máxima de 210 km/h com gasolina ou etanol.

Jetta R-Line – garantia e revisões

A garantia de fábrica do Volkswagen Jetta 2020 é de três anos, sem limite de quilometragem. Um dos diferenciais do sedã médio está nas revisões: ele tem o custo de manutenção nas revisões até os 60 mil quilômetros rodados ou seis anos de uso (o que ocorrer primeiro) mais em conta da categoria.

Isso porque o Jetta 2020 tem as três primeiras revisões gratuitas. Sendo assim, até os 30 mil km rodados ou três anos de uso, o proprietário do carro não terá qualquer custo adicional com as três primeiras revisões do carro.

Veja abaixo os custos das revisões do Jetta R-Line:

Revisão de 10.000 km ou 1 ano: gratuita

Revisão de 20.000 km ou 2 anos: gratuita

Revisão de 30.000 km ou 3 anos: gratuita

Revisão de 40.000 km ou 4 anos: R$ 1.117,95

Revisão de 50.000 km ou 5 anos: R$ 575,10

Revisão de 60.000 km ou 6 anos: R$ 708,90

Revisão de 70.000 km ou 7 anos: R$ 575,10

Revisão de 80.000 km ou 8 anos: R$ 1.117,95

Revisão de 90.000 km ou 9 anos: R$ 575,10

Revisão de 100.000 km ou 19 anos: R$ 708,90

Em suma, as seis revisões do Jetta até os 60 mil km ou seis anos de uso têm um custo total de R$ 2.401,95.

Jetta R-Line – concorrentes

Toyota Corolla XEi 2.0 Flex – R$ 112.990

Líder do segmento, o Corolla 2020 que compete com o Jetta R-Line é o modelo XEi. Ele é dotado de um propulsor 2.0 litros flex aspirado de 177 cv e 21,4 kgfm máximos, com transmissão automática do tipo CVT que simula até sete marchas.

Oferece itens como sete airbags, sensor de luminosidade, acabamento interno em couro, central multimídia com tela de oito polegadas, painel de instrumentos com tela TFT de 4,2 polegadas, ar-condicionado automático digital, chave presencial, partida do motor por botão, piloto automático, entre outros.

Honda Civic EXL 2.0 Flex – R$ 114.100

Outro rival do Jetta R-Line é o Honda Civic na versão EXL, a topo de linha entre as configurações com motor 2.0 litros flex (155 cv e 19,5 kgfm) e câmbio automático do tipo CVT. Ele é mais em conta que o Volkswagen, mas também não oferece motor turbo.

Sai de fábrica com itens como câmera de ré, alerta de pressão dos pneus, chave presencial, partida do motor por botão, ar-condicionado automático digital de duas zonas, acabamento interno em couro, painel de instrumentos com tela TFT de sete polegadas, central multimídia com tela sensível ao toque de sete polegadas, entre outros.

Chevrolet Cruze Premier II 1.4 Turbo – R$ 122.890

Além do Jetta, o Chevrolet Cruze é o único sedã médio entre os modelos mais vendidos da categoria que têm motor turbo de série. A versão em questão é a topo de linha Premier II, que é mais cara que o Volkswagen, mas é bem mais recheada. O carro tem um 1.4 turbo flex de até 153 cv e 24,5 kgfm, com câmbio automático de seis marchas.

Ele tem recursos como alertas de colisão frontal, detecção de pedestre com frenagem automática, ponto cego e de pressão dos pneus, assistente de permanência em faixa, farol alto adaptativo, carregador wireless para celular, chave presencial, botão start/stop, partida remota do motor pela chave, bancos em couro preto e marrom, central multimídia com tela de oito polegadas, retrovisores externos com aquecimento e rebatimento elétrico, entre outros.

Jetta R-Line – ficha técnica

Motor

1.4 TSI

Tipo

Dianteiro, Transversal e Flex

Número de cilindros

4 em linha

Cilindrada em cm3

1.395

Válvulas

Taxa de compressão

10:1

Injeção eletrônica de combustível

Direta

Potência Máxima

150 cv a 5.000 rpm

Torque Máximo

25,5 mkgf a 1.400 rpm

Transmissão

Tipo

Automática Tiptronic de 6 marchas com conversor de torque

Tração

Tipo

Dianteira

Freios

Tipo

Discos ventilados (dianteira) e discos sólidos (traseira)

Direção

Tipo

Elétrica

Suspensão

Dianteira

Independente, McPherson

Traseira

Eixo de torção

Rodas e Pneus

Rodas

Liga-leve de 17 polegadas

Pneus

205/55 R17

Dimensões

Comprimento total (mm)

4.702

Largura (mm)

1.799

Altura (mm)

1.474

Distância entre os eixos (mm)

2.688

Capacidades

Capacidade de carga (kg)

519

Tanque (litros)

Peso vazio em ordem de marcha (kg)

1.331

Porta-malas (litros)

510

Coeficiente de penetração aerodinâmica (Cx)

0,299

Jetta R-Line – fotos

Jetta R-Line: equipamentos, preços, motor, consumo, concorrentes publicado primeiro em https://www.noticiasautomotivas.com.br

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renatosampaio101 · 5 years

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Boas estreias mesmo com Salão de Genebra cancelado

O cancelamento da 90ª edição do tradicional Salão de Genebra, marcado para 5 a 15 deste mês, em razão da epidemia de coronavírus, não deixou os fãs dessa exposição totalmente órfãos. Em primeiro lugar porque as novidades deste ano são muitas e importantes. Ao mesmo tempo a organização disponibilizou em seu site as apresentações à imprensa, ao vivo pela internet, nos dias 3 e 4 de março, pois todas estavam agendadas e prontas.

Até mesmo a eleição do Carro do Ano da Europa (ler abaixo) foi transmitida. Genebra tornou-se, assim, por mero acaso, o primeiro salão do automóvel virtual da história.

VEJA TAMBÉM:

Salão do Automóvel de São Paulo será adiado para o primeiro semestre de 2021

Vídeo mostra Salão de Genebra abandonado devido à ameaça do Coronavírus

Tóquio, uma piada de salão: última edição do evento japonês esteve abaixo da crítica

Embora os carros elétricos continuem em alta nos salões pelo aspecto da novidade, sempre muito aguardada nesse tipo de exposição, a edição deste ano atende a todos os gostos, do Fiat 500 elétrico ao visceral Porsche 911 Turbo S.

O primeiro confirma a tendência de subcompactos tornarem-se os modelos mais adequados para eletrificação. No uso urbano o alcance é suficiente e sem surpresas graças à capilaridade da rede de recarga. Nesse rumo seguem o Citroën Ami (dois lugares) e até o Dacia Spring (um Kwid elétrico mais barato, para quatro ocupantes).

O 911 Turbo S, de oitava geração, continua em sua escalada de potência (650 cv) e torque (nada menos de 81 kgfm!) com aceleração de 0 a 100 km/h em incríveis 2,6 s e freios dianteiros com pinças de 10 pistões (!). Na divisão de carros convencionais de alto desempenho a Alfa Romeo revive o nome GTA no sedã Giulia, em série exclusiva de 500 unidades.

Pininfarina Battista Anniversario

Os hipercarros também estão bem representados desde a marca californiana Czinger com o modelo 12 C híbrido de 1.250 cv, volante em posição central (série de apenas 80 unidades) até o Pagani Imola de 838 cv e apenas 1.246 kg de peso. Pininfarina destacou o Battista Anniversario, automóvel mais potente já fabricado na Itália (1.900 cv!) que chega no fim do ano por nada menos de 2,6 milhões de euros (R$ 13 milhões em conversão direta, sem impostos).

A Volkswagen segue a onda do alto desempenho com as versões GTI (gasolina), GTD (diesel) e GTE (híbrida) da oitava geração do Golf, o carro mais vendido na Europa. Também apresentou o SUV elétrico ID.4. Audi tem a nova geração do A3 Sportback. Mercedes-Benz continua a investir em híbridos plugáveis nos CLA Coupé e Shooting Brake (station), além da segunda geração do GLA com sistema EQC de hibridização leve.

Chama atenção o inteiramente novo BMW i4, um cupê elétrico conceitual que chegará ao mercado em 2021, caracterizado pela grade frontal avantajada. Também no campo dos elétricos conceituais, porém um pouco mais distantes da produção seriada, há o duelo das marcas francesas.

A Renault apresentou o Morphoz e a DS (marca premium do grupo PSA) o Aero Sport Lounge, ambos SUVs cupês de linhas muito arrojadas e equipamentos de ponta, ainda em desenvolvimento. A Volvo mostrou o Polestar Precept, seu sedã elétrico com novos materiais mais duráveis no interior.

Entre veículos convencionais, era esperado o conceito do segundo SUV compacto da Toyota. Daria boas pistas de como será o modelo produzido em Sorocaba (SP) em 2022. Mas, a marca japonesa cancelou a apresentação.

Alta Roda

FORD mudou planos iniciais, mas continua a apostar firmemente em SUVs, segundo fontes da Coluna. SUV médio chinês Territory, que chega em meados deste ano, não deverá ser produzido na Argentina, como cogitado. Mas há dois novos SUVs, mais baratos que o chinês, para fabricação em Camaçari (BA) em 2022/23, após lançamento da nova geração do EcoSport (2021).

EMPLACAMENTOS não feitos em janeiro ajudaram os números de fevereiro. Média diária de vendas foi 20% superior a de janeiro, apesar de menos dias úteis em razão do Carnaval. Primeiro bimestre de 2020 ficou ligeiramente menor que o mesmo período de 2019: menos 1%. Mas, Fenabrave avalia que o mercado total (veículos leves e pesados) será 10% melhor este ano.

MÊS passado também foi bom para marcas da Abeifa – Associação Brasileira das Empresas Importadoras e Fabricantes de Veículos Automotores. Apesar do avanço do dólar frente ao real, as associadas conseguiram segurar os preços dos veículos em estoque. Vendas subiram 10,8% em relação a janeiro. Situação deve mudar com a escalada da moeda americana.

PEUGEOT 208 venceu o prêmio de Carro do Ano 2020 na Europa. Esse evento, tradicionalmente na véspera do Salão de Genebra, reúne 60 jornalistas de 23 países e existe desde 1964. Porsche Taycan e Tesla 3, 100% elétricos, foram finalistas. Prevaleceu, porém, o “poder da escolha”, pois o modelo francês oferece versões tanto com motores térmicos (gasolina e diesel) quanto só elétrico.

RODAS de liga leve de alumínio muitas vezes têm o mesmo peso das de aço. Brasileira Maxion aceitou o desafio de uma marca japonesa (ainda por revelar) e projetou rodas de alumínio de 6,5 x 17 pol. que em conjunto diminuíram em 7 kg o peso total do carro. Vantagens: economia de combustível, desempenho e estabilidade, neste caso por reduzir massa não suspensa.

Acompanhe o AutoPapo também no Youtube

O post Boas estreias mesmo com Salão de Genebra cancelado apareceu primeiro em AutoPapo.

https://autopapo.com.br/noticia/boas-estreias-salao-de-genebra-cancelado/ encontrado originalmente em https://autopapo.com.br

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engineofficia · 5 years

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2020 Volkswagen e-Golf Configurations, Interior, Price

2020 Volkswagen e-Golf Configurations, Interior, Price – This 2020 Volkswagen e-Golf so it’s basically standard golf but with an electric motor instead of an internal combustion engine. So in this article, I’m gonna tell you what’s different about it, what’s good, what’s not so good and of course, take it for a drive.

2020 Volkswagen e-Golf Changes Exterior Design

Let’s kick off this review by…

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componentplanet · 5 years

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Top Cars of the 2020 Geneva Motor Show That Never Was

Out of an “abundance of caution,” a phrase we’re hearing a lot, the Swiss government pulled the plug on the Geneva International Motor Show (GIMS). Since this is 2020, not 1990, the news from the show went out anyway as automakers switched to video reveals over the past week. Geneva intros fall into three categories: a wide range of mainstream and upscale cars from across the world; a lot of EVs and some plug-in hybrids because Europe is moving more quickly (governments for sure, buyers somewhat less so) to alternative energy sources; and the eye-candy $150,000-$3 million cars for those flush with oil money and others who Americans, from a distance, sniff at as Eurotrash.

Geneva is not just any auto show. In the even years when there’s no Frankfurt show, this is the world’s most important auto show. And unlike Frankfurt, Detroit, and Tokyo, there’s no hometown bias since Switzerland has barely any auto industry. It does have a lot of wealthy residents and visitors with money to burn. Here’s our take on virtual Geneva 2020.

2021 Audi A3 gets a standard 10.1-inch center display. The instrument panel goes up to 12.3 inches.

The 2021 Audi A3 debuted with a showing of the Sportback version, meaning hatchback, which will ship later this year along with the A3 sedan. It has bolder styling and will be heavy on tech with a 10.1-inch center stack display standard, this on a subcompact vehicle about 175 inches long. At a time when some mainstream small cars are doing 8 inches as standard, this is one way to justify a price tag that can push into the forties. The instrument panel is digital, too (dubbed Audi Virtual Cockpit), with a 12.3-inch version optional and offering more display modes.

International editions will get small turbocharged gas and diesel engines. The US gets a larger turbo-four (gas) with a seven-speed dual-clutch automatic. Sport S3 and RS3 versions will come later. Ditto hybrid versions. The big difference: the US for sure will get an A3 sedan but probably not the A3 Sportback. That’s because it’s a hatchback. But you could also call it a small SUV – many of which have sloping rear rooflines – and we’d happily buy. Although to our eyes it mostly looks like a wagon, which is another body style Americans aren’t currently keen on.

The Fiat 500 will be an EV-only vehicle with a range 0f 175-200 miles depending on test procedure.

The beloved little Fiat 500 Cinquecento (Italian for 500) – beloved for its style and sporty driving, less so for reliability – is gone as a combustion-engine car. Bigger Fiats such as the Fiat 500X motor on, and the Cinquecento is to become a battery electric vehicle. An older version was called the 500e but now that electric is the only way you’ll get a Fiat 500, it will be the 2021 Fiat 500, no e.

The new EV 500 has doubled its range. Fiat says it can drive up to 199 miles (320 km) using a 42.0-kWh battery. That’s on the European WLTP test, which stands for Worldwide Harmonized Light Vehicles Test Procedure. Harmony or not, US EPA numbers are lower, perhaps 175 miles. For a car that’d be great urban runabout, 175 would be plenty, but American buyers like 250-300 miles even more. Because of this, Fiat has not yet said if it’s bringing the new 500 to the US. Right now, pure EV sales are less than 1.5 percent of the US vehicle market, and the majority of those sales belong to Tesla, at least currently.

Eight-generation Volkswagen Golf GTI. It’s the only Golf Americans will get: the fast one.

Golf GTI cockpit.

The 2021 Golf GTI is redesigned inside and out. This is the sportiest of VW’s compact (actually, subcompact at 168 inches long), four-door Golfs. Let’s jump ahead to why lots of people buy GTIs: The 2.0-liter turbo-four engine climbs from 228 to 245 hp, and torque from 258 to 276 pound-feet. The standard transmission is a six-speed manual, or millennial anti-theft device, as VW says in its ads – and a seven-speed dual-clutch automatic is offered.

VW had some years with mixed reliability. That’s better. The most recent Consumer Reports reliability survey has VeeDub right at average. And since reliability has gone up over time, VW is in a good spot. Still, as VW works to rebuild sales, it isn’t bringing every variation to the US. For now, only the sportiest Golf will be offered, even if this car, with its upright seating, provides a lot of rear-seat comfort and luggage capacity.

Hyundai Prophecy is much smoother-looking than 2019’s sharply edged 45 Concept.

The Hyundai 911 Turbo. Or so it seems.

How many more reminders do we need to understand what a mature car company the Hyundai group has become? Now there’s the Prophecy concept EVd using Hyundai’s Sensuous Sportiness concept. The effect is of an elongated, lowered Tesla Model 3 done right, with beautiful curving lines and few interruptions (such by side mirrors) in the concept. In the rear view, there’s a spoiler that pays homage to Porsche 911s. Inside the cockpit, the steering would be done by joystick, at least on the concept.

Propulsion, were the concept to come to market, would be electric-only, and Hyundai vows to have 44 electrified vehicles by 2025. According to Hyundai, “The expectation is to sell more than 670,000 battery and fuel cell electric vehicles annually by this time [2025], and to be positioned among the top three EV providers globally.”

BMW i4 Concept: Shipping in Europe late 2021, US early 2022.

The BMW i4 Concept is the stalking horse for a late 2021 / early 2020 3 Series-sized EV. It’s a closer-to-production advance on the Concept 4 coupe from last fall’s Frankfurt Motor Show. (See, with all the motor shows, sometimes you have more than one concept, plus the final shipping car, and you’ve got new at three shows.) It will be a powerhouse, with 530 hp and a sub-4-second 0-60 mph time.

Range is in flux, or rather the world’s competing test cycles are not in sync. The WLTP figure says 600 km or 373 miles. But BMW says on EPA tests, range will likely be in the mid-200s. Length is listed at 189 inches, or 3 inches longer than the 3 Series sedan. Based on BMW’s evolving naming convention, 4 in the name means 4 Series means the coupe version of the 3 Series, and four doors make it a 4 Series Gran Coupe. We believe most buyers don’t need 300 miles of range most of the time. But try telling that to someone cross-shopping the Tesla Model 3 that provides two options: 250 miles (standard range) or 322 miles (long range). While Tesla is the industry’s benchmark for battery efficiency, long range, and loyal followers who put Bernie Bros to shame, BMW is the leader in cockpit telematics and the past few years the premium German automakers have developed a reputation for highly reliable cars (Porsche, Audi, and BMW; Mercedes-Benz is a bit below average currently).

Fisker Ocean will have a head-up displaying karaoke lyrics. Your life is now complete.

Fisker Ocean cockpit. No, no 48-inch display across the dash. That’s Byton.

The Fisker Ocean SUV got its European (virtual) debut at the non-Geneva show, reprising some of what the industry saw in Las Vegas at CES 2020. It is “the world’s most sustainable vehicle” with a vegan interior, offers a solar roof adding up to 1,000 miles a year of range (that is, 3 miles a day) in sunny climes, and Fisker would prefer to lease out the Ocean rather than sell this compact (183-inch) SUV: $379 a month with $3,000 down.

Safety fanatics may freak, but Fisker says there’ll be a head-up display with karaoke mode, meaning the lyrics to songs will be projected at the base of the windshield so you can sing along. Fisker’s challenge is that the company will be coming to market along with a lot of other electric vehicles from vendors with lengthy pedigrees. But then, Tesla was just a startup, too, and not long ago.

Bugatti Chiron Pur Sport: You can’t afford it. Most people who can are too old to get in. There is justice.

Some Bugatti customers had a complaint. Not the $3 million price tag. (Paying that kind of money proves you’re a Player.) Nor was it the top speed well over 200 miles per hour. Rather it was the feeling the car wasn’t 100 percent comfortable to drive at speed. Now comes the Chiron Pur Sport.

The Pur Sport is lighter, but it also has a six-foot-wide spoiler to plant the car at its insanely high speeds. The engine remains the same: 16 cylinders, quad-turbos, and 1,500 horsepower. The tradeoff is the top speed of about 235 mph has been scaled back to 217 mph. Price will be $3.3 million and 65 will be built.

Now read:

EVs Finally Get Some Love from the Most Important JD Power Study

2020 Subaru Forester Review: The Safety-First, Can’t-Go-Wrong-Buying-One Compact SUV

Tesla Teardown Scares Competitors: ‘We Cannot Do This’

from ExtremeTechExtremeTech https://www.extremetech.com/extreme/307280-top-cars-of-the-2020-geneva-motor-show-that-never-was from Blogger http://componentplanet.blogspot.com/2020/03/top-cars-of-2020-geneva-motor-show-that.html

#Top Cars of the 2020 Geneva Motor Show That Never Was

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vietthaimeco · 5 years

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Future Cars! 2020 and Beyond

Car buyers—you’re in for a treat. Because no matter your budget for a new car, the future is bright. The wait is almost over for Corvette fans waiting for a mid-engine layout, but with the Shelby GT500 and new M3 on the way, the Chevy will have some serious sports car company.

And maybe you’ve heard, but our automotive future is electrified. From Fiat to Audi, fully electric cars you might actually want to drive will be here soon (if a Model 3 and the other existing options aren’t your style).

So keep reading for more on future cars headed to a dealership near you.

More on future cars:

Future SUVs! 2020 and Beyond

WHAT’S NOW

Chevrolet Corvette

What’s New: The long-awaited mid-engine Corvette is finally here. After years of rumors, spy shots, leaks, and speculation, Chevrolet will finally peel the camo off this July. When it does, we expect to find a dual-overhead-cam V-8 under the rear glass with a pair of turbochargers driving the rear wheels through a manual or dual-clutch automatic transaxle. Multiple power outputs are expected courtesy of various displacements, with both 4.2-liter and 5.5-liter versions to be fitted. An all-new electrical architecture will feature top-of-the-line sensors and computers for performance and handling enhancement, but you’ll no doubt be able to turn them all off, too. Inside, Chevrolet has gone upscale with a classy, driver-focused interior featuring premium materials and a digital instrument cluster. Although base-model Corvettes will start at about $70,000, higher-performance models will quickly shoot up in price to cover both the development cost and the improvements in technology, performance, and comfort. But they should still remain relatively attainable.

What’s Not: Base cars are expected to employ Chevrolet’s tried-and-true 6.2-liter pushrod V-8. Midrange cars might also employ the supercharged pushrod engine. We predict Chevrolet will continue to offer a removable targa roof that will store in the cargo area.

When: July 18, 2019

How Much: $70,000-$140,000 (est)

Porsche Taycan

What’s New: Everything. For some time now, the highly anticipated first all-electric Porsche sedan has been caught testing, piling up about 1.2 million miles in the process. It’s looking less futuristic than its Mission E concept, but we know an 800-volt system sends power to two electric motors generating a combined 440 kW (590 hp), and that power is sent to all four wheels. Said to be quicker than 3.5 seconds to 60 mph and with more than 300 miles range, the Taycan will be available at the end of this year. Buyers will receive three years of free charging at the 484 Electrify America public stations across the country. Using DC fast charging, up 60 miles of range can be had in just four minutes or roughly 250 miles in about 15 minutes. Some reports indicate the automaker wants to introduce higher-performance variants and a Targa. We can’t wait.

What’s Not: Even EV skeptic (and longtime Porsche test driver/brand ambassador) Walter Röhrl was impressed: “It’s crazy. In all my years of rallying, I’ve never experienced such performance. The Taycan goes so well at such speed, really tremendous. If I had to drive it blindfolded, I would still know immediately that I was sitting in a Porsche.”

When: Late 2019

How Much: $85,000 (est)

BMW M3

What’s New: The 2021 M3 will carry the same 3.0-liter twin-turbocharged inline-six engine as the X3M and X4M crossovers, meaning 473 hp and 442 lb-ft of output (or thereabouts, due to slightly different tuning for a sedan and crossover). That should result in 0–60 acceleration around 3.7 seconds. (Note: The current model tops out at 444 hp on the CS version.) A year or so down the line, the M3 Competition will provide in the neighborhood of 500-plus hp. The new G20 platform rides with 1.6 inches more wheelbase and has a wider track, which might prioritize corner-on-rails stability over quick-twitch handling. The M3 should allow for both RWD and AWD applications. (AWD might be defeatable to RWD if desired, as on the M5.) There is rumor of a “Pure” stripped-down base model with a stick shift (yay!) but slightly less power (sigh).

What’s Not: Some switches, controls, and knobs. It’s a new platform with upgraded engines, even a new infotainment interface.

When: Early 2020

How Much: $68,000 (est)

Ford Mustang Shelby GT500

What’s New: The Shelby GT500 returns for the first time on the sixth-gen Mustang. Using a new engine and some aero enhancements, Ford promises this Mustang can hit 180 mph and that it won’t overheat at the track. This Shelby ought to be easier to lap, too, as it comes standard with a seven-speed twin-clutch automatic. There are no plans for a manual in 2020.

What’s Not: Although it shares its displacement with the GT350’s flat-plane-crank V-8, the Shelby GT500’s 5.2-liter V-8 is a cross-plane design. Between that and the supercharger, Ford claims power and torque have increased from 526 hp and 429 lb-ft in the GT350 to more than 700 hp and 600 lb-ft in the GT500.

When: Late 2019

How Much: $75,000 (est)

Cadillac CT5

What’s New: The CT5 is a new nameplate for Cadillac. This compact sedan replaces the ATS and CTS and is an evolution of Cadillac’s design language. The standard engine is the new 237-hp, 258-lb-ft 2.0-liter twin-scroll turbocharged I-4 that made its first appearance in the CT6 refresh. A modified 335-hp, 400 lb-ft 3.0-liter twin-turbo V-6 (smaller turbos) is available and debuts in the CT5. Both are paired with a 10-speed automatic transmission. New rear badging will denote a rounded-off torque figure in Newton-meters. Super Cruise will be added in the second model year. A CT5-V is expected in the future.

What’s Not: It rides on GM’s rear-wheel-drive Alpha platform with some enhancements to the carryover front multilink strut and rear five-link suspension. All-wheel drive will be available on all trim levels.

When: Fall 2019

How Much: $48,000

Volkswagen Golf

What’s New: Volkswagen’s popular hatchback enters its eighth generation and will reportedly grow slightly in size with a few design tweaks. The sporty GTI will allegedly feature a mild hybrid powertrain featuring a 48-volt electrical system that will power the turbocharger to improve low-end boost before the exhaust pressure builds. It’s not yet clear whether the standard non-GTI Golf will return to the U.S. market.

What’s Not: The new Golf will still ride on VW’s MQB platform, though rumors suggest it’s been revised to cut weight.

When: Early 2020

How Much: $23,000 (est)

Maserati Alfieri

What’s New: The Alfieri has been designed from the ground up to be Maserati’s new halo car. It’s available as either a coupe or convertible with three levels of electrification. The EV version featuring three-motor, four-wheel drive and a quick-charging 800-volt battery will top the lineup.

What’s Not: Both the hybrid and plug-in hybrid versions of the Alfieri will use a Ferrari-sourced engine. If that engine is a V-8, it will probably be a version of the 3.8-liter twin-turbo currently found in the Levante GTS.

When: 2020

How Much: $150,000 (est)

Porsche 718 Boxster T/718 Cayman T

What’s New: Following the widely praised “T” prescription that was given to 911 Carrera brethren, the 718 twins will similarly enjoy reduced weight, lowered and further-honed suspension, the Sport Chrono package, and Porsche Torque Vectoring. A six-speed manual is standard; a seven-speed twin-clutch automatic is optional. The 2.0-liter turbocharged flat-four 718 T (likely 300 hp, 280 lb-ft) will slot into the lineup between S and GTS versions in terms of price but surely will be the pointiest 718 available.

What’s Not: Engine output for the States has not yet been finalized, but as in the base car, it’s a 2.0-liter turbo for certain. The Cayman T coupe and Boxster T roadster body lines remain the same; only subtle interior and exterior distinctions are visible.

When: 2020

How Much: $70,000 (est)

Subaru Legacy

What’s New: The Legacy moves over to Subaru’s new Global Platform, which the automaker says is safer, handles better , and maximizes interior volume. An optional 2.4-liter turbocharged flat-four is now available, and the redesigned interior can be had with a large 11.6-inch touchscreen oriented vertically on the dashboard. The EyeSight package of driver assistance technology is now standard, and other driver assist features are available.

What’s Not: A 2.5-liter flat-four engine still serves as the base powertrain, but has been updated with 90 percent new parts and direct injection for the 2020 Legacy.

When: Fall 2019

How Much: $24,000 (est)

Hyundai Elantra

What’s New: After a refresh for 2019, the compact Elantra is back with more updates for 2020. The Elantra will feature a new CVT. Like its cousin, the 2019 Kia Forte, it’s likely to grow in size compared to its predecessor. Expect gains in fuel economy, with the base 2.0-liter engine hitting 41 mpg on the highway.

What’s Not: Although power figures haven’t been released, a 2.0-liter four-cylinder engine has been confirmed once again. It’s likely the model will also continue with 1.4- and 1.6-liter turbocharged four-cylinder engines.

When: Late 2019

How Much: $18,500 (est)

WHAT’S NEXT

Aston Martin Vanquish

What’s New: It’s Aston’s take on a Ferrari mid-engine supercar, specifically at the new F8 Tributo revealed at the Geneva Motor Show in March. If it looks anything like the concept and revives the Vanquish name, we’ll be extremely happy. The Vanquish could pack the new V-6 hybrid turbo behind the seats, possibly making north of 700 hp to compete directly with the Tributo. We’ve heard the new model is being developed with the help of Red Bull Racing engineers, so expect the car to have a lot of F1 bits and pieces.

What’s Not: Its name. The name Vanquish has come and gone a couple of times—it was first used from 2001 to 2007 and then again from 2012 to 2018. Aston built a few special editions, but this new supercar will be completely different from anything we’ve seen with the Vanquish badge.

When: 2020

How Much: $350,000 (est)

Alfa Romeo GTV

What’s New: As Alfa’s practical coupe, the GTV will have four seats and a trunk, but that’s where the practicality ends. The front-engine, rear-drive 2+2 is expected to be offered only with an eight-speed automatic transmission, and all-wheel drive will be optional. The high-performance Quadrifoglio model will add an electric motor between the 2.9-liter twin-turbo V-6 and the transmission to boost output to more than 600 hp.

What’s Not: At its core, the GTV is a Giulia coupe. Expect the same turbocharged four-cylinder base engine.

When: 2021

How Much: $45,000 (est)

Audi E-Tron GT

What’s New: Audi’s sexy E-Tron GT sedan will follow the more practical E-Tron SUV to market just a year later but with substantial differences. Electric motors front and rear combine for 590 hp, fed by a 95-kW-hr battery pack with an 800-volt charging system capable of nearly filling the battery in 20 minutes. Range is expected to be similar to the E-Tron SUV’s 204 EPA-estimated miles—but less if you test the estimated 0–60 time of under 3.5 seconds or explore the 149-mph top speed.

What’s Not: Squint a bit, and you can tell it’s a nicely rebodied Porsche Taycan.

When: 2020

How Much: $75,000 (est)

Fiat Centoventi

What’s New: The entire fully modular cheap-EV concept. An underfloor battery rack can carry up to four individual 60-mile battery packs, which can be rented when needed. A fifth optional pack slides out from under the driver’s seat for convenient indoor charging. Body panels are molded in a single color with wraps providing other colors. Further personalization is provided by five choices each of roof styles and colors, bumpers, and wheels.

What’s Not: Fiat’s lifelong mission to bring mobility to the masses, which here drives further innovations like 3-D-printable accessories that mount to a mesh grid of holes in the dash.

When: 2022

How Much: $25,000 (est)

Acura RLX

What’s New: Is bolder better? Acura has tried to answer that question over the years, with mixed results. Love it or hate it, the new RDX benefits from engaging styling borrowed from the Precision concept—and that bold crossover is setting sales records for the brand. That momentum could continue with the RLX’s replacement, a car that may adopt the Precision’s fastback shape (hello, Audi A7). With very little brand equity in the RL or RLX name, the time could be right for a (slightly) bolder flagship four-door from Acura.

What’s Not: Future Acura cabins will be influenced by the Precision Interior concept, like the RDX with its optimally placed infotainment screen and controversial touchpad controller.

When: 2021

How Much: $57,000 (est)

Karma Pininfarina GT Concept

What’s New: The Pininfarina-designed Karma concept car made its debut at the 2019 Shanghai auto show and previews the California-based automaker’s upcoming lineup. Its design language will be a departure from the Revero, but most of the fundamental engineering is unchanged. If public response goes well, the Pininfarina GT could go from one-off concept to production model.

What’s Not: Karma recently announced a partnership with BMW and will license the German automaker’s turbocharged three-cylinder engine for use as a generator in plug-in hybrid vehicles, including the next-generation Revero.

When: 2020

How Much: $100,000 (est)

The post Future Cars! 2020 and Beyond appeared first on Motortrend.

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enginerumors · 6 years

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2020 Volkswagen E-Golf Sel Premium & Release Date

2020 Volkswagen E-Golf Sel Premium & Release Date –It can be restricted all around with an electric vehicle. Supporters generally issue the driving a car a car chops, people are improbable about the chance of EVs to offer the diverse demands in the American driver, as well as, to create kicking the specific fossil-fuel schedule even more challenging, electronic digital powertrains consistently…

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jesusvasser · 6 years

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Volkswagen, Porsche Dump Diesel for EVs, Mercedes Gets Smart

The Volkswagen Group looks to cut costs while it pivots

VW and Audi turned diesel into a dirty word by inventing and applying so-called defeat devices across the range. In the process, they thoroughly tainted their brand image and alienated loyal customers stuck with cars whose ratings had dropped from desirable to dead stock within a few months. But unlike Porsche, which absorbed tens of thousands of windfall oil burning engines for almost ten years before pulling the plug in late September, Wolfsburg and Ingolstadt still need the diesel-drinkers to meet their CO2 targets.

Even though the diesel has been re-engineered in a hurry and now fully complies with the stringent EU6 temporary emission norm, the gun-shy punters still fear city driving bans and crippling resale values. That’s understandable yet tragic, because clean diesels are no longer fake news. Instead, the very best of them harm the environment less than gasoline hybrids while retaining their torque and consumption advantage in full. In terms of noise and tailpipe odor, however, Rudolf D’s combustion principle obviously no longer complies with the core values of high-tech trend-setters like Porsche.

Oliver Blume and his predecessor Matthias Müller were among the first CEOs to jump on the BEV bandwagon and to compile a radical phase-out strategy for the gas engine. They kicked off the Mission E program to create Germany’s first Tesla fighter, they were at one point close to replacing the best-selling Macan with a zero-emission model, and they set out to boost Porsche’s BEV penetration to 50 percent of the mix by 2023.

Thanks to the development of the mass market all-electric Volkswagen ID, which will be priced similar to a mid-line Golf and due next year, Porsche had carte blanche to convert its entire model range to plug-in and electric power by 2028. And by entire model range, one must include both sports cars, namely the replacements of the mid-engine 718 and the tenth-generation 911. While even the most detailed ten-year plan is at best safe for the next four to five years, it is little short of sensational that Porsche has its mindset focused on a brand-new all-electric 911, which will be offered in addition to the conventional 992 replacement.

Mission E aka J1 aka Taycan will come to market next autumn, and it won’t differ dramatically in appeal and appearance from the show car. The same applies to the CUV derivative, aka Cross Turismo, which has been penciled in for late 2020. Although it didn’t clinic particularly well in the US due to its low stance, we still don´t expect the real thing to be a proper SUV. Proportions are key for every Porsche, so a higher roofline is less likely than some token badland add-ons. A two-door coupé with a soft-top sidekick based on J1 would be the fanciest trick in the book, but financial risk and the need to control the increasingly complex portfolio doesn’t leave much room for experiments early on in the e-age. The supplier community suggests that major mid-cycle improvements are due for Taycan only four years after the start of production. The prime goal is bound to take out cost and put in more power, range, and durability.

Instead of shifting the DNA from J1 straight to PPE (Premium Platform Electromobility), the platform co-developed with Audi, when Taycan expires at the end of 2026, Porsche is now allegedly determined to carry on with a heavily revised architecture codenamed, you guessed it, J2. If all goes according to plan, J2 will switch to solid state batteries which can do everything better than lithium ion cells—at a price.

There is no major change of body styles in the cards, but the aforementioned silent two-door GT always remains an option, even though Porsche should leave Audi and Bentley enough room for their J1 spin-offs. In terms of available powertrains, we still stand at a nominal 300/400/500 kW (402/536/670 hp) powered by a choice of LG Chem batteries rated at 80 and 95 kWh. All four wheels are driven via a two-speed transmission, the maximum torque one can play with from third upwards is 737 lb-ft, and as long as you don’t squeeze the energy cells out like a lemon (0-60 mph in 3.5 sec, 160 mph) the driving range should be in excess of 300 miles.

Even the self-described e-junkie Oliver Blume no longer intends to make the next Macan transfer from pump to plug over night. The plan is now to extend the life of the current model until 2024, which would almost certainly require a major facelift in 2021 or thereabout. Audi has already signaled that it will agree on a similar timing for the next Audi Q5, which the Macan III will again be twinned with.

The updated Macan, based on the familiar MLB matrix, and the all-new Macan BEV, derived from the brand-new PPE component set defined with Audi, are expected to come to market within six months of each other. Both offerings will likely overlap for about three years, if need be even longer. In case something goes terribly wrong in the future electric world, the new Macan could still ride on PPC, which is the combustion engine back-up of PPE.

An almost identical game plan applies to the full-size Cayenne, which is scheduled to undergo three iterations (including a coupé and two facelifts) before it finally retires in 2027. Ten years is a long life cycle for an SUV because you can only shed so much weight, and implementing improved aerodynamics that require sheet metal changes is even more difficult. That’s why the electric Cayenne—program E4, also part of the PPE family—must start as early as 2024 and extend the transition period to three or four years. No, there is no reward for guessing which pattern will be applied to the Panamera changeover. In an ideal world, Porsche would love to keep updating the current generation (G2) until it eventually bites the dust, but you probably cannot do this with an eleven-year old design—unless of course the unloved Sport Turismo gives way to the repeatedly hyped 929 coupé/cabrio which should consolidate demand. Right now though, a reskin (G3) in 2023 is more likely. Two years later, the all-electric Panamera G4 would be the fourth new Porsche never again to stop at a filling station—except for a coffee break.

What about the future sports cars in the making in the Weissach think tank, you ask? Same philosophy, but different timing, and for obvious reasons, different DNA. The 718 Cayman and Boxster launched in 2016 must soldier on until 2023 or 2024 without serious cosmetic operations, hybrid options, or AWD. The big bang follows in late 2022 when the battery-powered 983 is due to launch. This is a pure BEV, a total break with the past, sans alternative drivetrain option. Having said that, the outgoing combustion engine models—Boxster, Cayman, and Spyder—will be offered for at least twelve months alongside the high-tech newcomer. Apparently, the existing MMB platform can be upgraded to accommodate the totally different componentry. According to a senior engineer, there is thus no real need to proceed with the proposed all-new BEV matrix known as SPE, short for sports car platform electric. Dropping SPE would save approximately 25 percent of the cost-cutting target.

Although 983 is still in the final definition phase, we hear that there may be two coupé models, a Cayman replacement and a notably sportier high-performance derivative destined to slot in below the Carrera S/GTS. The second model would get bespoke coachwork inspired by the 918/919, and it would be priced in a similar bracket as the 911 turbo. While the Cayman E can reportedly be specced with one or two motors for a total of up to 536 hp, the Super E boasts three motors (two of them in the rear) for a peak output of 603 hp, sources say. The energy packs are said to deliver 100 and 125 kWh respectively. We expect a move to solid state accumulators from 2026 onwards, in combination with speed charging, ultra-quick battery regeneration, and Porsche-like repeat performance.

According to the Weissach grapevine, the first-ever all-electric 911 will debut in 2028 alongside the 992 replacement. Why wait so long? Because the plug-in hybrid is a convincing stopgap solution for many markets, because battery weight has to come down in sync with a more efficiency cell chemistry, and because even a planet-saving 911 must be an ultra-fast, hardcore piece of kit. Porsche is apparently convinced that it can deliver on all counts. After all, the latest master plan projects BEVs to exceed 85 percent of the sales total come 2028.

While the smart brand lives on borrowed time, a sub-A-class small-star Mercedes is taking shape

Smart is in the process of going 100 percent electric, but this doesn’t mean that the marque has a future. Quite the contrary: according to various sources, Renault is going to pull out once the ForFour/Twingo reaches the end of its cycle, Mercedes is not interested in keeping the Smart car brand going all by itself, and whether Geely may want to jump in and lift the business case to a more profitable new level remains to be seen. Right now, the internal plan is that smart will be wound up by 2026 at the earliest. The question remains whether Mercedes will pull out of the segment completely, or if the new CEO Ola Kallenius might be actively looking for options to keep the three-pointed star in the race against Mini and the Audi A1/Q1/City. The board needs to come to a conclusion by 2021 when it must sign off the next A-class generation due in 2025. If we read the smoke signals right, the current MFA2 architecture will be replaced by a fully scalable, all-new convergence layout which covers a much broader product spectrum that could also include a proper baby Benz.

At this point, strategists and product planners are evaluating at least four different options:

Version 2.0 of a fully electrified Smart brand funded with a strong partner like Geely, a concept inspired by the cooperation between Mini and Great Wall. Probability rating: 3/5. Why? Because it is difficult and expensive to ensure that the outcome, which would likely be produced in China, is a proper fit for the global market.

Add a decontented entry-level two- or three-door model to the current A-class portfolio. Probability rating: 1/5. Why? Too late, too expensive, too compromised. The no-frills A-Class coupé was stillborn for exactly these reasons.

Engineer the MFA3 component set so that it includes a proper baby Benz priced at least 15 percent below the least-expensive A-Class. Probability rating: 2/5. Why? MFA3 is unlikely to be sufficiently advanced, flexible enough, or affordable for the conversion to a predominantly electric future.

Go ahead with the innovative convergence matrix codenamed MX1, which could be stretched from whatever shape the small Mercedes will assume for the C-Class/GLC replacement. Probability rating: 5/5. Why? Because MX1 covers BEV, PHEV, and ICE with a bias on electric drive. In addition, it introduces a new level of modularity as well as extended economies of scale, with or without a partner.

Cooperation remains indeed an option—even though the tie-ups with Mitsubishi and Renault delivered mixed results. Last year, Mercedes and BMW discussed the pros and cons of teaming up with regard to MX1 and the bigger MX2 version, but to no avail. BMW ended the talks, thereby relegating the team from Stuttgart back to square one. Although the baby Benz has since dropped a notch or two on the agenda, electrification is a more urgent topic than ever, and so are new vehicle types tailor-made for metro mobility, commuter services, and innovative user models. The reinvented Mercedes née Smart is far from an approved program, but what is tentatively known as U-class (the U stands for urban & universal) has undergone various feasibility studies in combination with different design proposals. Under discussion are the following fully electric variations:

U-class City, a three-door hatch with five-door option, short and tall with extra-long (relative) wheelbase.

U-class Shuttle, an on-demand last-mile shared transportation device combined with up-market services such as exclusive use, autonomous driving where applicable, special delivery, and drop-off.

U-class Cargo, a compact panel van operating in a pool, shared by service providers with city access.

In frivolous moments, product planning even considered off-beat stuff like an emotional metro cruiser, a U-class Open Air, and a back-to-basics two-seater positioned between the unloved two-door A-class and the short-lived Smart coupé. In terms of content, the emphasis is split between the standardized e-componentry and bespoke abilities like the interface with Big Data, personalized services, and safety & convenience features. If the business case still looks good in 2021, the U-class may turn out to be one of the smartest cars Mercedes ever conceived.

The post Volkswagen, Porsche Dump Diesel for EVs, Mercedes Gets Smart appeared first on Automobile Magazine.

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eddiejpoplar · 6 years

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Volkswagen, Porsche Dump Diesel for EVs, Mercedes Gets Smart

While the smart brand lives on borrowed time, a sub-A-class small-star Mercedes is taking shape

At this point, strategists and product planners are evaluating at least four different options:

U-class City, a three-door hatch with five-door option, short and tall with extra-long (relative) wheelbase.

U-class Shuttle, an on-demand last-mile shared transportation device combined with up-market services such as exclusive use, autonomous driving where applicable, special delivery, and drop-off.

U-class Cargo, a compact panel van operating in a pool, shared by service providers with city access.

The post Volkswagen, Porsche Dump Diesel for EVs, Mercedes Gets Smart appeared first on Automobile Magazine.

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newssplashy · 6 years

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While electric vehicles aren't posting big sales numbers yet, auto companies are making significant investments in them. Both new companies like Tesla and Byton and traditional car manufacturers like Ford and Mercedes-Benz plan to release electric vehicles in the near future.

While electric vehicles aren't posting big sales numbers yet, auto companies are making significant investments in them.

Both new and traditional car manufacturers plan to release electric vehicles in the coming years.

Some of the vehicles have specs and tech features that exceed most gas-powered cars.

While electric vehicles still represent a very small percentage of global car sales, automotive companies have made significant investments in them. As governments move to increase emissions standards, even traditional manufacturers anticipate electric vehicles playing a big role in the near future.

These are 30 electric cars you can expect to see by 2025:

1. Porsche Taycan

Porsche will begin production on the Taycan, which is expected to start around $75,000, in 2019.

Porsche says it will have over 300 miles of range.

Porsche has said the Taycan will have a range of over 300 miles per charge, over 600 horsepower, and the ability to accelerate from 0-60 mph in less than 3.5 seconds.

2. Volkswagen I.D. Buzz

Volkswagen is revamping its iconic minibus with the I.D. Buzz, which will hit dealerships in 2022.

The van will have a customizable interior.

It will feature seats that can move and rotate on tracks in the floor, allowing owners to set up the interior for a variety of purposes.

3. Volkswagen I.D. Crozz

Volkswagen will release its I.D. crossover SUV in 2020.

Volkswagen says the vehicle will have a range of up to 300 miles.

The ID Crozz will have two motors, 302 horsepower, and the ability to drive up to 300 miles per charge, Volkswagen has said.

4. Volkswagen I.D.

In addition to the Crozz, Volkswagen also plans to release an electric compact car, the I.D., in 2020.

Volkswagen says the I.D. will have a range of up to 373 miles.

Volkswagen has said the I.D. will have 168 horsepower and a range between 249 and 373 miles.

The ID will be in the same price range as a Golf with similar specs and features. The Golf currently starts at a little over $20,000.

5. Jaguar I-Pace

Jaguar will release its first fully-electric vehicle, the I-Pace, during the second half of this year.

Jaguar says the I-Pace has the kind of performance specs you'd expect from a luxury brand.

Designed as a competitor to Tesla's Model X, the I-Pace will have 394 horsepower, 512 pound-feet of torque, up to 240 miles of range and the ability to accelerate from 0-60 mph in 4.5 seconds, according to Jaguar.

6. 2018 Nissan Leaf

Nissan released a new version of the Leaf this year.

The 2018 Leaf has a 151-mile range.

The 2018 Leaf has a 151-mile range, 147 horsepower, and the ability to receive 90 miles of charge in 30 minutes with a DC fast-charger.

7. Aston Martin RapidE

Aston Martin will make only 155 RapidE sedans, which will be sold in 2019.

Aston Martin says the car will outdo Tesla.

The luxury car will cost $255,000, and Aston Martin's CEO says it will be superior to any of Tesla's offerings.

8. Tesla Model Y

While Tesla hasn't announced a definite release date for its upcoming Model Y SUV, CEO Elon Musk has said production will begin in 2020.

Musk said the Model Y will be a "manufacturing revolution."

During Tesla's first-quarter earnings call in May, Musk said the Model Y will transform Tesla's manufacturing process.

"I think Model Y is going to be a manufacturing revolution," he said.

Tesla released a video in May that included a glimpse of a vehicle that may be the Model Y. The vehicle in question is pictured above.

9. Tesla pickup truck

Musk has said Tesla will release a pickup truck after the Model Y.

Musk offered a few details about the truck in June.

Musk said standard features will include "crazy" torque, two motors, all-wheel-drive, and a suspension that is able to adjust to the load the vehicle is hauling. He also said it would have 360-degree cameras, sonar, and the ability to parallel park on its own.

10. Audi e-tron

Audi says it will start delivering the e-tron to US customers in early 2019.

The e-tron will have just under 250 miles of range, Audi says.

Audi has said the e-tron will have a range of over 248 miles per charge, 221 pound-feet of torque, and the ability to accelerate from 0-60 mph in under six seconds.

11. Mercedez-Benz EQC

Mercedes-Benz will launch its EQ electric-vehicle brand with the EQC SUV in 2019.

The EQC may be able to go from 0-60 mph in under five seconds.

The automaker has said the concept version of the EQC has a range of 310 miles and the ability to 0-60 mph in less than five seconds.

12. Mercedes-Benz EQA

In addition to the EQC, Mercedes-Benz has shown a concept for a compact electric car, called the EQA.

The EQA concept has a little under 250 miles of range.

The concept has two motors, all-wheel-drive, and can accelerate from 0-60 mph in around 5 seconds. While Mercedes-Benz has not indicated when a production version of the EQA will arrive, the company has said it plans to invest $11 billion in electric vehicles by 2022, which suggests a production EQA could be on the horizon

13. Mercedes-Benz EQS

Michael Kelz, a Mercedes-Benz chief engineer, told Autocar in April that Mercedes-Benz will make an electric sedan under the EQ brand.

The EQS will not be based on the S-Class.

Kelz said the EQS will not be a variant of the S-Class, which is pictured above. He also said the EQS could arrive as soon as 2020, but will be available no later than 2022.

14. Tesla Roadster

Tesla revealed its new Roadster in November 2017. The company said the car will be available in 2020.

The car will be incredibly fast, Tesla says.

Tesla said the base version of the vehicle will be able to accelerate from 0-60 mph in 1.9 seconds, reach a top speed of 250 mph, and drive 620 miles per charge. Elon Musk said a premium version with a SpaceX upgrade package will include around 10 small rocket thrusters that will improve the vehicle's acceleration, maximum speed, braking, and handling.

15. Nissan IDS

Nissan hopes to have the self-driving technology for its electric, autonomous IDS ready by 2020, which means we could see the IDS by 2025.

The IDS will have a steering wheel that turns into a tablet.

Drivers will have the option to drive the car manually or have it drive autonomously. In its autonomous driving mode, the steering wheel folds into the dashboard and is replaced by a tablet that can be used to control an enormous touchscreen.

16. 2018 Chevy Bolt

General Motors surprised many in 2015 by releasing an affordable electric vehicle, the Chevy Bolt, before Tesla.

The 2018 Bolt is slightly different than the 2017 model.

New features include a heated steering wheel and sliding sun visor for the driver and front passenger.

17. BMW Mini E

BMW has said it will launch 12 electric cars by 2025, including its Mini E, which is scheduled to hit dealerships in 2019.

BMW hasn't released many details about the car.

While the company hasn't released specs for the car, we do know that, unlike previous models, the Mini E won't have any chrome.

18. Volvo Polestar 2

Volvo design chief Thomas Ingenlath told Autocar in June that Volvo will release the Polestar 2 in 2019.

The Polestar 2 will have 350 miles of range, Volvo says.

The Polestar 2 will follow the high-end Polestar 1 hybrid coupe, pictured above, and start around $40,000. It will have up to 405 horsepower and up to 350 miles in range, Ingenlath said.

19. Volvo XC40

Ingenlath also told Autocar that Volvo will release an electric version of its XC40 SUV "very soon" after the Polestar 2. The gas-powered version of the XC40 is pictured above.

Volvo will make a plug-in hybrid version of the XC40.

Volvo hasn't yet revealed the hybrid's specs. In April, the company said it is aiming for fully-electric cars to account for 50% of its sales by 2025.

20. Fisker EMotion

Fisker hopes to release its EMotion electric car by late 2019.

The company says the car will have incredible specs.

The EMotion will be able to travel more than 400 miles per charge, accelerate from 0-60 mph in under three seconds, and reach a top speed of 160 mph, Fisker says.

21. Faraday Future FF 91

While Faraday Future has struggled to raise money, the company has said its FF 91 could ship by the end of this year. That timeline seems unlikely at this point.

The company has said the vehicle will be incredibly powerful.

Faraday Future says the FF91 will have 3 motors, 1050 horsepower, and a 0-60 mph time of 2.39 seconds.

22. Subaru's all-electric crossover

Subaru may release an all-electric crossover by 2021, but very little is known about the car at the moment. In August 2016, a Subaru spokesperson told Automotive News that if the company ends up building an electric car, it would probably build it on its Global Platform, like the 2017 Subaru Impreza, pictured above.

The company's first plug-in hybrid will arrive near the end of this year.

Subaru said in May that the Crosstrek Hybrid, the company's first plug-in hybrid vehicle, will arrive near the end of this year.

23. BMW iX3

BMW revealed its iX3 electric SUV concept in April at the Beijing Auto Show and plans to start making a production version of the vehicle in 2020.

BMW says the iX3 will have over 249 miles of range.

BMW says the iX3 will have a range of over 249 miles per charge and a motor that can produce over 270 horsepower.

24. GM Cruise AV

General Motors announced an electric, self-driving vehicle from its Cruise division in January. The company plans to release the vehicles as part of an autonomous ride-hailing service in 2019.

The vehicle will represent a big step forward for GM.

The self-driving car will have no pedals or steering wheel, and customers will be able to request rides in them with their phones.

25. Byton M-Byte

Chinese startup Byton unveiled a concept for its electric M-Byte SUV in January. Byton co-founder Daniel Kirchert told Business Insider the M-Byte will arrive in 2019.

The M-Byte has a unique interior.

In place of a traditional dashboard, the M-Byte concept — which Kirchert said represents around 80% of the production version — has a 49-inch touchscreen, as well as touchscreens on the steering wheel and the backs of the front seats. The M-Byte also has individually-adjustable seats, gesture control features, and onboard Wi-Fi.

26. Byton K-Byte

Byton will bring its K-Byte electric sedan to market in 2021.

Byton prioritizes interior features over performance specs.

Kirchert said performance metrics are secondary to interior features like cabin space, touchscreens, and adjustable seats, and their ability to make a ride more comfortable. He also said the K-Byte will have between 250-325 miles of range, depending on the trim.

27. Hyundai Kona Electric

Hyundai will bring its Kona Electric crossover SUV to the US in the fourth quarter of this year.

The Kona Electric has impressive range.

The Kona will have 258 miles of range, according to the Environmental Protection Agency. It will also have driver-assistance features that can help avoid accidents and keep the car in its lane.

28. Ford's electric crossover

Ford has said it will release an all-electric crossover by 2020.

The crossover doesn't have a name yet, but the company claims it will have an impressive range.

Ford's former North American president, Raj Nair, told Business Insider in 2017 that the vehicle will have over 300 miles of range and be "affordable."

"To get electrification volumes where we would all like them to be we have to make sure we make the affordability targets or otherwise they are going to stay as a niche item or a pure luxury item," he said.

29. SF Motors SF5

Startup SF Motors unveiled its plans to make electric SUVs at the New York International Auto Show in March.

The SF5 may have up to 1,000 horsepower.

It will start with the SF5, which the company plans to start producing in 2019. SF Motors says customers will have the opportunity to equip the car with up to four motors and 1,000 horsepower.

30. Rimac C_Two

Rimac will start production for an all-electric supercar, the C_TWO, in 2020.

31. The C_Two has breathtaking specs.

The C_Two will have 1,914 horsepower, a 403-mile range, a top speed of 258 mph, and the ability to accelerate from 0-60 mph in 1.85 seconds.

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jonathanbelloblog · 7 years

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First Drive: Volkswagen I.D. Buzz Concept

Three days after Volkswagen officially decided its all-electric I.D. Buzz will become a reality, we roamed San Francisco’s streets in a concept version of the car along with a classic 1952 VW Microbus. It was, succinctly, an emotional demonstration of how electric propulsion, autonomous driving, and digitalization will redefine the mission of the automobile in the next 10 to 15 years.

My first school bus was a 30-horsepower ’57 Volkswagen Type 2 (aka the Transporter, Kombi, Microbus, Bus, and “the hippie van”) trimmed with a mix of utilitarian rubber and leatherette. I sat up front, right foot resting on the gray tin blister that protected the headlamp assembly from the inside. There was no radio, no worthwhile heater, and no seat adjustment. But you could play with the five-stop sliding side window until one of the adults on board mercifully intervened. The brassy, catch-the-latch noise remains forever seared into my memory.

Powered by an e-Golf powertrain, the I.D. Buzz Concept managed 53 miles before hitting the halfway point of its charge during our day driving around San Francisco.

The Buzz concept resurrects these recollections and then some. The time-warp 3D transformation from that meager post-war appliance is reborn most of all in the car’s characteristic proportions and trademark silhouette and in details such as the two-tone paint scheme and three horizontal air intakes in the D-pillars. The new shape is easily recognizable as the long-lost family member who has grown and matured over time. Both models are rear drive (all-wheel drive will be optional on the production Buzz), both sit on a remarkably generous wheelbase, and both are spacious and surprisingly easy to get into and out of. From behind the older version’s wheel, the new Volkswagen looks positively huge. That’s what a 26-inch difference in length and a 10-inch increase in width will do to your perception.

“We built this model to be fully operational. So simply go for it. A single charge will safely take you through a 12-hour day.”

Due to arrive in 2022, the I.D. Buzz is slated to be the last of VW’s first batch of production I.D. models. Wolfsburg’s e-attack begins in early 2020 with the Golf-size I.D. and the Tiguan-size I.D. Crozz. In 2021, we expect to see the boxy Touareg-size I.D. SUV and the full-size, seven-seat I.D. Lounge—a crossover coupe with the cabin space of a minivan. The 2022 forecast includes not only the Buzz but also the larger version of the I.D. Aero sedan followed in 2023 by a smaller five-seat derivative. Emotionally derived products such as possible new versions of the Beetle and Scirocco are under consideration, but rather than replacing existing body styles with more of the same, don’t be surprised if next-gen offerings employ the heritage-meets-future approach with a dual-cab pickup truck or a modern reinterpretation of the Karmann Ghia or similar.

Family Resemblance: Though there’s a clear design lineage between the Type 2 and the Buzz, the resemblance is only skin deep.

This I.D. Buzz concept is a runner in the purest sense of the word. It can maintain a steady 50 mph across the Golden Gate Bridge and snake through corners like a slot-car racer. The grabby brakes get on surprisingly well with the home-cooked light gray tires, the turning circle is tight, thanks to the absence of a bulky combustion engine, and the single-speed transmission operated via steering-wheel buttons hooks up with instant-torque vigor. “We built this model to be fully operational,” says Dzemal Sjenar, senior engineer for VW concept cars. “So simply go for it. Don’t worry too much about wear and tear. And rest assured that a single charge will safely take you through a 12-hour day.” This is exactly what we did, pairing the yellow-over-white ambassador of a cleaner tomorrow with the orange-over-cream museum piece, a digital hippie leading its analog ancestor. The original Type 2 (fun fact: the VW Beetle is the Type 1) and its rough, air-cooled engine was kind of a Porsche 356 A with seven seats. It was gutless and notoriously short of breath, and you needed to rev the lungs out of its coughing flat-four in order to build anything resembling momentum.

Dynamically speaking, driving the first-generation 1952 Microbus is a lesson in patience. Its huge, nearly horizontal two-spoke steering wheel turns the front wheels with the precision and ease of a vintage Armenian truck, the spindly gear lever rides the four-speed transmission like a one-legged amateur stilt walker, the heavy clutch must travel a long distance before polishing off 49 lb-ft of torque in one easy lick, the four drum brakes might lock up briefly or pull to either side before getting down to work, and the skinny vintage tires like to let go without warning. The floor-mounted pedals are charmingly Porsche-like, but the throttle response is not. This might have to do with the 3,500-rpm redline and the fact that at last count we could not round up more than 25 horses. It takes just short of forever to reach its top speed of around 53 mph when the bus is traveling on a flat stretch of road.

The I.D. Buzz is altogether different. In top-of-the-line guise, a 150-kW rear motor and a 125-kW motor driving the front wheels for a total of roughly 369 horsepower are allegedly enough to accelerate the bus from 0 to 60 mph in 5.0 seconds. The lesser version combines all-wheel drive with a pair of powerplants rated at a more modest 302 horsepower. The entry-level I.D. Buzz will relay 201 hp exclusively to the rear wheels. The three different power packs are paired with three different battery sizes good for 60, 83, and 111 kWh. Regardless of output, top speeds will be electronically limited to 100 mph. (Volkswagen estimates between 200 and 270 miles of range for the concept Buzz.) The maximum charging power is 220 kW, maximum voltage is 400V, and minimum charge time should be around 20 minutes for an 80 percent state of charge.

The Buzz concept has some features that aren’t likely to make it to production, such as the side-mirror cameras, and some touches that may, like the “Play/Pause” foot pedal designs and the dial-based drive selector.

Like all future electric VWs, the Buzz sits on the brand’s modular electric architecture (MEB). At its heart is a rigid battery cradle located inside a honeycomb frame designed to optimize side-impact protection. Accessible from below for repair and replacement, it accommodates between three and five energy packs positioned to ensure a fixed weight distribution of 48/52 percent front/rear. The MEB layout provides a low center of gravity as well as exceptional space utilization. The front axle relies on MacPherson struts while the rear suspension is a multilink setup. The concept car uses conventional springs and dampers, but by 2022 you will also be able to specify a fully adjustable air suspension. Mounted ahead of the front axle is the variable-rate, variable-effort electrically assisted power steering. Rear-wheel steering will be an option, sources say. The brakes are capable of passive and driver-induced energy regeneration. Although definitive dimensions are not finalized, we hear the show car, which is 194.5 inches long, 77.9 inches wide, and 77.3 inches high with a 129.9-inch wheelbase, is physically quite close to the real thing.

Featuring fully adjustable swiveling seats up front and a sofa-like rear bench, the Buzz concept is designed to accommodate up to eight passengers in style and comfort, though the middle seats were removed for our drive. Like in a Boeing 787 Dreamliner, the rear side windows can dim for a cocooning effect. Although the concept car comes with a retractable steering wheel as well as an array of sensors and cameras to demonstrate that autonomous driving is very much on the agenda, the timing for these technologies is still unclear. Volkswagen boss Herbert Diess answers with a wink: “At this point, it would be cheaper to hire a human being in a low labor-cost country to monitor the car 24/7. Should a dangerous situation arise, that person would take corrective action over the air.”

At Monterey, restored buses went for between $86,000 and about $100,000. When the I.D. Buzz arrives in 2022, VW intends to sell it at a price north of $45,000.

In San Francisco, though legendary rock music venues such as the Fillmore West and the Avalon Ballroom are no more, certain parts of the city still move to the music of the Grateful Dead, Big Brother and the Holding Company, Quicksilver Messenger Service, and The Doors. The Haight-Ashbury area in particular remains a sanctuary for flower-power children of all ages, some of whom attended the legendary Altamont and Woodstock festivals, went to see Janis Joplin sing and Ravi Shankar play the sitar, were disciples of Timothy Leary, read and listened to Leonard Cohen, and digged on Zen, dharma, karma, and any other kind of counterculture. Before 1966, LSD was legal in California, and to this day you probably don’t have to search too long for vendors peddling tickets to the Promised Land.

We stop our caravan, and two street urchins quickly stagger over, mumbling “hey, man,” and “what the heck?” through broad smiles revealing incomplete sets of teeth. To celebrate the apparition, they light a thinly rolled brown joint. Like the rest of the quickly gathering crowd, our new friends are torn between old and new. Although the Microbus brings back memories of love, peace, and amphetamine-fueled frenzy followed by going cold turkey, the I.D. Buzz is identified immediately as e-powered by the San Francisco residents who adore Teslas and the Prius. Whoever owns a Volkswagen bus, irrespective of vintage or condition, grinds to a stop, hops out, takes a zillion pictures, then asks the inevitable questions: Are these for sale? How much? When can I buy one? Does it drive OK?

The I.D. Buzz offers ample space inside, having grown by 26 inches in length and 10 inches in width over the original Type 2 Microbus.

The Buzz is much too quick for its arthritic sibling, and it cracks open the door to a new level of near-silent lounge-like roominess. The interior is light and airy, the ergonomics are pleasingly minimalist, and the seating position defines “command.” Strangely enough, the ancient spring-loaded seats of the Microbus cope better with the area’s more suspect roads than the contemporary foam buckets do. And the old-fashioned lever-operated parking brake provides more positive feedback than the new, whirring push-button stopper. But the ride comfort is more than nine clouds better in the 2017 show car, its handling eclipses the top-heavy 21-window bus by a world and a half, and the difference in cornering grip compares like speed carving does to stem turns. Everything in the I.D. Buzz works as if by magic touch. The doors open and close automatically, the camera-operated side mirrors and the reverse camera create a new quality of surround-view, and the electronic brain displays its findings on an extra-large screen between the seats.

When we kicked off the day at Twin Peaks in drizzle and fog, the batteries were 90 percent charged. Almost 14 hours and 53 miles later, the readout had just dipped below the halfway mark—not bad for a provisional preprototype equipped with an e-Golf’s humble drivetrain.

At the Monterey auctions held in mid-August, fully restored Microbuses went for between $86,000 and about $100,000. When the I.D. Buzz arrives in 2022, VW intends to sell it at a price north of $45,000 in today’s money. That’s way too much for some of the remaining hippies, but perhaps it’s a tempting proposal for middle-class families, especially if VW can deliver on brand values like solidity, longevity, and affordability with—hopefully—newfound strengths such as coolness, cleverness, and modernity.

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alvaromatias1000 · 5 years

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Novo Golf GTI aparece junto com GTE e GTD na Alemanha

A Volkswagen decidiu mostrar de uma vez sua linha GT para o Novo Golf de oitava geração. O hatch médio alemão mostra que continua sendo referência em esportividade no segmento médio ao manter a oferta de três motorizações para o best seller da VW, que já vendeu mais de 35 milhões de unidades desde 1974.

As versões GTI, GTE e GTD foram reveladas pela VW antes de Genebra, quando deverão aparecer ao público suíço e europeu. O Novo Golf GTI chega com motor EA888 mais potente, entregando 245 cavalos e 37,7 kgfm, além de câmbio manual de seis marchas ou dupla embreagem DSG, mas agora com sete velocidades.

Ainda sem dados técnicos revelados, espera-se que o Novo Golf GTI decole de 0 a 100 km/h em 6,4 segundos com o conjunto mais forte, podendo até alcançar 250 km/h. O hot hatch mais famoso do mundo, traz um visual compartilhado com os demais GT´s, chamando atenção para o conjunto ótico de LED no para-choque.

Além disso, o Novo Golf GTI traz ainda rodas de liga leve redesenhadas com aros 17 ou 18 polegadas, podendo ainda ter um jogo com aro 19. Por dentro, o layout apresenta parte da iluminação em vermelho, bem como apresentação gráfica dos cluster de 10,25 polegadas e da multimídia com tela de 8,5 ou 10 polegadas.

O botão de partida agora “pulsa” em vermelho como nos carros da Jaguar, enquanto a padronagem dos assentos ganha duas opções, mas sempre com o mesmo estilo quadriculado e em vermelho, marca registrada do modelo. O GTI ganha o Travel Assist com condução semiautônoma até 210 km/h.

No GTE, o Golf híbrido plug-in agora avança para os mesmos 245 cavalos, mas com 40,6 kgfm, ambos de forma combinada entre o motor EA211 1.4 TSI de 150 cavalos e 25,5 kgfm com o propulsor elétrico de 115 cavalos, tendo ainda o câmbio DSG de seis marchas e tripla embreagem, bem como bateria de lítio de 13 kWh.

O Novo Golf GTE agora pode rodar 60 km apenas com energia e alcançar os mesmos 130 km/h de antes, usando o motor elétrico. Visualmente, ele adota rodas de liga leve exclusivas em relação aos GTI e GTD, tendo detalhes da carroceria em azul, cor que marca o esportivo híbrido da VW.

Por dentro, a apresentação de cluster e multimídia são novos, tendo ainda padronagem dos bancos revestida, mas mantendo os assentos esportivos com a predominância da cor azul. Recebeu a mesma atenção que o GTI em sistemas de conectividade e segurança, incluindo integração com internet no WeConnect.

O último do trio, o Novo Golf GTD, infelizmente nunca poderá ser comprado pelo consumidor brasileiro, já que traz o motor diesel EA288 2.0 TDI, que agora tem 200 cavalos e 40,6 kgfm, tendo apenas transmissão de dupla embreagem DSG de sete marchas, além de duplo sistema SCR com AdBlue para conter as emissões.

No visual, o Novo Golf GTD chama atenção pelas rodas esportivas de múltiplos raios, que remetem a uma performance maior que os demais, mas isso parece ser para compensar a potência menor. A VW chegou a ter um motor EA288 2.0 TDI com 240 cavalos no Passat, o que traria o hot hatch ao mesmo nível dos irmãos, porém, talvez com prejuízo na emissão.

Diferente dos GTI e GTE, o GTD tem padronagem dos bancos em malharia Tartan cinza, cor característica dessa versão do Golf. Outros detalhes do interior também são em cinza, assim como vermelhos no GTI e azuis no GTE. O esportivo diesel vem ainda com um novo difusor de ar, assim como os demais. De acordo com a VW, o GTD alcança quase 965 km.

Volkswagen Golf GTI 2020, GTE 2020 e GTD 2020 – Galeria de fotos

Novo Golf GTI aparece junto com GTE e GTD na Alemanha publicado primeiro em https://www.noticiasautomotivas.com.br

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renatosampaio101 · 5 years

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Modelos da Tesla: conheça os carros elétricos e autônomos da marca

A Tesla foi fundada em 2003, na cidade de Palo Alto, na Califórnia. Pouco depois, seu atual CEO, Elon Musk, entrou para a empresa, tendo ganhado fama como cofundador da empresa de pagamentos digitais PayPal. Entre os modelos da Tesla, o esportivo Roadster foi o primeiro.

Elon Musk, CEO da Tesla, em evento de apresentação do caminhão Semi e do novo esportivo Roadster, em 2017

Lançado em 2008, o modelo fez uso de uma carroceria da Lotus, adaptada com um motor elétrico. Desde o início, a marca enfrentou o desafio de desenvolver sua capacidade industrial no setor automotivo.

Com origem nas empresas de tecnologia, ela não possuía a tradição, conhecimento e experiência em fabricação de carros para enfrentar um mercado dominado por marcas antigas como Ford, Volkswagen e Toyota. Assim, desde os primeiros modelos da Tesla, a marca teve que evoluir rápido – e o fez debaixo do escrutínio das concorrentes e desconfiança do público.

Da esquerda para a direita, Model S, Model X, Model 3 e futuro Model Y

Afinal, além de ser a “novata”, estava tentando vender carros elétricos. Contudo, entre polêmicas e obstáculos, a Tesla conquistou muitos clientes, ajudando a colocar a categoria de elétricos nas tabelas de automóveis mais vendidos. Em agosto, o último lançamento entre os modelos da Tesla, o Model 3, conquistou a terceira posição entre os carros mais vendidos do Reino Unido.

A gama da fabricante se destaca pelo luxo, tecnologias de assistência à direção com o Autopilot, e também pela performance. Outro diferencial dos carros de Elon Musk é a segurança, e todos eles conquistaram nota máxima em testes de colisão feitos por instituições especializadas.

Autopilot torna modelos da Tesla semiautônomos

Além de serem carros elétricos, os modelos da Tesla também se destacam por serem equipados com muitas tecnologias de assistência à direção. Contudo, ainda não se pode dizer que eles são carros autônomos, se nos basearmos na escala da Sociedade de Engenheiros da Mobilidade (SAE).

Embora Elon Musk goste de se vangloriar do avanço de seus carros, eles ainda não conseguem andar sozinhos – nenhum veículo alcançou a autonomia total, ainda. Na escala da SAE J3016, eles podem ser considerados de nível 2, ou “semiautônomos”.

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O vídeo acima mostra como o Autopilot detecta objetos e a via de trânsito para fazer um percurso sozinho

Por outro lado, os modelos da Tesla não deixam de ser muito evoluídos nesse quesito, contando com um pacote de recursos chamado Autopilot.

Ele inclui uma série de câmeras, sensores e radares que detectam e identificam objetos ao redor do veículo, como outros carros, bicicletas, obstáculos e pedestres. O sistema também reconhece placas de trânsito e as faixas que delimitam as vias.

Com essas informações, os modelos da Tesla podem manter a velocidade e frear automaticamente, de acordo com o fluxo do trânsito. Em faixas bem delimitadas, podem se manter dentro da via, fazendo correções na direção do volante. Também conseguem auxiliar o motorista na mudança de faixas.

É possível, ainda, navegar com o Autopilot. A partir da determinação de uma rota, o veículo pode entrar e sair de rodovias, mudar de faixas, atravessar cruzamentos e fazer sugestões de rotas melhores. Por enquanto, ele é mais adaptado para estradas, segundo a própria fabricante.

Existem, ainda, outras duas funções de autonomia nos modelos da Tesla. Uma delas é o estacionamento automático, com a qual os carros conseguem estacionar em vagas paralelas ou perpendiculares.

A outra é a “Summon”, quando os veículos saem das vagas em questão, a partir do acionamento de um botão da chave ou através de um aplicativo para celulares. Além disso, o sistema também recebe atualizações constantes. Assim, os modelos da Tesla fabricados há mais tempo podem oferecer recursos que só foram desenvolvidos depois.

Devido às imperfeições do sistema e também à legislação de trânsito, motoristas não podem tirar as mãos do volante quando estiverem andando nos modelos da Tesla com o Autopilot ativado.

Roadster de 2008 foi o primeiro dos modelos da Tesla

Categoria Esportivo Lançamento 2008 Tempo de 0 a 96 km/h 3,7 seg Velocidade máxima 201 km/h Autonomia (EPA) 394 km Preço US$ 112.000 (R$ 458.623)

Depois de fundada, a Tesla começou sua vida com o lançamento de um esportivo, o Roadster, nome que hoje foi resgatado para um segundo carro esportivo, ainda em desenvolvimento. O primogênito foi lançado em 2008 e vendido até 2012.

Esse veículo é construído usando a estrutura de um carro da Lotus, adaptado com um motor elétrico. Uma curiosidade sobre ele é que, inicialmente, ele possuía câmbio manual.

O sistema, atualmente, é dispensado nos carros elétricos devido à estrutura do motor, que tem torque imediatamente disponível. Contudo, naquela época, foi instalado nos protótipos do primeiro dos modelos da Tesla.

A “transmissão” não funcionava da mesma forma que a de motores a combustão, e tem apenas duas velocidades: uma vai até cerca de 105 km/h, e a outra até a faixa dos 200 km/h. Depois, contudo, ela foi substituída por uma marcha única e automática nos modelos de produção.

O motor tem 251 cavalos de potência, e torque de 29 kgfm.

Tesla Model S

Categoria Sedã Lançamento 2012 Tempo de 0 a 96 km/h 3,7 / 2,4 seg Velocidade máxima 249 / 262 km/h Autonomia (EPA) 595 / 555 km Preço US$ 79.990 / 99.990

O Model S foi o segundo modelo da Tesla, e chegou às lojas em 2012, tendo sido anunciado em 2008. Ele é um dos veículos mais vendidos na gama da marca.

Esse sedã tem dois motores elétricos, um em cada eixo, e tração integral. Pode alcançar 96 km/h em 2,4 segundos na versão Performance, que sai por US$ 99.990 (R$ 410.895). A configuração, topo de linha do Model S, pode chegar a 262 km/h.

A outra opção oferecida para o modelo da Tesla é a Long Range, ou “autonomia longa”, em referência à capacidade de cobrir distâncias maiores entre recargas. Ela é capaz de andar 595 quilômetros, contra 555 da Performance.

Contudo, demora mais de um segundo a mais para chegar aos 96 km/h (conversão de 60 milhas por hora, dos dados oficiais). Por outro lado, o preço também é menor, de US$ 79.990 (R$ 328.707).

Tesla Model X

Categoria SUV Lançamento 2015 Tempo de 0 a 96 km/h 4,4 / 2,7 seg Velocidade máxima 249 / 262 km/h Autonomia (EPA) 523 / 490 km Preço US$ 84.990 / 104.990

O Model X foi o primeiro SUV da Tesla, e tem dimensões mais generosas que o futuro irmão, Model Y. O utilitário tem capacidade para sete ocupantes, e bancos que se dobram para liberar o espaço para carga. Ele também pode rebocar 2.268 quilos.

Ele também é equipado com dois motores elétricos, um em cada eixo, e tração integral. Além disso, conta com suspensão adaptativa a ar. Não à toa, é o modelo da Tesla mais caro, considerando os que são vendidos atualmente.

Uma característica marcante do SUV são as portas traseiras “Falcon Wing”, que se abrem para cima. Apesar do design diferenciado – e até estiloso – alguns proprietários reclamam do sistema. A Tesla afirma que as portas foram pensadas para poder serem abertas em espaços apertados, mas donos contam que elas mais atrapalham do que ajudam nessa hora.

Na configuração topo de linha, Performance, este modelo da Tesla alcança 96 km/h em 2,7 segundos, segundo a própria marca. Ela tem a velocidade máxima de 262 km/h, e sai por US$ 104.990 (R$ 431.434).

A outra versão, Long Range, tem autonomia estendia, e pode rodar até 523 quilômetros entre recargas. Contudo, perde em potência. Seu preço é de US$ 84.990 (R$ 349.248).

Model 3 é o mais barato entre modelos da Tesla

Categoria Sedã compacto Lançamento 2017 Tempo de 0 a 96 km/h 3,2 / 4,4 / 5,3 seg Velocidade máxima 261 / 233 / 225 km/h Autonomia (EPA) 499 / 386 km Preço US$ 38.990 / 47.990 / 55.990

Em julho de 2017, foi lançado o “carro popular” da Tesla, Model 3. O sedã compacto é o modelo mais acessível na gama da marca, sendo prometido por US$ 35 mil antes do lançamento. Ele também é uma aposta de Musk para tornar a empresa mais lucrativa.

Contudo, a marca teve dificuldades em desenvolver uma linha de produção que fosse rápida o suficiente para suprir a demanda pelo veículo. As primeiras entregas foram adiadas, e diversos compradores, do regime de pré-venda, desistiram do negócio.

O preço do carro elétrico, quando chegou ao mercado, também era superior ao planejado.

Atualmente, a situação vem se normalizando, mas muita polêmica ainda cerca o Tesla Model 3. Relatos apontam para deficiências na produção, com acabamento de má qualidade. Aparentemente, Musk ainda enfrenta desafios para se adequar ao mundo industrial, diferente do setor de tecnologia de onde se originou.

Apesar das polêmicas, o sedã está fazendo sucesso. Em agosto, o modelo da Tesla se tornou o terceiro carro mais vendido do Reino Unido, perdendo apenas para Ford Fiesta e Volkswagen Golf. Nos Estados Unidos, dados não oficiais também mostram que vem se tornando um favorito, ultrapassando o campeão Chevrolet Volt no início do ano.

Model Y está entre os próximos modelos da Tesla

Categoria SUV crossover Lançamento Previsto para 2020 Tempo de 0 a 96 km/h 5,5 / 4,8 / 3,5 seg Velocidade máxima 209 / 217 / 241 km/h Autonomia (EPA) 483 /450 / 450 km Preço US$ 48.000 / 52.000 / 61.000

O Tesla Model Y será o segundo SUV entre os modelos da Tesla, depois do Model X. O lançamento deve ocorrer em 2020 ou 2021. Estará disponível, como opcional, uma terceira fileira de assentos, capacitando o utilitário a carregar sete ocupantes.

Entretanto, as dimensões do modelo serão mais comedidas que a do irmão mais velho, ficando na categoria dos SUVs médios.

Elon Musk está planejando quatro versões para Tesla Model Y, incluindo uma de entrada, que poderia ser vendida por a partir de US$ 39 mil, equivalente a R$ 160.010. Contudo, existem informações específicas para apenas três versões, dispostas na tabela acima.

Em ordem de leitura, a primeira é a Long Range Rear Wheel Drive, com tração dianteira e autonomia estendida, por US$ 48 mil (R$ 196.970). Na sequência de preço, está a Long Range Dual Motor All Wheel Drive, que oferece tração integral e conta com dois motores, mas tem autonomia menor.

A topo de linha do Tesla Model Y será a Performance, com foco na potência, mas também com menos autonomia. Ela sai por US$ 61 mil (R$ 250.310).

O modelo contará com teto de vidro panorâmico, tela touchscreen de 15 polegadas, abertura e acionamento por aplicativo de celular, além do sistema Autopilot.

Roadster 2020 retoma nome do primogênito

Categoria Esportivo Lançamento Previsto para 2020 Tempo de 0 a 96 km/h 1,9 seg Velocidade máxima 402 km/h Autonomia (EPA) 998 km Preço US$ 200.000 / 250.000

O novo Tesla Roadster ainda não chegou ao mercado, e será o esportivo da gama, com preço muito mais alto que os outros modelos da Tesla. Ele manterá o nome do primeiro carro da marca, e foi divulgado por Elon Musk em um evento, em 16 de novembro de 2017.

Como contou Musk durante a apresentação, o Roadster é “recheado” por três motores, dois na traseira e um na dianteira, com tração integral.

Segundo o fundador da fabricante, o supercarro será capaz de alcançar 100 km/h em 1,9 segundo. Em 4,2 segundos o modelo chega aos 160 km/h. O torque na roda anunciado é de 1.019 kgfm. O percurso de quarto de milha é finalizado pelo Roadster em 8,9 segundos, frente aos 9,65 do Dodge Demon, que conta com 107 kgfm de torque.

Musk só não informou qual será a potência entregue pelo conjunto. A bateria é de 200 kWh e tem autonomia para 997 quilômetros. O veículo conta, ainda, com quatro assentos, teto de vidro removível e “muito espaço para bagagem”, segundo o CEO. Ele garante, ainda, que todos estes números são do modelo de entrada do esportivo, que estará disponível em 2020.

A performance “de entrada”, no entanto, já seria suficiente para resolver a disputa entre esportivos de destaque. Mercedes-AMG Project ONE e Aston Martin Valkyrie têm competido pelos tempos mais rápidos do mundo desde 2016. Se Musk cumprir o prometido, ambos serão ultrapassados.

Além disso, enquanto os competidores são híbridos, o desafiante é totalmente elétrico. O esportivo da Tesla também deve ganhar o jogo em mais um quesito: o preço.

Tesla também desenvolve um caminhão, o Semi

Categoria Caminhão Lançamento – Tempo de 0 a 96 km/h 5 seg Velocidade máxima – Autonomia (EPA) 800 km Preço –

O caminhão da Tesla também tem números impressionantes, divulgados por um exultante Elon Musk, no mesmo dia em que anunciava o Roadster. O “grandalhão” é equipado com quatro motores elétricos independentes, um para cada uma das rodas traseiras.

Juntos, empurram o pesado até os 100 km/h em cinco segundos. Se estiver carregado até o limite previsto pela legislação americana, que é de 36 mil quilos, o Semi chega a tal velocidade em 20 segundos.

A transmissão é algo semelhante a uma automática, embora não exista, de fato, nos motores elétricos. A autonomia com a carga máxima é de 800 km, com carregamento da bateria para rodar 640 km em apenas 30 minutos.

A performance foi atingida, segundo Musk, por meio do desenvolvimento de uma resposta aerodinâmica otimizada. Segundo o executivo, o caminhão foi desenhado com ares de “uma bala de revólver”.

O pesado também se destaca pelos recursos de segurança, que incluem o pacote de tecnologia autônoma da Tesla, Autopilot, instalado de série; sistema de frenagem autônoma de emergência; sistema autônomo de manutenção de faixa e aviso de colisão frontal. Segundo o CEO ilustrou, caso o motorista deixe de comandar o caminhão, o Semi se mantém na faixa, desacelera até parar e, se não houver reação, aciona, automaticamente, o serviço de emergência.

A novidade conta ainda com uma cabine com duas telas sensíveis ao toque na qual o assento do motorista fica no centro, com dois bancos para passageiros atrás, em organização triangular. Musk não anunciou os preços do Semi, e disse que entraria em produção em 2019.

Contudo, após as dificuldades que encontrou com o Model 3, é possível que ela seja adiada. Mesmo assim, a pré-venda para o pesado já está aberta no site da Tesla.

Futura picape estará entre modelos da Tesla

Categoria Picape Lançamento Apresentação em novembro Tempo de 0 a 96 km/h – Velocidade máxima – Autonomia (EPA) Até 800 km Preço Abaixo de US$ 50 mil (R$ 204.754)

O último dos modelos da Tesla anunciado por Elon Musk foi a primeira picape na gama da marca. Segundo o CEO da companhia, em entrevista ao podcast Ride The Lightning, o modelo custará menos que US$ 50 mil na versão de entrada.

Ainda há poucas informações sobre o modelo. Ele deve ter autonomia de até 800 quilômetros, tração integral e dois motores, um em cada eixo. A suspensão, segundo Musk, será adaptativa, se adequando ao peso transportado.

Segundo uma postagem do CEO em sua conta no Twitter, a picape da Tesla poderá rebocar até 136 mil quilos.

Com relação ao design, Musk foi pontual. “Futurística, cyberpunk e Blade Runner”, disse o empresário, se referindo ao filme de ficção científica. Contudo, até agora, não se sabe como o veículo será, e a única imagem oficial que existe dele é o teaser que você vê acima.

Por fim, também há especulações de qual será o nome da picape da Tesla. Rumores apontam para Model B, mas não há informações oficiais. A apresentação deve ocorrer em novembro.

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https://autopapo.com.br/noticia/modelos-da-tesla-carros-eletricos-autonomos/ encontrado originalmente em https://autopapo.com.br

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alvaromatias1000 · 5 years

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Tiguan R Line: equipamentos, preços, motor, consumo, revisões

A linha do novo Tiguan 2020 tem dois extremos: de um lado, versões mais em conta e mais focadas em conforto e na família, e do outro, uma configuração mais refinada, ainda mais completa e com um conjunto mecânico para lá de interessante. E esta última é justamente o Tiguan R Line.

Disponível no mercado brasileiro há dois anos, o Volkswagen Tiguan R Line é hoje o carro topo de linha da Volkswagen no País. É ele o dono de uma das maiores cifras entre os automóveis da fabricante alemã por aqui (atrás só da Amarok V6 Extreme), bem como o motor a combustão mais potente e também a lista de equipamentos mais recheada.

Este modelo está disponível com preço na casa dos R$ 190 mil e briga diretamente com outros SUVs de porte médio, como Equinox, CR-V e 5008. Um dos seus diferenciais é o espaço interno para até sete pessoas, algo oferecido também pelo Peugeot.

Abaixo, você pode conferir os principais detalhes do carro:

Tiguan R Line – detalhes

Construído a partir da plataforma modular MQB, o novo Tiguan é bem maior que o atual. Tem espaço para até sete ocupantes e conta com um porta-malas avantajado. Além disso, ele entrega um bom nível de refinamento no acabamento, com plásticos emborrachados por todos os lados, revestimento em couro nas áreas de contato com os ocupantes e detalhes cromados e em alumínio.

Conta também com recursos interessantes, como o painel de instrumentos totalmente digital, central multimídia com tela de oito polegadas, tampa traseira com acionamento elétrico, farol alto automático, piloto automático adaptativo com Stop&Go (que acompanha o carro à frente), frenagem de emergência com detector de pedestres, Park Assist, entre outros.

Outro destaque do carro está na motorização. Oferece um propulsor 2.0 TSI herdado do Golf GTI e do Passat, com câmbio DSG de dupla embreagem e sistema de tração 4Motion. É o único Tiguan 2020 com este conjunto mecânico.

Tiguan R Line – equipamentos

Segurança: seis airbags (dois frontais, dois laterais e dois de cortina), controle eletrônico de estabilidade, controle de tração, assistente de partida em rampas, sistema Front Assist (monitoramento frontal com alertas visual e sonoro e frenagem automática para evitar colisões) com City Emergency Braking (com monitoramento da área à frente do carro e frenagem automática), sistema de frenagem automática pós-colisão, sistema Pro Active (proteção dos passageiros numa frenagem mais forte, com pré-tensionamento dos cintos de segurança e fechamento das janelas laterais e teto solar), bloqueio eletrônico do diferencia XDS+, encosto de cabeça e cinto de três pontos para os cinco ocupantes, Isofix, detector de fadiga do motorista, faróis de neblina, lavagem dos faróis, sistema de controle da perda de pressão dos pneus, sistema de reconhecimento de pedestre, entre outros.

Conforto: direção elétrica, ar-condicionado Climatronic automático digital de três zonas, bancos dianteiros com aquecimento, tampa do porta-malas com abertura e fechamento automático, banco do motorista com ajustes elétricos, memória e ajuste lombar elétrico, banco do passageiro dianteiro com regulagem manual de altura, descansa-braço dianteiro e traseiro, retrovisor interno eletrocrômico, retrovisores externos elétricos, com rebatimento elétrico, aquecimento, memória e função “Tilt down”, sensor de chuva, sensor de luminosidade, sensores de estacionamento dianteiros e traseiros, entre outros.

Visual: faróis de LED com luz de condução diurna em LED, frisos externos cromados, pacote R-Line, rodas de liga-leve “Sabring” de 19 polegadas com pneus 255/45 R19, barras longitudinais de teto na cor prata, spoiler traseiro, entre outros.

Acabamento: volante revestido em couro, tapetes adicionais na frente e atrás, teto com revestimento na cor preta, apliques decorativos internos “Dark Grid”, iluminação na região dos pés e no porta-malas, logotipo R-Line nos bancos dianteiros, luz ambiente, mesa dobrável no encosto dos bancos dianteiros, bancos revestidos em couro preto, entre outros.

Tecnologia: central multimídia Discovery Media com tela sensível ao toque de oito polegadas, Android Auto, Apple CarPlay e navegador GPS integrado, sistema de som com oito alto-falantes, câmera de ré, entrada para dois cartões SD, três conexões USB e uma entrada auxiliar, freio de estacionamento eletrônico com função Auto-Hold, painel de instrumentos Active Info Display totalmente digital, seletor de modos de condução, volante multifuncional com paddle shifts, piloto automático adaptativo, tração 4Motion nas quatro rodas, entre outros.

Tiguan R Line – opcionais

Além das pinturas metálicas e perolizada, o Tiguan R-Line 2020 dispõe de somente um opcional. Confira:

Teto solar panorâmico elétrico (R$ 4.990)

Tiguan R Line – preços

Veja a seguir os preços do Tiguan R-Line:

Volkswagen Tiguan R Line 2020: R$ 187.990

Volkswagen Tiguan R Line 2020 + teto solar + pintura perolizada: R$ 195.625

Tiguan R Line – cores

Em sua linha 2020, o Tiguan R Line 350 TSI é comercializado com somente quatro opções de cores, sendo uma sólida, duas metálicas e uma perolizada. Todas elas são em tons mais neutros, nas cores branco, preto, prata e cinza.

Veja abaixo as cores do Tiguan e seus respectivos preços:

Branco Puro (sólida, sem custo adicional)

Cinza Platinum (metálica, por R$ 2.220 adicionais)

Prata Pyrit (metálica, por R$ 2.220 adicionais)

Preto Mystic (perolizada, por R$ 2.645 adicionais)

Vale ressaltar que os modelos Tiguan 250 TSI e Tiguan Comfortline 250 TSI têm uma gama de cores mais vasta, com as opções Azul Petróleo metálica e Vermelho Rubi metálica extras.

Tiguan R Line – motor

Esse é, sem dúvidas, um dos principais chamarizes do Tiguan topo de linha. O modelo R Line é o único da gama equipado com o aclamado motor 2.0 TSI da família EA888, o mesmo usado em outros carros da Volkswagen como o extinto Golf GTI e também o sedã Passat. As outras versões do Tiguan 2020 usam o 1.4 TSI.

Este propulsor tem 1.984 cm² de cilindrada e é dotado de tecnologias como turbocompressor, duplo sistema de injeção (injeção direta na câmara de combustão e injeção multiponto no coletor de admissão), bloco e cabeçote feitos de alumínio, duplo comando de válvulas no cabeçote, quatro cilindros e quatro válvulas por cilindro.

Abastecido somente com gasolina, tal motor consegue desenvolver bons 220 cavalos de potência, a partir de 4.300 rpm até 6.200 rpm. O torque é de 350 Nm (daí o sobrenome do carro) ou 35,7 kgfm, disponível já a 1.600 rpm e linear até a faixa dos 4.200 giros.

Em comparação com a antiga geração do Tiguan, este modelo é 10% mais potente e 25% mais “torcudo”.

Junto ao 2.0 TSI está o câmbio automatizado DSG de sete marchas (que atende também pelo codinome DG500), com dupla embreagem imersa em óleo. Ele proporciona bastante agilidade e casa perfeitamente com o propulsor turbo. Dispõe de opção de trocas manuais de marcha por meio de paddle shifts atrás do volante.

Há também o sistema de tração integral permanente 4Motion. Esta tração distribui automaticamente o torque entre as rodas dianteiras e as rodas traseiras, visando o menor consumo de combustível.

Todavia, o carro dispõe, aliado da tração integral, um seletor de modos de condução. Há os seguintes modos, que podem ser selecionados por um botão ao lado do câmbio: Eco (auxilia o condutor na forma de condução econômica), Comfort (prioriza em conforto, para percursos de condução ruins ou mais longos), Normal (para o dia-a-dia), Sport (com tocada mais esportiva) e Individual (o motorista pode ajustar os parâmetros conforme suas preferências).

Esse seletor, dependendo do modo, afeta o comportamento da suspensão, direção, motor, câmbio, piloto automático adaptativo, ar-condicionado, faróis e sistema de proteção proativa dos ocupantes.

Há também um seletor de perfil de condução da tração 4×4, disponível com o carro no modo Normal, com os modos Snow (neve), Off-road (terra), Off-road Individual (terra, com parâmetros individuais) e On-road (asfalto).

Tiguan R Line – consumo

De acordo com os dados do Inmetro no Programa Brasileiro de Etiquetagem (PBE), os números de consumo do Tiguan topo de linha são estes:

Consumo de 8,3 km/l na cidade com gasolina;

Consumo de 9,6 km/l na estrada com gasolina;

Notas “D” na comparação relativa na categoria e na comparação absoluta geral.

Tiguan R Line – desempenho

A Volkswagen divulga os seguintes números de desempenho do Tiguan R Line com motor 2.0 TSI, câmbio DSG e tração 4Motion:

Aceleração de 0 a 100 km/h em 6,8 segundos;

Velocidade máxima de 223 km/h.

Tiguan R Line – garantia e revisões

Assim como os outros carros de passeio da Volkswagen, o Tiguan R Line 2020 é comercializado com garantia de fábrica de três anos, sem limite de quilometragem.

A respeito das revisões, um dos destaques é o chamado programa “Revisão de Série”, que oferece gratuitamente as três primeiras revisões para o SUV médio. Este benefício está disponível também para outros carros da marca, como o Golf, Golf Variant, Jetta e T-Cross.

Sendo assim, o proprietário não terá nenhum custo com as revisões do Tiguan Allspace 2020 até os 30 mil quilômetros rodados ou três anos de uso (o que ocorrer primeiro).

Confira a seguir os preços das revisões do carro:

Revisão de 10.000 km ou 1 ano: gratuita

Revisão de 20.000 km ou 2 anos: gratuita

Revisão de 30.000 km ou 3 anos: gratuita

Revisão de 40.000 km ou 4 anos: R$ 775,11

Revisão de 50.000 km ou 5 anos: R$ 689,61

Revisão de 60.000 km ou 6 anos: R$ 775,11

Revisão de 70.000 km ou 7 anos: R$ 689,61

Revisão de 80.000 km ou 8 anos: R$ 775,11

Revisão de 90.000 km ou 9 anos: R$ 689,61

Revisão de 100.000 km ou 10 anos: R$ 775,11

Sendo assim, as revisões do Tiguan Allspace na versão R Line 350 TSI totalizarão um custo ao proprietário de R$ 2.340 até os 60 mil km rodados ou seis anos ou R$ 5.170 até os 100 mil km ou 10 anos de uso.

Tiguan R Line – concorrentes

Chevrolet Equinox Premier 2.0 Turbo – R$ 162.990

O primeiro rival do Tiguan R Line 2020 a aparecer nesta lista é o Equinox na versão Premier, que oferece uma das melhores relações custo-benefício. O carro usa um motor 2.0 Turbo de 262 cv e 37 kgfm, transmissão automática de nove marchas e tração nas quatro rodas. É R$ 25 mil mais em conta que o Volkswagen e tem até mais equipamentos.

É bem equipado, com teto solar elétrico, tração nas quatro rodas, partida remota, som Bose, faróis full LED, carregador wireless para smartphone, assistente de permanência em faixa, Park Assist, alerta de tráfego cruzado traseiro, banco do motorista elétrico e com memória, alerta de ponto cego, alerta de colisão frontal com frenagem, detecção de pedestre, entre vários outros.

Honda CR-V 1.5 Turbo – R$ 194.900

Mais caro que o Tiguan topo de linha, o CR-V é um dos carros mais caros da Honda à venda no mercado brasileiro, abaixo apenas do sedã Accord. O SUV japonês oferece um motor 1.5 Turbo de 190 cv e 24,5 kgfm, com câmbio automático CVT e tração nas quatro rodas.

Sua lista de equipamentos é recheada com recursos como teto solar elétrico, partida remota do motor pela chave, câmera lateral no retrovisor, bancos dianteiros elétricos (com memória no do motorista), faróis full LED, tampa do porta-malas elétrica, entre outros. Ou seja, fica devendo em itens para o Tiguan e o Equinox.

Peugeot 5008 Griffe Pack 1.6 THP – R$ 194.990

O Peugeot 5008 é o único concorrente direto do Tiguan Allspace que também dispõe de sete lugares. Tem preço compatível com o R Line no modelo Griffe Pack – há também o Griffe, que parte de R$ 178.990. Seu motor é um 1.6 THP turbo de 165 cv e 24,5 kgfm, com câmbio automático de seis marchas. Não oferece tração integral.

É equipado de fábrica com alerta de ponto cego com correção, assistente de farol alto, piloto automático adaptativo, detector de fadiga do motorista, leitor de placas de sinalização e velocidade, frenagem automática de emergência, rodas aro 19, central multimídia com tela de oito polegadas, teto solar panorâmico, bancos dianteiros com ajustes elétricos e massageador, entre outros.

Tiguan R Line – ficha técnica

Motor

2.0 TSI

Tipo

Dianteiro, transversal e a gasolina

Número de cilindros

4 em linha

Cilindrada em cm3

1.84

Válvulas

Taxa de compressão

9,6:1

Injeção eletrônica de combustível

Direta

Potência Máxima

220 cv de 4.300 a 6.200 rpm

Torque Máximo

35,7 kgfm de 1.600 a 4.200 rpm

Transmissão

Tipo

Automático DSG de sete marchas com dupla embreagem

Tração

Tipo

Dianteira

Freios

Tipo

Discos ventilados (dianteira) e discos sólidos (traseira)

Direção

Tipo

Elétrica progressiva

Suspensão

Dianteira

Independente tipo McPherson

Traseira

Independente do tipo multibraço

Rodas e Pneus

Rodas

Liga-leve de 19 polegadas

Pneus

225/45 R19

Dimensões

Comprimento total (mm)

4.705

Largura (mm)

2.099

Altura (mm)

1.658

Distância entre os eixos (mm)

2.790

Capacidades

Capacidade de carga (kg)

655

Tanque (litros)

Peso vazio em ordem de marcha (kg)

1.785

Porta-malas (litros)

216 (7 lugares) e 686 (5 lugares)

Coeficiente de penetração aerodinâmica (Cx)

Tiguan R Line – fotos

Tiguan R Line: equipamentos, preços, motor, consumo, revisões publicado primeiro em https://www.noticiasautomotivas.com.br

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